TEKA
KOMISJI MOTORYZACJI I ENERGETYKI ROLNICTWA
POLITECHNIKI LUBELSKIEJ
WSCHODNIOUKRAINSKIEGO NARODOWEGO
UNIWERSYTETU IM. WOŁODYMYRA DALA W ŁUGAŃSKU
COMMISSION OF MOTORIZATION
AND POWER INDUSTRY IN AGRICULTURE
LUBLIN UNIVERSITY OF TECHNOLOGY
VOLODYMYR DAHL EAST-UKRAINIAN
NATIONAL UNIVERSITY OF LUGANSK
POLSKA AKADEMIA NAUK ODDZIAŁ W LUBLINIE
POLITECHNIKA LUBELSKA
WSCHODNIOUKRAINSKI NARODOWY UNIWERSYTET
IM. WOŁODYMYRA DALA W ŁUGAŃSKU
TEKA
KOMISJI MOTORYZACJI I ENERGETYKI
ROLNICTWA
POLITECHNIKI LUBELSKIEJ
WSCHODNIOUKRAIŃSKIEGO NARODOWEGO
UNIWERSYTETU IM. WOŁODYMYRA DALA
W ŁUGAŃSKU
Tom XIA
LUBLIN 2011
POLISH ACADEMY OF SCIENCES BRANCH IN LUBLIN
LUBLIN UNIVERSITY OF TECHNOLOGY
VOLODYMYR DAHL EAST-UKRAINIAN
NATIONAL UNIVERSITY OF LUGANSK
TEKA
COMMISSION OF MOTORIZATION
AND POWER INDUSTRY IN AGRICULTURE
LUBLIN UNIVERSITY OF TECHNOLOGY
VOLODYMYR DAHL EAST-UKRAINIAN
NATIONAL UNIVERSITY OF LUGANSK
Volume XIA
LUBLIN 2011
President of editorial and scientific committee
Eugeniusz Krasowski
Secretary Zbigniew Burski
Editorial committee
Jan Glinski, Karol Cupial, Aleksandr Dashchenko, Sergiey Fedorkin,
Oleksandr Holubenko, Anatoliy Yakovenko, Janusz Laskowski,
Jerzy Merkisz, Ryszard Michalski, Aleksandr Morozow, Janusz Myslowski, Ilya Nikolenko,
Pawel Nosko, Stanislaw Niziiiski, Marek Opielak, Marek Rozmus, Wolodymyr Snitynskiy
Scientific committee
Andrzej Ambmzik, Kielce, Poland
Volodymyr Bulgakow, Kiev, Ukraine
Kazimierz Dreszer, Lublin, Poland
Bohdan Hevko, Ternopil, Ukraine
Marek Idzior, Poznan, Poland
L.P.B.M. Jonssen, Groningen, Holland
Elzbieta Kusinska, Lublin, Poland
Jozef Kowalczuk, Lublin, Poland
Stepan Kovalyshyn, Lwow, Ukraine
Nikolaj Lubomirski, Simferopol, Ukraine
Kazimierz Lejda, Rzeszow, Poland
Leszek Moscicki, Lublin, Poland
Ignace Niedziolka, Lublin, Poland
Valery Diadychev, Lugansk, Ukraine
Juriy Osenin, Lugansk, Ukraine
Janusz Nowak, Lublin, Poland
Sergiey Pastushenko, Kherson, Ukraine
Jozef Sawa, Lublin, Poland
Ludvikas Spokas, Kaunas, Lithuania
Povilas A. Sirvydas, Kaunas, Lithuania
Stanisiaw Sosnowski, Rzeszow, Poland
Aleksandr Sydorchuk, Lw6w, Ukraine
Georgij Tayanowski, Minsk, Belarus
Wojciech Tanas, Lublin, Poland
Henryk Tylicki, Bydgoszcz, Poland
Danis Viesturs, Ulbrok, Latvia
Dmytro Voytiuk, Kiev, Ukraine
Janusz Wojdalski, Warszawa, Poland
Bogdan Zoltowski, Bydgoszcz, Poland
All the scientific articles received positive evaluations by independerit reviewers
Linguistic consultant: PAWEL NOSKO
Technical editor: Taisiya Drogovoz
Typeset: Hanna Krasowska-Kolodziej, Olena Mogilna
Cover design: Barbara Jarosik
© Copyright by Commission of Motorization and Power Industry in Agriculture
Polish Academy of Sciences Branch m Lublin, Lublin 2010
© Copyright by Volodymyr Dahl East-Ukrainian National University of Lugansk
Commission of Motorization and Power Industry in Agriculture
Wielkopolska Str. 62, 20-725 Lublin, Poland
e-mail: eugeniusz.krasowski@up.lublin.pl
ISSN 1641-7739
Edition 300+ 16 vol.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A ,5-11
THE APPLICATION REVIEW ON THE ROLLING STOCK
OF DEVICES FOR TURN OF WHEEL PAIRS
IN THE HORIZONTAL PLANE
Alexandr Golubenko, Andrey Malohatko, Sergey Klyuev,
Alexandr Klyuev
Volodymyr Dahl East Ukrainian National University, Lugansk, Ukraine
Summary. The application review on a rolling stock of devices for turn of wheel pairs in the horizontal plane
is presented in this article. Parameters of movement of single wheel pair in a direct way and radius of
curvature of a way, in which radial self-installation usual colpar is possible, are defined. The expediency of
use of each kind of rotary devices is shown.
Key words: roller bench, experimental carriage, wheel pair, measuring, wheel-rail contact.
INTRODUCTION
For the purpose of the systematised review of the big variety of devices for turn
of wheel pairs in the plan, we will divide into three kinds:
1. The device for turn of wheel pairs usual type with a rotating axis, but with
various conical shape of bandages and a profile outline (are considered above).
2. The device for turn of wheel pairs of usual type, but with application of special
directing and rotary in respect of devices [Kokorev, 1993].
3. The device for turn of wheel pairs with an unrotative axis (with a free nozzle
of the right and left wheels on pins of an axial beam) and with directing and rotary
devices in the plan.
Wheel pair of usual type, i.e. with a rotating axis and bandages of the conic form,
possesses property to move on a twisting trajectory concerning average position in a rail
track. [Vol’pert, 1990]. Therefore usual wheel pair can be considered as the elementary
rotary device providing self-installation in the plan in the event that movement of colpar
it is not constrained by other communications in system of rail crew, and preventing
constant contact to rails and intensive deterioration of crests of bandages [Bogdanov,
1992, Byinosov, 1995, Byinosov, 1994].
6
Alexandr Golubenko, Andrey Malohatko, Sergey Klyuev, Alexandr Klyuev
THE FORMULATION OT THE TASK
The increase in diameter of wheels leads to improvement of characteristics of
fluctuations of wagging in a direct way (the length of a wave "L" grows and frequency
of fluctuations f decreases), conditions of passage of curve sites (the radius of curvature
Rкр increases, see tab. 1) however worsen.
Usual wheel pair has a bias of bandages i = 1/20, high-speed electric trains on
railway road "New - Tokaido" in Japan have a working profile with twice smaller bias i
= 1/40 for a high-speed domestic electric train “Neva express train” with constructional
speed of 200 km/h a bias of a working profile of wheels is accepted still smaller i =
1/100 [Works ,1978]. It is made that frequency of fluctuations at speed of movement V
= 200 km/h would be less, than at V = 100 ÷120 km/h at usual locomotives and cars.
The biaxial cart with crosswise cross-section communications (Sheffelja cart
[Priests, 1979]) addressing on sites with a considerable quantity of curves, is equipped
by bandages with conical shape 0,2, i.e. with the big bias i=1/10.
According to the researches conducted by Golubenko’s school [Golubenko,
1999] (see tab. 1), at i=1:10 wheel steams can self-center in a radial direction in curves
R≥280 m and more that corresponds to all often meeting curve sites R. The constructive
scheme of Sheffelja cart however worsens characteristics of twisting movement in a
direct way (the length of a wave decreases, frequency of fluctuations grows).
Table 1. Parameters of movement of single wheel pair in a direct way and radius of
curvature of a way in which radial self-installation of usual colpar is possible
№
№
п/п
Initial data
D, м
i
Movement parametres in a direct way
y0, м L, м f [Гц]
β max
∆
R
ymax
1190
0.007
±0,00222 (7.6’) ±2,37 1420
0,007
1 1,05 1:20 0,007 18,1 1,53 ±0,00244 (8,4’) ±2.6
2 1,25 1:20 0,007 19,8
1,4
3 1,05 1:10 0,007 12,8 2,16
4 1,25 1:10 0,007 13,95 1,99
At what value of radius of
curvature of a way radial
installation колпары is
possible
±0,00343
(11.8’)
±0,00244
(10.8’)
±3.65
800
0.015
±3.36
710
0.015
where: D - diameter of wheels; i – a bias; L - length of a wave;
y0 - the greatest displacement of colpar in a direct way
βmax - the greatest corner of a deviation of colpar in the plan;
∆ - longitudinal moving of axle boxes at l δ = 2134 mm;
R - curvature of a trajectory; R = (r*lk)/2yi
ymax=y0 + δ with the account of widening
Rкр≥R [м]
Rкр≥1190
Rкр≥1420
Rкр≥280
Rкр≥330
THE APPLICATION REVIEW ON THE ROLLING STOCK OF DEVICES
7
A lot of attention was given and is given nowadays to researches for choice an
optimum profile of a bandage [Golutvina, 1978, Gus'kova, 2000, Ivanov, 1974, Pan’kin,
1991, Kurasov, 1981, Stacenko, 2003], however this way of improvement of horizontal
dynamics and reduction of deterioration of crests and as a whole bandages is not always
effective, how in process of deterioration of bandages the initial (new) profile is
deformed: dynamic qualities and obsolete characteristics, as a rule, worsen. To keep
under operating conditions invariable a profile of a bandage at the expense of more
frequent turnings not always expediently as it leads to price increase of repair of
running gears. Deterioration of rails and as consequence the distortion of profile of rail
heads leads also to instability of dynamic characteristics of a rolling stock [Byinosov,
Stacenko 2002, Byinosov, Stacenko 2003].
Deep theoretical researches of system movement of crew with a rigid frame or
bogie taking into account the elastic sliding of wheel pairs and limiting backlashes in
axle equipment show that as a whole this system is unstable [Golubenko, 1999].
Operating experience shows that at speed of movement to 70 km/h in a direct way and
in curves R≥1500 m bandages with a bias of a surface of driving 1:20 practically
provide contactless movement of crests of bandages and their minimum deterioration; it
does not occur at speeds above 70 km/h and in a curve way of [Golytvina, 1978]. It is
almost impossible to fulfil requirements of good self-installation of usual wheel pairs in
a direct way and in operational curves.
In conclusion of consideration of the elementary of "the rotary device", i.e. usual
wheel pairs, it is necessary to tell what to counteract it and to carry out other direction
of movement of usual wheel pair not so easily: for this purpose it is necessary to
overcome a twisting moment created by forces of a friction between wheels and rails on
a shoulder, equal to distance between planes of circles of driving of wheel pair lk =
1,58m:
Thus, the device of radial installation of wheel pairs of usual type, at all its
simplicity, absence of feedback is automatic, creating twisting periodic movement in a
rail track, but not steady and rather powerful.
Passing to consideration of rotary devices of the second kind we will tell that
they are systems, in which simultaneously operate (and two independent rotary devices
confront): wheel pair of usual type and the directing device which should overcome
action of the first.
In this sense application of wheel pairs with an unrotative axis in the presence of
a directing rail is the most radical decision of questions of horizontal dynamics as in this
case the trajectory of movement of wheel pair does not depend neither on a bandage
profile, nor from a difference of diameters of wheels of wheel pair. Therefore lateral
static pressure upon a directing rail in curve sites of a way can be received equal to zero;
it can arise only in transitive curves from inertial forces, the gyroscopic moment and
damping efforts at turn of wheel pair in an input and an exit from curve sites of a way.
Passing to consideration of rotary directing devices of the third kind, i.e. with
wheel steams with an unrotative axis, it is necessary to tell that they on a rolling stock
of railway transport are not applied, however they are the basis for engines of all
modern cars and other wheel transport cars [Boronenko, Orlova ,2006, Kaley,
Semyuels, 2003].
8
Alexandr Golubenko, Andrey Malohatko, Sergey Klyuev, Alexandr Klyuev
Operational tests within a year of eight-whelled electrosection with skilled
biaxial cart of type K - 68 with differential on a driving axis and an unrotative axis on a
supporting axis have shown the following:
a) The Car has been less subject to cross-section fluctuations at low and high
speeds of movement; amplitudes of fluctuations of wagging have decreased on 60 - 80
%, lateral pressure upon rails – for 50 %.
b) Sinusoidal fluctuations of wagging of wheel pair have been completely
eliminated, the tendency to preservation of constant contact is observed between one of
crests and a lateral surface of a rail.
c) It has not been noted the essential reduction of intensity of deterioration of
wheel pairs bandages of new design in comparison with the usual.
d) The size of resistance to movement in curves has decreased on 20 % the
electric power expense in curves has decreased on 10÷15 %.
Results of researches of the cart K - 68 in Japan show that advantages from
application of wheel pairs with independent rotation of the right and left wheels (with
an unrotative axis) can be received considerably more if we will apply directing device
to 1st wheel pair of the cart and to provide contactless movement of bandages crests
[Kobayashi, 2000]. Besides, differential, as the knot that is not peculiar for locomotive
building factories, it is expedient to replace with a separate drive of the right and left
wheels of wheel pair from two feasibility reports through two traction reducers. In this
case each wheel with the drive rotates irrespective of other wheel.
THE DECISION OF THE TASK
Recently in patent materials appear more often the messages on patents for rotary
devices separate wheel gift in carts and as a whole carts concerning a body in the plan
with application of systems of automatic stabilisation of position wheel gift or frames of
the cart concerning a rail track.
The considerable quantity of patents is protected by constructive schemes for
realisation of turn in respect of wheel pairs of railway crew; however does not make a
reservation thus, what type of wheel pairs is expedient for using. At the same time, as it
follows from the aforesaid, the type of wheel pairs has the most direct relation to the
scheme of the rotary device.
CONCLUSIONS
In conclusion of the review of rotary devices we will consider properties, best of
them (3 kinds (fig. 1,2,3)):
a) The Minimum twisting moment for overcoming of forces of a friction, inertial
and returning forces is required for turn in a horizontal plane (in the plan) wheel pair
with an unrotative axis, therefore rotary devices of the third kind are the most expedient
for using on a rolling stock of railways.
THE APPLICATION REVIEW ON THE ROLLING STOCK OF DEVICES
ТЭД
ТЭД
Fig. 1 Use of hydrocylinders
for turn wheel parf
9
Fig. 2 Application of feasibility
reports on each wheel
Fig. 3 Mechanical selfinstallation
b) Wheel steams with unrotative axes cannot be used without directing rotary
devices or a compulsory steering with a drive from watching system (depending on size
of a lateral backlash of wheel pair in a rail track).
c) Application for a rolling stock of railways of wheel pairs with an unrotative
axis and with the rotary device is the complex action allowing considerably to improve
horizontal dynamics in a direct way and in curve sites to receive economy traction and
energy expenses at the expense of reduction of resistance to movement of rail crews in a
direct way and especially in curves, to provide economy of metal and means at the
expense of considerable decrease of intensity of bandages and rails deterioration, to
raise durability of all elements of a design of wheel-motor blocks at the expense of
division of a drive of the right and left wheels of wheel pair and realization thus
statically - the definable scheme of a traction drive on locomotives.
d) The directing complete set consisting of wheel pair with an unrotative axis
also drove with a directing roller, in the dynamic relation the deviation of a directing
roller “∆” - an entrance signal is nonperiodic link in which the cross-section deviation
“y” wheel pair in a rail track from average position is in target parameter. Therefore the
deviation of wheel pair at absolutely rigid rails and drive cannot be on size more = 1,5 ÷
2 mm, and transient of cross-section moving of wheel pair in a track after moving of a
directing roller is nonperiodic, i.e. is made without hesitation. The constant of time of
this link is equal to the relation of length drove to linear speed of movement. This
directing device is recommended to be used for cargo locomotives.
e) The ideal rotary device for wheel pairs with unrotative axes is the contactless
system of automatic control of turn in respect of directing wheels of the cart (fig. 4). In
this case the electric drive of the rotary device operates from the strengthened electric
signal proportional to the sum of signals: a cross-section deviation of wheel pair in a rail
track, “y” its the first and the second derivatives. At all advantages of this system, its
lack consists in necessity of application of the difficult electronic equipment. This
system of automatic stabilization of a lateral backlash of wheel pairs in a rail track is
recommended for use on high-speed passenger transport with constructional speed more
than 200 km/h.
R=
rlk
2 yi
(1)
10
Alexandr Golubenko, Andrey Malohatko, Sergey Klyuev, Alexandr Klyuev
where: r - nominal radius of right and left wheels of wheelpair;; lk - distance between
the planes of circles of rolling; y - current transversal displacement of wheelpair is in
railway track; i – slope of working surface of bracer.
Fig. 4. Contactless system of automatic control of wheel pairs turn
In conclusion of the review of rotary devices of wheel pairs it is necessary to note
the greatest expediency on railway transport of the devices of the third kind, with the
automatic electric drive of turn which can be used on a rolling stock of high-speed
service.
REFERENCES
1. Kokorev A.I., Berezin V.V.б 1993.: Locomotives need a device with the radial setting of
wheelpairs // Locomotive. - № 2. - p .39 – 40.
2. Vol'pert A.G., 1990.: Influence of construction of workings parts and external on the resource
of bracers of wheels of locomotives environments on a rental // Announcer VNIIZHta. -№ 3. 23 - 26.
3. Bogdanov V.M., 1992,: Decline of intensity of wear of combs of wheels and lateral wear of
rails of // the Railway transport. - № 12. -S. 30 - 34.
4. Buynosov A.P., 1995.: Influence of external on the wear of bracers environments //
Locomotive. - №1. p. 33 – 34.
5. Buynosov A.P., 1994.: Wear of bracers and rails: reasons and possibilities of reduction of //
are the Railway transport. - № 10. –p. 39 – 41
6. Works CNII MPS, 1978.: Co-operation of way and mobile composition at high-rate of motion
and enhanceable axleloadings., publ. “Transport”, M.,. vyp. 592
7. Priests A.V., 1979.: Development is a construction of carriage light carts. Expressinformation of VINITI. Industrial transport №40, M., UDK 629.4.027.2, 459.
8. Golubenko A.L., 1999.: Tripping of wheel with a rail: Monograph. – Publ. 2th, pererab. and
dop. it is Lugansk : Izd-vo of Vostochnoukr. gos. un-that,. – 476p
9. Golutvina T.K., 1978.: About the type of bracers of wheelpairs of hauling mobile composition
of // Vestn. Vsesoyuz. N.-i. in-that r/w transport.-.- №3.- p. 31-35.
10. Gus'kova M.V., Ruban V.M, 2000.: Announcer of the Rostov state university of ways of
report. №2, p. 32-35.. Parameters constructions of mobile composition and way, influencing
on podrez of combs of bracers of wheelpairs of locomotives.
11. Ivanov V.N and other, 1974.: Construction and dynamics of diesel engine. A publ. is
“Transport”, M.
THE APPLICATION REVIEW ON THE ROLLING STOCK OF DEVICES
11
12. Pan'kin N.A., 1991.: Reasons of intensive wear of combs of wheels and rails and way of his
removal of // the Railway transport. - p. 57-59.
13. Kurasov D.A., 1981.: Increase of longevity of bracers of wheelpairs of mobile composition. M.: Transport, -160 p.
14. Stacenko, K.A., 2003.: Increase of longevity of bracers by technological methods //
Announcer of engineers - electricians of railway transport. Samara state academy of ways of
report. it is Samara, p 321 - 323.
15. Buynosov, A.P., Stacenko, K.A., 2002.: Method of control of roughness of surfaces "bracerrim" of the wheeled center // Theses of lectures of Russian school on the problems of science
and technologies. it is Miass, MNUC, - From 60.
16. Byinosov, A.P., Stacenko, K.A., 2003.: Research of size of ovality of bracers of wheelpairs
of electric locomotives is // Materials of scientific and technical conference, Sverdlovsk
railway devoted a 125year: Ekaterinburg: URGUPS, - p. 264 - 266.
17. Boronenko Yu.p., Orlova A.M., 2006.: Experience of planning of trekhelementnykh
telezhek/yU.p. Boronenko, A.M. Orlova//zheleznodorozhnyy transport. №5. S.58-62.
18. Kaley P., Semyuels D., 2003.: Improvement of co-operation of mobile composition and way.
Railways of the world. №2.
19. Kobayashi H., 2000,: et al. Quarterly Report of RTRI, № 1, р. 16 – 20.
20. Vinokurova M.V., 1953.: Carriages, under red.. “Transzheldorizdat”, M.
АНАЛИЗ УСТРОЙСТВ ПОВОРОТА КОЛЕСНЫХ ПАР
В ГОРИЗОНТАЛЬНОЙ ПЛОСКОСТИ
Александр Голубенко, Андрей Малохатко, Сергей Клюев, Александр Клюев
Аннотация. В статье приведен анализ устройств поворота колесных пар в горизонтальной плоскости
и выбор конструктивной схемы. Определены параметры движения одиночной колесной пары в
прямом пути и радиус кривизны пути, в котором возможна радиальная самоустановка обычной
колесной пары. Показана целесообразность использования каждого вида поворотных устройств.
Ключевые слова: поворотное устройство, колесная пара, бандаж, невращающаяся ось, износ,
рельсовое транспортное средство.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 12-20
DEFINITION OF SUFFICIENCY OF SPARE PARTS
AT SERVICE OF DIESEL LOCOMOTIVES
Aleksandr Babanin**, Sergey Smetanin*
*Locomotive depot N.Kondrashevskay the Donetskay railway,
**Ukrainian state academy of a railway transportation, Kharkov, Ukraine
Summary. The technique of definition of sufficiency of spare parts is considered at service of diesel
locomotives. Situations are classified and the basic structures of maintenance of service are offered by spare
parts which most often are used in practice. Methods of quantitative definition of spare parts on each structure
which include the nomenclature, intensity of a stream of applications, average time of restoration, and also
separate price factors are offered. Sufficiency of spare parts for service maintenance service of diesel
locomotives 2ТЭ116 is calculated.
Key words: sufficiency, spare parts, complete set, exchange collection, updating, repair body, service, supply,
structure, diesel locomotive.
INTRODUCTION
During deep system transformations to a locomotive facilities of railways of
Ukraine structural and functional interdependence promptly develop and go deep. It, on
the one hand complicates, and with another strengthens economic relations without
which modern locomotive depots which carry out service and repair of a traction rolling
stock, cannot function and develop. In particular it concerns to material support when in
conditions of transition to market attitudes{relations} development of modern methods
of increase of efficiency of communications{connections} between suppliers and
consumers is necessary at the organization of service of locomotives.
ANALYSIS OF LAST RESEARCHES AND PUBLICATIONS
Formation of the theory of storekeeping as scientific discipline has begun in the
middle of 1950th years. Detailed development of this stage it is resulted in works
[5,10,16]. There is a number of manuals [1,4,6,7,9,11,13,14,15,19] where from the
mathematical point of view the essence of formation of volume of stocks reveals, and
also the basic laws apply to various industries. In one of last works [16], on the basis of
DEFINITION OF SUFFICIENCY OF SPARE PARTS AT SERVICE
13
generalization as the main parameter the condition of maintenance of set reliability of
supply is used. Algorithms offered in given work are developed by means of the device
of the classical theory of management: modern methods of the theory of adaptation,
mathematical programming, stochastic optimization, a principle of a maximum. At the
same time it is necessary to note, that the majority of these development have the
limited applicability because of impossibility in definition of costs as a result of loss of
preference, strong-willed purpose of norms of stocks, and also absence of the complex
approach to components of cumulative stocks on all way of their movement and to their
distribution between parts of investigated systems. Proceeding from it, in given clause
the complex technique of formation and an estimation of sufficiency of stocks of spare
parts in view of the basic industrial parts is offered at the organization of service in a
locomotive facilities.
MATERIALS AND RESULTS OF RESEARCHES
As is known updating of any stocks Z s. p always happens to some delay
concerning the moment of delivery on it requirements [16]. These updating can be
subdivided on:
- instant (delay in delivery is very small);
- with a delay for the fixed term;
- with a delay on a casual interval of time with known or unknown likelihood
distribution;
- emergency updating.
Accepting, on features of a design, a diesel locomotive as the big difficult object,
it is possible to allocate in him three basic structural subsystems of the organization of
supply with spare elements:
- the single complete set Z sO. p representing amount of spare elements which are
given to directly given locomotive for maintenance of his working capacity;
- the complete set of spare elements of the repair body Z sRO
. p , representing amount
of spare elements which are given only to him, with the purpose of maintenance of his
working capacity. Functioning of repair body (RO) consists in elimination of refusals in
faulty sites or details of the locomotive which to him act for their restoration. Thus, the
repair body is intended for restoration of the objects which have acted to them and
should be provided by the stock Z sRO
.p ;
− RO
representing amount of finer
- the exchange collection of repair body Z sEC
.p
spare elements which are given to repair body which can serve both the single complete
set Z sO. p , and sites acting in repair body.
These structural subsystems can be combined among themselves in various
variants. Proceeding from this 7 variants of structures of maintenance of service by
spare elements (SMSSE) which most often are used in practice are offered. They are
presented on fig. 1.
14
Aleksandr Babanin, Sergey Smetanin
The first variant reflects the most widespread SMSSE in which has reserved Z sO. p
replenishes directly from an external source. This external source will be understood
hereinafter as an external warehouse, base, a factory, etc. which limitation at updating
elements in calculation is accepted will not be. In default at the locomotive what or an
element in the complete set Z sO. p the application which is immediately satisfied acts if
the corresponding spare element there is available. At absence of a spare element the
application becomes in "turn" and waits to not appear yet an opportunity her to satisfy.
The length of turn of unsatisfied applications can be various and depends on main
principles and conditions functioning of system of logistics.
Fig. 1. Variants of service maintenance with spare elements
Thus, in the first variant the application for a spare element which has arrived
from object in the complete set Z sO. p , can be satisfied or immediately, or with some
delay.
In the second variant the complete set Z sO. p replenishes from repair body RO
which in turn has the complete set Z sRO
. p and filled up of an external source.
The third variant provides, that the complete set Z sO. p is given to each type of the
locomotive. These complete sets replenish also from repair body RO which in turn has
the complete set Z sRO
. p and filled up of an external source (as well as in the second
variant).
− RO
In the fourth variant for service the exchange complete set of elements Z sEC
.p
which directly replenishes from repair body RO is given.
DEFINITION OF SUFFICIENCY OF SPARE PARTS AT SERVICE
15
For the fifth variant it is installed, that each complete set Z sO. p for service
− RO
replenishes from the exchange complete set of elements Z sEC
which too directly
.p
replenishes from repair body RO.
In the sixth variant updating of the complete set Z sO. p for service is provided
directly from several repair bodies RO-1 and RО-2 in various combinations.
The seventh variant provides updating elements for service from the exchange
− RO
complete set of elements Z sEC
which too directly replenishes from repair bodies RO.p
1 and RО-2 in various combinations.
For an estimation of sufficiency of the concrete complete set Z sO. p , following data
are necessary.
1. Quantity of types of replaceable elements N 0 in a product;
2. On each type of replaceable constructive elements the data card with initial
data is made
(1)
Λ
T
n
ρ
i
iO
iO
iO
iO
where: i - number of type of elements under the nomenclature of the complete set Z sO. p ;
Λ iO - intensity of a stream of applications for elements of i-th type from a product in
the complete set Z sO. p ; TiO - average time of restoration of one element of i-th type in
Z sO. p (i.e. average time which passes between withdrawal of a spare element from the
complete set Z sO. p and receipt in this complete set of a similar serviceable element
instead of withdrawn); niO - initial amount of spare elements of i-th type in the
complete set Z sO. p ; ρiO - the maximal possible length of turn of unsatisfied applications
for elements of i-th type of century Z sO. p (the whole positive value ρiO corresponds to
cases of the limited turn of unsatisfied applications. At ρiO = 0 it is accepted, that the
length of turn is unlimited).
Intensity Λ iO is defined by a stream of replacements of elements of i-th type in
products (not necessarily conterminous with a stream of refusals), and also a stream of
refusals of elements of i-th type at storage in the complete set Z sO. p
Λ iO = kiE (mi λi + li λi ) + (1 − kiE ) (mi + li )λiSt + ni λiSt ,
(2)
where: mi - quantity of basic elements of i-th type in a product; li - quantity of reserve
elements of i-th type in a product; kiE - factor of intensity of operation of a product; λi
- failure rate of one basic element of i-th type; λiSt - failure rate of one basic element of
i-th type at storage.
To calculate a parameter of sufficiency EC-RО following initial data is
necessary.
16
Aleksandr Babanin, Sergey Smetanin
1. N EC - quantity of types of elements on which applications in EC-RО can
come;
2. On each of N EC types of elements to set the data card of initial data:
i
Λ iEC
ÒiEC
niEC
(3)
where: Λ iEC - intensity of a stream of applications for spare elements of i-th type, acting
in EC-RО from served samples of object or the complete set Z sO. p , i.e. average quantity
of applications for elements of i-th type in unit of time; ÒiEC - average time of repair of
one element of i-th type in RО; niEC - initial quantity of elements of i-th type in EC-RО.
To calculate value Λ iEC it is necessary to summarizes on all samples of object in
the group, intensity of streams of replacements of elements of i-th type served to data
RО in object [19]
S
K
Λ iEC = ∑ Λ iEC
,
(4)
K =1
K
where: S - quantity of samples of objects in group; Λ iEC
- intensity of a stream of
replacements of an element of i-th type in To-th the sample of object.
Intensity of a stream of replacements of an element of i-th type in K-th the
K
sample of object Λ iEC
is defined as
K
Λ iEC
= kiå (mi λi + li λi ) + (1 − kiå ) (mi + li )λixp + ni λixp ,
(5)
where: mi - quantity of basic elements of i-th type in a product; li - quantity of reserve
elements of i-th type in a product; kiå - factor of intensity of operation of a product; λi
- failure rate of one basic element of i-th type; λixp - failure rate of one basic element of
i-th type at storage.
To calculate value of a parameter of sufficiency Z sRÎ. p following initial data are
required.
1. N RÎ , - quantity of types of completing elements which can be demanded for
job RО;
2. On each type of completing elements to set the data card of initial data:
Λ jRÎ
τ jRÎ
n jRÎ
α jRÎ
ÒjRÎ
j
(6)
where: j - number of type of elements under the nomenclature Z sRÎ. p ; Λ jRÎ - intensity of
a stream of applications for elements of i-th type, acting in Z sRÎ. p , i.e. average quantity of
applications for elements of j-th type in unit of time; α jRÎ - the type of strategy of
updating of a stock of elements of j-th type of century Z sRÎ. p . Value α jRÎ can accept
values 1, 2, 3. At α jRÎ =1 stock of elements of j-th type replenishes periodically. At
α jRÎ = 2 updating of a stock of elements of j-th type is made with emergency
deliveries, i.e., besides scheduled periodic restoration of a stock, it is supposed also his
off-schedule restoration up to an initial level if the element of j-th type is required for
DEFINITION OF SUFFICIENCY OF SPARE PARTS AT SERVICE
17
job RО, and the stock of elements of j-th type in Z sRÎ. p is empty. At α jRÎ = 3 stock of
elements of j-th type in Z sRÎ. p replenishes due to repair of the given up elements in
special RОs. (distinct from that RО to which it is given data Z sRÎ. p ); ÒjRÎ - key parameter
of strategy of updating of a stock of elements of j-th type. At ÒjRÎ = 1 or ÒjRÎ = 2 value
α jRÎ is the period of updating of a stock of elements of j-th type. At ÒjRÎ = 3 value
α jRÎ is average time of repair of one element of j-th type; τ jRÎ - additional parameter
of strategy of updating of a stock of elements. At τ jRÎ = 1 or τ jRÎ = 3 value α jRÎ is
equal to zero. At τ jRÎ = 2 value α jRÎ represents average duration of emergency
delivery of elements from an external source of updating; n jRÎ - initial quantity of
elements of j-th type of century Z sRÎ. p .
For the decision of a problem of calculation Z sRÎ. p following initial data are
required.
1. N ÐÎ - quantity of types of completing elements which can be demanded for
Z sRÎ. p .
2. On each type of spare elements the data card of initial data is made
Λ jRÎ
τ jRÎ
j
α jRÎ
ÒjRÎ
Ñ jRÎ
(7)
where: parameters j , Λ jRÎ , α jRÎ , ÒjRÎ , τ jRÎ have the same sense, as in the data card
(6), and Ñ jRÎ - expenses for 1 element of j -th type Z sRÎ. p .
Calculation of a parameter of sufficiency Z sRÎ. p is made under the formula
N RO
∑Λ
∆t
D
RO
=
j =1
jRO
∆t jRO
Λ RO
,
(8)
D
where: ∆t RO
- a parameter of sufficiency of a stock of elements of j-th type of
century Z sRÎ. p .
Depending on strategy of updating of a stock of elements of j-th type in Z sRÎ. p (i.e.
depending on a preset value α jRÎ =1, 2, 3) the parameter of sufficiency of elements of jth type in Z sRÎ. p can be certain under following formulas.
1. In case of α jRÎ =1 (when updating of a stock of elements of j-th type in Z sRÎ. p
occurs periodically) the parameter of sufficiency is defined from expression
∞
a ij
1 −a ∞
Λ jRO ∆t jRO = e j ∑ K ∑
,
aj
k =1
i = n jRO + K +1 i !
where:
a j = Λ jROT jRO .
(9)
(10)
18
Aleksandr Babanin, Sergey Smetanin
Calculations under the given formula it is made as follows. The size originally
pays off
a j ε RO Λ RO
εj =
,
(11)
2 N RO
where:
ε RO
- the set accuracy of calculation of a parameter of sufficiency.
Under tables of distribution Puasson [18]
∞
aK
,
(12)
K =n K !
+ 3, a j ) …. until the inequality for the first time
F (n, a) = e− a ∑
Values F (n jRO + 2, a j ), F (n jRO
will not be executed are found
F (n jRO + K * + 1, a j ) ≤
In conformity with the found values F (n jRO
εj
.
(13)
K*
+ K * + 1, a j ), K = 1, 2, .... K * the
size is defined
Λ jRO ∆t jRO
1
=
aj
K*
∑ K ⋅ F (n
K =1
jRO
+ K,aj ) .
(14)
2. In case of α jRÎ = 2 (when updating of a stock of elements of j-th type in Z sRÎ. p
occurs periodically to emergency deliveries) the parameter of sufficiency is defined
from expression
τ jRO
1 + Λ jROτ jRO
(15)
Λ jRO ∆t jRO = (
) ω (n jRO , a j ) (
),
T jRO
2
where:
∞
∞
ω (n jRO , a j ) = e − a ∑
∑
K =1 i = K ( n jRO +1)
and
a ij
i!
,
a j = Λ jROT jRO .
(16)
(17)
To calculate values of the function ω (n jRO , a j ) set by the sum infinite of some
(16), we act as follows. Under tables of distribution Puasson we define values
F (n jRO + 1, a j ), F (2n jRO + 2, a j ) … until first time the inequality will not be executed
F ( K * ⋅ n + K * , a) ≤
ε RO
N RO
Λ RO ,
(18)
where: ε RO - the set accuracy of calculation of a parameter of sufficiency.
On the found values F ( K * n + K * , a) it is defined
K*
ω (n, a) = ∑ F ( K ⋅ n + K , a) .
K =1
(19)
DEFINITION OF SUFFICIENCY OF SPARE PARTS AT SERVICE
19
3. In case of α jRÎ = 3 (when elements of j-th type in Z sRÎ. p can be repaired) the
parameter of sufficiency of a stock of elements is defined as
Λ jRO ∆t jRO = e
and
∞
−aj
∑
Ê = n jRO +1
( K − n jRO )
a Kj
K!
,
(20)
a j = Λ jROT jRO .
(21)
On the basis of calculations by the given technique sufficiency of quantity of
spare parts by each variant of their formation for diesel locomotives 2ТE116 has been
certain. These data are resulted in table.
Table 1. The list of spare parts for service TO-2 of diesel locomotives
The name
1
1. Atomizer of a diesel engine
2. Cover of the viewing hatch
3. The fuel pump of a high pressure
4. Pneumatic screen wiper
5. Regulator of a voltage РНТ-6
6. The block of management БА-520 У3
7. The block of slipping ББ-320А
8. The panel of rectifiers
9. The force relay
10. The gate ВВ-1
11. The gate ВВ-1111
12. Section of the storage battery
13. The crane of machinist
14. The crane of an auxiliary brake
15. The valve of the compressor КТ7
16. The trailer crane
17. Trailer sleeve
18. Reducer of a measuring instrument of speed
19. Match for the bearing
20. The platen of brake transfer
Unit of measure
2
un.
-"-"-"-"-"-"-"-"-"-"-"-"-"-"-"-"-"-"-"-
Quantity
3
4
2
4
5
2
1
1
1
2
2
2
1
1
2
2
2
4
1
4
12
CONCLUSIONS
Seven basic variants of formation of stocks in view of their updating from
external sources, and also the corresponding repair divisions which are carrying out
restoration of units and details of locomotives are certain. The technique of definition of
sufficiency of the generated variant of a stock which considers quantitative and
qualitative characteristics of applications from a place of replacement, intensity of a
stream of replacements of details, the nomenclature of details for concrete type of the
locomotive, and also technical equipment of repair-regenerative bodies is offered. On
the basis of the given technique sufficiency of spare parts for service of locomotives is
certain.
20
Aleksandr Babanin, Sergey Smetanin
REFERENCES
1. Atrohov, N.A., 1989.: About a problem of the direct-sales representative / N.A. Atrohov //
Increase of efficiency and quality of motor transportation service. – M.: MADI. – P.72-74.
2. Bauersoks Donald Dg., 2001.: Logistics: the integrated circuit of deliveries / Bauersoks
Donald Dg., Closs David Dg. – M.: "Olimp-Biznes", - 640 p.
3. Belenkiy, A.S., 1992.: Research of operations in transport systems: ideas and schemes of
methods of optimization of planning / A.S. Belenkiy. – M.: "Mir", – 582 p.
4. Belyev, Y.A., 1991.: Deficiency, the market and storekeeping / Y.A. Belyev. - M.: University
of friendship of people. – 28 p.
5. Beregnoy, V.I., 2002.: Management of material streams of micrologics system of the motor
transportation enterprise / V.I. Beregnoy, T.A. Porohnya, I.A. Tcvirinko. – Stavropol.: The
north Caucasian of state technical university, – 198 p.
6. Feklisov, G.I., 1977.: Software of control systems of stocks / G.I. Feklisov. – M.: "Statistics".
– 112 p.
7. Goldobina, N.N., 1991.: Storekeeping of means of production / N.N. Goldobina. – L.:
Publishing houses the LFEI – 71 p.
8. Golovin, I.N., 1984.: Calculation and optimization of complete sets of spare elements of
radio-electronic systems / I.N. Golovin, B.V. Chuvarygin, A.E. Hura-Bura. – M.: "Radio and
communication"– 216 p.
9. Inutina, K.V., 1986.: Perfection of planning and the organization of logistics of production
associations / K.V. Inutina. – L.:"Mashinostroenie"– 246 p.
10. Inventory models. / Ed. by A. Chican., 1990.: Academia kids, Budapest – 419 pp.
11. Lagutkin, V.M., 1971.: Economic-mathematical methods in supply / V.M. Lagutkin. – M.:
"Economy", – 367 p.
12. Lenders Maicl R., 2002.: Management of supply and stocks / Lenders Maicl R., Firon Garold
E. – SPb.: OOO "Victoria plus"– 768 p.
13. Lukinsky, V.S., 2007.: Models and methods of the theory of logistics / V.S. Lukinsky. - SPb.:
"Piter"– 223 p.
14. Mikitiync, S.R., 1974.: Models of processes of logistics / S.R. Mikitiync. – L.: Publishing
houses the Leningrad University – 99 p.
15. Pervozvancky, A.A., 1975.: Mathematical methods in production management / A.A.
Pervozvancky. – M.: "Nauka" – 615 p.
16. Rygikov, Y.I., 2001.: The theory of turns and storekeeping / Y.I. Rygikov. – SPb.: "Piter" – 376 p.
17. Thetina, V.A., 1988.: Supply by spare parts on motor transport / V.A. Thetina, V.S. Lukinsky,
V.I. Sergeev. – M.: "Transport" – 109 p.
18. Ventcel, E.S., 1990.: Research of operations / E.S. Ventcel. – M.: "Nauka". – 286 p.
19. Zevakov, A.M., 1989.: Methodical bases of the decision of problems on storekeeping / A.M.
Zevakov. – Karaganda– 98 p.
ОПРЕДЕЛЕНИЕ ДОСТАТОЧНОСТИ ЗАПАСНЫХ ЧАСТЕЙ
ПРИ СЕРВИСНОМ ОБСЛУЖИВАНИИ ТЕПЛОВОЗОВ
Александр Бабанин, Сергей Сметанин
Аннотация. Рассмотрена методика определения достаточности запасных частей при сервисном
обслуживании тепловозов. Классифицированы ситуации и предложены основные структуры
обеспечения сервисного обслуживания запасными частями, которые наиболее часто используются на
практике. Предложены методы количественного определения запасных частей по каждой структуре,
которые включают номенклатуру, интенсивность потока заявок, среднее время восстановления, а
также отдельные ценовые факторы. Рассчитана достаточность запасных частей для сервисного
технического обслуживания тепловозов 2ТЭ116.
Ключевые слова: достаточность, запасные части, комплект, обменный фонд, пополнение, ремонтный
орган, сервис, снабжение, структура, тепловоз..
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 21-28
SELECTION OF OPTIMAL PARAMETERS DOSATOR WITH
HORIZONTAL DISC ON THE DEGREE OF DEVIATION FACTUAL
LAW DISTRIBUTION OF SEED MAIZE FROM NORMAL
Victor Belodedov, Pavel Nosko, Pavel Fil, Marina Mazneva
Volodymyr Dahl East- Ukrainian National University , Lugansk, Ukraine
Lugansk National Agrarian University
Summary. Results of multifactorial experiments by rotatable planning matrix for three factors: height and
diameter of seed tube, rotary speed of seed disk are presented. Experiment results were analyzed according to
generally accepted methods. Adequate model was received. Influence of each factor on degree of deviation
factual law distribution of seed maize from normal and optimal value of each factor were determined.
Key words: degree of deviation factual law distribution of seed maize from normal, influence of factors,
optimization.
INTRODUCTION
Degree the deviation factual law distribution of seed from normal, including
exponents asymmetry A and excess E, directly influences on uniformity of distribution
of seeds placing in a row [1, 5-20]. It is the major reserve of increasing of productivity
grain and row-crop cultures by creation of conditions for the fullest using by plants of
nutrients, moisture, warmth and sunlight. For row-crop cultures, except decreasing of
productivity, non- uniformity of seeding leads to sharp increasing of “superfluous”
plants. The aspiration to provide necessary density of plants become causes application
of the increased norms of seeding, that leads to the over-expenditure of a sowing
material.
OBJECTS AND PROBLEMS
The degree of deviation factual law distribution of seed from normal was
calculated on the formula [4]:
y = f ( A, E ) ,
(1)
22
Victor Belodedov, Pavel Nosko, Pavel Fil, Marina Mazneva
(
)
(
)
A = ∑ xi − x / (ND 3 / 2 ) ; E = ∑ xi − x / (ND 2 ) — exponents of asymmetry
N
where:
1
3
N
1
4
and excess accordingly; N — totality accidental values xi (current importance of
intervals between seed on the row); D — displace dispersion of intervals
N
(
)
2
N
( D = σ 2 = ∑ xi − x / N ); x = υ1 — middle importance ( x = υ1 = ∑ xi / N ).
1
1
When A = E = 0 statistical curve p(x ) coinside with normal distribution; when
A1 > 0 to stretch out [4] right-hand lot; when A2 < 0 — to stretch out left-hand lot;
when E > 0 peak of statistical curve p(x ) more sharp than by curve p(x ) normal
distribution; when E < 0 curve p(x ) statistical distribution more slightly. When
A1 > 0 curve of distribution slope left-hand, a υ1 < υ 0 ( υ 0 — mathematical expectation
of intervals, when A = 0 ) and υ1 = σ / υ1 > V0 ( V0 — coefficient variation of intervals,
υ = V0
and
σ (standard) — constant); when A2 < 0 , conversely,
when
v2 = σ / υ 2 < V0 . From here it is possible with drowal, that sum absolute values
A + − E correspond increasing V = σ / υ1 , and sum − A + E
with register of exposition, when in the experiment was observed:
— his decreasing;
1. A > 0 , E > 0 , that y = A − E ; 2. A < 0 , E < 0 , that y = E − A ;
3. A > 0 , E < 0 , that y = A + E ; 4. A < 0 , E > 0 , that y = 1 / ( A + E ) .
(2)
In the capacity of apparatus with a horizontal disc the sowing of a seeder of
CKHK-type, which is installed on a special framework over a ribbon of the stand of a
generally accepted construction was used. Three factors were varied: x1 (D ) — diameter
of a seed tube, x 2 (h ) — seed tube altitude, x3 (v0 ) — peripheral velocity of twirl of a
seed disc.
Factors x1 (D ) and x 2 (h ) were set by of round metal tubes and the factor
x3 (v0 ) — change of a reduction ratio of the mechanism of the drive (replaceable
starlets). Levels of factors varied according to central composition rotatable
uniforms — planning of the second order for three factors [2].
Speed of driving of a ribbon of the stand was fixed and equal 2 m/s. The
calculated intervals between seeds at speed v0 = 0,275 m/s was equated 200,0 mm;
seeds of corn of “Dneprovskaya-247” sort of the thin a fraction by the SKV-153B seed
disc were seeded; of 1,0 mm were used an insertion ring by thickness. Intervals of a
variation of the factors, chosen a condition of technological working capacity of a
dosator, are presented in tab.1.
Experimental data were treated accordingly with the certain methods,
recommended for rotatable planning; Kohren criterion (characterizing homogeneous of
variances), Student criterion (causing the significance of regression coefficients) and
Fisher criterion (pointing out on the adequacy of model) were thus defined; the adequate
regression model of the second order with variables in a code designation is a result
view:
y = b0 + b3 x3 + b13 x1 x3 + b22 x 22 ,
(3)
SELECTION OF OPTIMAL PARAMETERS DOSATOR WITH HORIZONTAL DISC
23
where: b0 = 1,0537 ; b3 = 0,1215 ; b13 = −0 ,2062 ; b22 = 1,1339 .
Table 1. Intervals of a variation of the factors x1 (D ) , x 2 (h ) and x3 (v0 )
for SKNK-type seeder dosator
x1 (D ) ,
Characteristics
Factors
x 2 (h ) ,
x3 (v0 ) ,
mm
350,0
m/s
0,275
The basic level, xi = 0
mm
60,0
The interval of variation, J
The upper level, xi = 1
23,8
83,8
59,5
409,5
0,134
0,409
The lower level, xi = −1
36,2
290,5
0,141
The upper star point, xi = 1,682
100,0
460,0
0,5
The lower star point, xi = −1,682
20,0
250,0
0,05
Influence of each factor separately on response function was defined at levels of
other factors, equal 0 and ±1,682 . The equation (3) takes a view:
when x 2 = x3 = −1,682 : y1.1 = 1,2281 + 0,3468 x1 ,
when x 2 = x3 = 0 : y1.2 = 1,0537 ,
when x 2 = x3 = 1,682 : y1.3 = 1,6369 − 0,3468 x1 ,
when x1 = x3 = −1,682 : y 2.1 = 0,266 + 0,1339 x22 ,
when x1 = x3 = 0 : y 2.2 = 1,0537 + 0 ,1339 x22 ,
when x1 = x3 = 1,682 : y 2.3 = 0,6748 + 0,1339 x22 ,
when x1 = x2 = −1,682 : y 3.1 = 1,4325 + 0,4683x3 ,
when x1 = x 2 = 0 : y 3.2 = 1,0537 + 0 ,1215 x3 ,
when x1 = x 2 = 1,682 : y 3.3 = 1,4325 − 0 ,2253x3 .
(4)
Values of function y1.1 − y3.3 according (4) are computed on the points xi = 0 ;
±1 ; ±1,682 ; calculation data are presented in tab.2.
Table 2. The sequence of functions y1.1 − y3.3 calculation
xi
xi2
1
-1,682
-1,0
0
1,0
1,682
2
2,829
1,0
0
1,0
2,829
2
0,3468x1 y1.1=1,2281+(3) y1.2=1,0537 y1.3=1,6369-(3) 0,1339 x2 y2.1=0,266+(7)
3
-0,5833
-0,3468
0
0,3468
0,5833
4
0,6448
0,8813
1,2281
1,5749
1,8114
5
1,0537
1,0537
1,0537
1,0537
1,0537
6
2,22
1,9837
1,6369
1,29
1,0536
7
0,3788
0,1339
0
0,1339
0,3788
8
0,6448
0,3999
0,266
0,3999
0,6448
24
Victor Belodedov, Pavel Nosko, Pavel Fil, Marina Mazneva
Continuation of table 2
y2.2=1,0537+ y2.3=0,6748+
y =1,4325+
y =1,0537+
y =1,43250,4683x3 3.1
0,2253 x3 3.3
0,1215x3 3.2
+(7)
+(7)
+(13)
+(11)
-(15)
9
1,4325
1,1876
1,0537
1,1876
1,4325
10
1,0536
0,8087
0,6748
0,8087
1,0536
11
-0,7877
-0,4683
0
0,4683
0,7877
12
0,6448
0,9642
1,4325
1,9008
2,22
13
-0,2044
-0,1215
0
0,1215
0,2044
14
0,8493
0,9322
1,0537
1,1752
1,2581
15
-0,379
-0,2253
0
0,2253
0,379
16
1,8115
1,6578
1,4325
1,2072
1,0535
According to the tab.2 is built a graphs, presented on the fig.1. From tab.2 and
fig.1 is visible, that at levels of other factor, equal x1 = x 2 = x3 = 1,682 , the response
diminishes when factors x1 , x3 increases (the lines y1.3 , y3.3 ), and the function y grow
up when x1 , x3 increases (in case x1 = x2 = x3 = −1,682 ; lines y1.1 , y 3.1 ); the degree of
deviation isn’t depend from x1 (if x 2 = x3 = 0 ); and it equal y1.2 = 1,0537 .
Fig.1. The graph of functions y1.1 - y 3.3 (the degree of deviation factual law distribution
of seed maize from normal)
From the factors x 2 the response is depend curvilinely (lines y 2.1 − y 2.3 ) with the
minimum of importance when x 2 = 0 .
y 'min
Optimization of the parameters the dosator with horizontal disc
on the degree of deviation.
Minimum of function y observes in experiment №19 of matrix planning:
= 0 ,51 ; x1 = x2 = x3 = 0. ; Make a matrix for calculation of minimum importance of
the response function y by quantization of independent variables (tab.3), [2, 3].
SELECTION OF OPTIMAL PARAMETERS DOSATOR WITH HORIZONTAL DISC
25
Table 3. Calculation of response Ymin minimum
№№
1
1
2
xi
2
xi
3
b0
x1
x2
x3
1,0537
3
1
4
0
5
0
6
0
-1,682
-1,682
0
bi xi
1,0537
0
0
4
xi
1
-1
-1
5
bi xi
1,0537
ŷ
b3
b13
b22
0,1215
7
-0,2062
8
0,1339
9
-0,2044
-0,5833
0
0,266
-0,1215
-0,2062
0,1339
0,8599
10
0,51
-1
The tab. 3 is constructed as follows: in the left column independent arguments xi
and their products on regress coefficients bi are located; in heading — coefficients of
regress and their numerical importance. In line 1 conditions of expense (that is to say
importance of factors xi ) and minimum importance of function response y from a
planning matrix are represented; further in even lines importance of arguments are
represented, and in odd – their products on appropriate coefficients of regress. In the
right extreme column importance of function ŷ , foretell by the equation of regress, are
placed. From it is visible, that y min = 0,266, that is to say by the coordinates of a special
point S factorial space take conditions of line 2 of tab.3:
y s = 0 ,266; x15 = x35 = −1,682; x2 s = 0.
(5)
The corner of turn coordinate axes [2, 3]:
tg 2a = b13 / (b11 − b33 ) = −0,2062 / (0 − 0) = −∞; 2α = arctg (− ∞ ) = −90o ; α = −45o (6)
The coefficients of regress in initial form are finded on the formulas:
2
B11 = b11 cos 2 α + b13 cos α sinα + b33 sin 2 α = −0 ,2062 ⋅ (0,707 ) = 0 ,1031;
B33 = b11 cos 2 α − b13 cos α sin α + b33 cos 2 α = −0,2062 ⋅ (0 ,707 ) = −0,1031;
The initial form haves view [2, 3]:
Y − 0,266 = 0,1031X 12 − 0,1031X 32 ,
2
from here:
X3 =
X 12 − (Y − 0,266 / 0,1031) .
(7)
(8)
(9)
The coordinates of the new centre S (− 1,681; − 1,682) ; as signs of coefficients
B11 , B33 are different ( B11 = 0,1031; B22 = −0,1031 ) , then lines of an equal exit –
hyperboles, and surface of response is the hyperbolic parabolic [2, 3]. Coordinates of
hyperbolic
were
determined
according
(9)
by
an
exit
y = 0 ,5; 0 ,25; 0; − 0 ,05; − 0 ,1; − 0 ,25; − 1,5 (tab. 4).
26
Victor Belodedov, Pavel Nosko, Pavel Fil, Marina Mazneva
Table 4. The sequence of calculation coordinates lines of equal exit for function Y
y=0, 5
x12
x1(±)
x3(±)
y=0,25
x3(±)
1
2
3
4
5
6
1,682 2,829 0,75
1,687
1,0
1,0
1,0
S′= (0,25S′= (0,5-0,266)=0,234 0,5
-0,266)=0,016 0,516
0,25
0,25 0,0625
0,28
0
0
0,126
y=-0,05
9
S′= (-0,05-0,266)/
/0,1031=
-3,065
x3(±)
10
2,43
2,02
1,89
1,82
1,75
y=-0,1
11
S′= (-0,1-0,266)/
/0,1031=3,55
x3(±)
12
2,53
2,13
1,95
1,90
1,88
y=-0,25
13
S′= (0,25-0,266)/
/0,1031=5,005
y=0
x3(±)
7
8
2,33
1,89
1,68
1,63
1,6
S′= (0-0,266)/0,1031=
=-2,58
x3(±)
14
2,80
2,45
2,30
2,25
2,24
y=-0, 5
15
S′= (-0,5-0,266)/
/0,1031=7,43
x3(±)
16
3,20
2,90
2,77
2,74
2,73
In old system of coordinates x1ox3 (fig. 2) the square with the side 2 ⋅1,682 is
construction and the new centre S(-1,682;-1,682) is mark with axes X 1 X 3 , which are
turned on a corner α = −45 o to (6). According to fig. 2; the response Y diminished
which coordinate x2 increases.
CONCLUSIONS
1. The degree of deviation factual law distribution of seed from normal was
calculated on the formula [4]:
y = f ( A, E ) ,
(1)
(
)
(
)
where: A = ∑ xi − x / (ND 3 / 2 ) ; E = ∑ xi − x / (ND 2 ) — exponents of asymmetry
N
1
3
N
1
4
and excess accordingly; N — totality accidental values xi (current importance of
intervals between seed on the row); D — displace dispersion of intervals
N
(
)
2
N
( D = σ 2 = ∑ xi − x / N ); x = υ1 — middle importance ( x = υ1 = ∑ xi / N ).
1
1
When in the experiment was observed:
1. A > 0 , E > 0 , that y = A − E ; 2. A < 0 , E < 0 , that y = E − A ,
3. A > 0 , E < 0 , that y = A + E ; 4. A < 0 , E > 0 , that y = 1 / ( A + E ) .
Experimental data were treated accordingly with the methods of rotatable
planning; the adequate regression model of second order with variables in a code
designation is a result view:
y = b0 + b3 x3 + b13 x1 x3 + b22 x 22 ,
(2)
SELECTION OF OPTIMAL PARAMETERS DOSATOR WITH HORIZONTAL DISC
27
where: b0 = 1,0537 ; b3 = 0,1215 ; b13 = −0 ,2062 ; b22 = 1,1339 ; x1 , x 2 — diameter and
altitude of a seed tube, x3 — peripheral velocity of twirl of a seed disc.
Fig.2. The two-dimensional sections of function Y (the degree of deviation)
in "almost stationary area" along factors x1 , x3 , when x 2 = 0
(lines of a equal exit – hyperboles are shown)
2. Influence of each factor on the degree of deviation was defined at levels of
other factors, equal ±1,682 and 0; it is presented in tab.2 and in fig. 1. From them it is
visible, that at levels of other factors, equal x1 = x 2 = x3 = 1,682 the response is
diminishes when factors x1 , x3 increases (the lines y1.3 , y3.3 ), and the function y grow
up when x1 , x3 increases (in case x1 = x2 = x3 = −1,682 ; lines y1.1 , y 3.1 ); the degree of
deviation isn’t depend from x1 (if x 2 = x3 = 0 ); and it equal y1.2 = 1,0537 . From the
factor x 2 the response is depend curvilinely (lines y 2.1 − y 2.3 ) with the minimum of
importance, when x 2 = 0 .
3. Coordinates of special point factorial space were determined by quantization
of the independent variables (tab.3); from it visible, that y min = 0 ,266 , that is to say by
the coordinates of the special point S factorial space take conditions of line 2 of tab. 3:
y s = 0 ,266; x1s = x3 s = −1,682; x 2 s = 0 .
(5)
The two – dimensional sections of function Y , necessary for research of "almost
stationar area", was carried out at factors x1 , x3 with using of model (3). Coordinates of
lines equal exit (tab.4) were defined from initial form (9), they are presented on fig.2.
According to fig.2 the response diminished when coordinate X 3 increases.
28
Victor Belodedov, Pavel Nosko, Pavel Fil, Marina Mazneva
REFERENCES
1. Basin V. and other. 1987.: Machines for exact seeding of tilled crops: designing and
calculation. – K: Technic. 151.
2. Melnicov S. and other. 1979.: Experiment planning in researches of agricultural processes. –
M: Kolos, 200.
3. Nalimov V., Chernova N. 1965.: Statistical methods of planning of extreme experiments. –
M: Nauka. 340.
4. Ventcel E., Ovcharov L. 1973.: Theory of probablies. — M.: Nauka. 336.
5. Belodedov V., Nosko P., Fil P., Stavicky V. 2007.: Parameter optimization using coefficient
of variation of intervals for one-seed sowing apparatus with horizontal disc during maize
seeding. – Lublin, "Teka". vol.7, p. 31-37.
6. V. Belodedov, N. Velichko, P. Fil, V. Breshev, M. Mazneva. 2008.: "Simulation of influence
of seeding conditions on closed to calculated quantity". – Lublin, "Teka", V. 10A, p. 11-17.
7. Belodedov V., Nosko P., Fil P., Mazneva M., Boyko G. 2010.: Selection of batchen with
horizontal dick parameters while maize sowing. – Lublin, "Teka", V. XA, p. 33-40.
8. Belodedov V., Nosko P., Fil P. 2010.: Selection of optimal parameters dosator with
horizontal dick jn the general criterion. – Lublin, "Teka", V. XC, p. 19-27.
9. Zuryanov V.A. 1986.: Sovershenstvovanie vusevayvchih apparatov (sveklovichnuh seyalok)/.
Saharnaya svekla. № 3, s. 7-10.
10. Zuryanov V.A. 1986.: Universalnie vusevayushuh diski/Tehnika v selskom hozyaistve, № 3,
s. 58-59.
11. Komaristov V.E. 1961.: O technom vuseve semyan kukuruzu, MЭSSh, № 2, s. 16-19.
12. Basin V. S. 1973.: Optimization ishodnuh parametrov vuseva semyn sveklu. – МESSХ, № 4,
s. 17-20.
13. Budagov A. 1971.: Tochnuy posev na vusokih skorostyah. – Krasnodarskoe kn. izd-vo, – 139 s.
14. Budagov A. Petunin A. Soshnik dlya tornoge razmesheniya semyan propasgnuh kultur, MЭSSX, 1965, № 6, s. 4-6.
15. Budagov A. 1969.: Posev propashnuh kultur na vusokih skorostyah dvisheniya. Avtorepherat
dis…doktora S. –h. nauk. – Odessa, 62 s.
16. Buzenkov G. Ma S. 1976.: Machinu dey posseva s.-h. kultur. – M: "Mashunostroenie", 279 s.
17. Buzenkov G. I dr. 1976.: Dinamika vozniknoveniya prosevov. – Traktoru I selhozmashunu,
№ 6, s. 16-18.
18. Buzenkov G. I dr. 1979.: Avtomatizachiya pasevnih agregatov – M:Rosselhozizdat, 88 s.
19. Golozubov A. 1975.: Issledovanie prochessa tochnogo vuseva semyen saharnou sveklu. –
Dis…kand. tehn. nauk. – Harkov. 148 s.
20. Zelenskiy U. 1987.: Ispolzovanie punktirnuh seyalok dlya poseva ovoshnuh kultur. – Tehnika
v s.-h., № 6, s. 13-14.
ВЫБОР ОПТИМАЛЬНЫХ ПАРАМЕТРОВ ДОЗАТОРА С
ГОРИЗОНТАЛЬНЫМ ДИСКОМ ПО СТЕПЕНИ ОТКЛОНЕНИЯ ФАКТИЧЕСКОГО
ЗАКОНА РАСПРЕДЕЛЕНИЯ СЕМЯН КУКУРУЗЫ ОТ НОРМАЛЬНОГО
Виктор Белодедов, Павел Носко, Павел Филь, Марина Мазнева
Аннотация. Представлены результаты многофакторного эксперимента, поставленного по матрице
ротатабельного планирования для трех факторов: высоты и диаметра семяпровода, а также скорости
вращения высевающего диска. Результаты экспериментов обработаны в соответствии с методикой,
характерной для ротатабельного планирования, получена адекватная математическая модель процесса,
по которой установлено влияние факторов и оптимальные условия высева.
Ключевые слова: степень отклонения фактического закона распределения от нормального, влияние
факторов, оптимизация.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 29-37
DESIGN TECHNIQUE OF THE PNEUMOTRANSPORT
CRITICAL REGIME AT MINOR DIFFERENTIAL PRESSURE
Michail Chaltzev
Automobile Transport and Highway Engineering Institute of Donetsk National
Technical University
Summary. The design technique parameters of the pneumotransport critical regime at minor differential
pressure is worked out. The design technique is illustrated.
Key words: pneumatic transport, bulk materials, industrial pneumotransport systems
INTRODUCTION
Solid dispersed materials pumping through pipelines by means of air flow is
widely used in all fields of industry. But the reliability and the effectiveness of the
pneumotransport installation work depends generally on the design data of the main
pneumotransporting parameters chosen at the installation design stage. One of the main
pneumotransport parameters is the critical velocity of the air flow. At this velocity solid
particles fallout on the bottom of the horizontal pipe wall starts, that is at which the
pipeline blockage begins. It is evident that the reliable design technique of the
pneumotransport installation critical regime is necessary for the insurance of the stable
work.
Many design functions for the definition of the pneumotransporting critical
velocity have been known by present time [1 – 13]. But they are of empirical character
and the fields of their application are limited by the experiment conditions. Limitation
and in some cases prohibitive low accuracy degree of these functions do not always
meet modern requirements of the industrial pneumotransport system design.
RESEARCH OBJECT
In this article a theoretically well-grounded and more reliable design technique of
the pneumotransportation critical velocity is worked out.
30
Michail Chaltzev
RESULTS OF EXPERIMENTAL RESEARCH
The task is to define the mass flow rate GW , K and the medium velocity UW , K of
the air flow corresponding to the pneumotransporting critical regime for the designed
mass flow rate GS , density ρS and medium grain size d S of the solid material
particles, diameter section D and the relative equivalent roughness δ / D of the
pipeline. Moreover the question is about pneumotransport at minor differential pressure
when air compressibility may be neglected and its density may be considered
unchangeable along the pipeline.
In case of the stable and continuous pneumotransporting regime the conditions of
mass flow rate of solid material and air are carried out:
ρS SVS F = GS ,
(1)
ρW (1 − S ) VW F = GW ,
(2)
where: S is a medium by pipe cross section volumetrical concentration of solid
particles; ρW is air density; VS and VW are medium real velocities of solid particles
and air movement; F is the area of the pipe cross section. By definition the real
velocities of VS and VW are:
QS
,
SF
(3)
QW
,
(1 − S ) F
(4)
VS =
VW =
where: QS and QW are volumetrical flow rate of the solid material and air. If this flow
rate refers to the whole area F then the medium velocities U S and UW of the solid
particles and gas are:
Q
US = S ,
(5)
F
UW =
QW
,
F
comparing (3) and (4) with the corresponding expressions (5) and (6) we get
U S = SVS ,
UW = (1 − S ) VW .
(6)
(7)
(8)
As QS + QW = Q , where Q is a volumetrical flow rate of air and particles, the
expressions (5) and (6) may be written as follows:
U S = SρU ,
(9)
(
)
UW = 1 − S ρ U ,
(10)
DESIGN TECHNIQUE OF THE PNEUMOTRANSPORT
31
QS
Q
is a flow rate volumetrical concentration of solid particles; U =
is
Q
F
a medium velocity of air and solid particles mixture movement. Having excluded (9)
and (10) from the equalities the velocity U we get:
Sρ
(11)
US =
UW .
1 − Sρ
where: Sρ =
In view of equalities (7) and (11) the formula takes the form:
Sρ
ρS
UW F = GS .
1 − Sρ
Hence we get:
UW =
GS 1 − S ρ
.
⋅
ρS F Sρ
(12)
Formula (12) is competent for the medium air velocities UW ≥ UW , K , that’s why
in case of the critical pneumotransporting regime it takes the form:
G 1 − Sρ, K
,
UW , K = S ⋅
ρS F Sρ, K
(13)
where: Sρ, K is a flow rate volumetrical concentration of solid particles in critical
pneumotransport regime.
Thus to define the meanings of the critical velocity UW , K by formula (13) it is
necessary to know the quantity Sρ, K that depends on the concentration S K and
characteristics of the solid material. In case of minor differential pressure when the air
may be considered as incompressible medium airdynamic processes at pneumotransport
should be qualitatively similar to the hydrodynamic processes at hydrotransport [14 –
16]. That’s why to define the quantity Sρ, K we use the formula obtained as a part of the
pipeline hydrotransport study [17]. It takes the form:
2,16
S
Sρ, K = S K 1 − ϕ ( RåS ) 1 − K ,
Sm
(
ϕ ( RåS ) = 0, 45 1 + signf ⋅ th 0,967 f
f = lg RåS − 0,88 .
0,6
(14)
) ,
(15)
(16)
Here S K is a medium volumetrical concentration corresponding to the critical
regime; Sm is the maximum possible concentration of the solid particles; signf is a
sign of quantity f ; RåS =
WS d S
is Reynold’s number for solid particles, where WS is
νn
32
Michail Chaltzev
a falling free velocity of an isolated solid particle with the d S diameter in the stationary
air; ν S is the kinematic viscosity of air.
It should be noted that the formulas (14) - (16) are not empirical as they represent
results approximation of the numerical design of the flow rate concentration based on
the theoretical research of the fields with averaged concentrations and velocities in
turbulent suspended flows. This formula is tested on various experimental material as
for the measurement of the flow rate concentration and is characterized by a rather high
degree of reliability.
As (14) consists of concentration S K , the quantity of which is unknown, the set
of simultaneous equations (13) and (14) makes it impossible to determine the velocity
UW , K as there are two equations and three unknown quantities UW , K , Sρ,K and S K .
Thus, for closure of a set of equations (13) and (14) it is necessary to form one more
equation connecting the velocity UW , K with the parameters defining it. For this we
proceed from the following considerations.
Let’s add the quotations (9) and (10) together and we shall have:
U S + UW = U ,
or
UW = U − U S .
Being substituted in (17) instead U S the quantity
UW = U −
(17)
GS
takes the form:
ρS F
GS
.
ρS F
(18)
As the formula (18) is competent for the velocities UW ≥ UW , K and U ≥ U K the
following equation is fulfilled in the critical regime of pneumotransportation:
G
UW , K = U − S ,
ρS F
(19)
where: U K is a critical air and solid particles mixture velocity of motion. To define the
quantity U K we use the technique worked out for hydrotransport having adapted it to
pneumotransport conditions. The above mentioned design technique U K is grounded
enough and connects the quantity U K with the flow characteristics, solid particles and
the pipeline. It takes into account, in particular, uneven character of solid particles
distribution in depth of flow and the main asymmetry of high velocity field typical for
the critical regime of transporting. The equation of the critical regime of
hydrotransporting [3] thus obtained takes the form:
ρ0, K
K ( ∆ − 1) βSm hK
λK
U K2
⋅
⋅
= 0 S
,
(20)
2
1+ αK
ρW (1 − α K ) ωK 2 gD
33
DESIGN TECHNIQUE OF THE PNEUMOTRANSPORT
where: ρ0,K is the mixture density at the upper horizontal pipe wall; α K is a parameter
of the axial asymmetry of the velocity field defined as the quantity ratio ∆ r , that is the
distance from the kinematic axle of the flow to geometric axle of the pipe, to diameter
D of this pipe; λ K is a coefficient of the hydraulic friction at the motion of the
medium carrier in the pipe having the diameter D (1 − ε K ) ; ωK is a parameter
representing a maximum average velocity ratio in the medium carrier to the maximum
average velocity in the medium carrier and solid particles mixture flow at the equal
average velocities of the flows; K 0 is a coefficient of the solid material friction sliding;
ρ
∆S = S
is the solid particles density and medium carrier ratio; β is a coefficient
ρW
of dilatation ; hK is the ratio of highly concentrated ground layer of solid particles
thickness to the pipe diameter D .
As pneumotransport is usually characterized by minor volumelric concentrations
and great Reynold’s numbers at which coefficient of hydrolic friction refers to the field
ρ0, K
= 1 , ωK = 1 and λ K depends only from
of quadric resistance, let’s assume that
ρW
the relative roughness of the inner pipe wall with:
λW
λK =
,
(21)
(1 − α K )0,25
where: λW is a coefficient of the hydraulic friction at the air motion in the pipe of D
diameter set either experimentally or by Shifrinson’s formula:
δ
λ K = 0,11
D
0,25
.
It is assumed then that quantity hK for minor volumerical concentrations may be
expressed as:
S
hK = K .
βSm
In view of above mentioned assumptions equation (20) takes a simplified form:
K ( ∆ − 1) S K
U2
λK
.
⋅ K = 0 S
1 − α K 2 gD
1 + αK
Hence it appears:
U K = gD ⋅
2 K 0 ( ∆ S − 1) S K 1 − α K
⋅
.
λK
1+ αK
(22)
Substituting in (19) instead U K its expression (22) the formula of critical
velocity UW , K found:
34
Michail Chaltzev
UW , K = gD ⋅
2 K 0 ( ∆ S − 1) S K 1 − α K
G
⋅
− S .
λK
1 + α K ρS F
(23)
Parameter α K incoming in (23) is defined according to the expression [3]:
α K = 2, 44
FrS
FrS
S
0, 25 + 0, 244
th 0, 714 K
∆S −1
∆ S − 1
Sm
,
(24)
WS2
is the Frud number for the solid material particles.
gd S
Thus the equation closing the set of equations (13) and (14) is obtained. That’s
why the solution of the closed system of three equations (13), (14), and (23) makes it
possible to define three parameters UW , K , Sρ,K and S K that characterize the critical
where: FrS =
regime of the pneumotransport. This is what critical regime design technique of the
pneumotransport means.
The solution of the above mentioned equation system is realized graphically. For
this purpose in view the values of concentration are presented ( S K )1 , ( S K )2 … and the
(
corresponding values of the flow rate concentration SρK
)1 , ( SρK )2
are defined by the
formula (14) …, then the velocities (UW , K ) , (UW , K ) are determined in line with the
1
2
formula (13). According to the obtained values
(UW ,K ) , (UW , K )
function UW , K = φ1 ( S K ) is formed.
Then for presenting the values concentrations
(UW ,K )1 , (UW , K )2
1
2
… the graph
( S K )1 , ( S K )2
the values
are found by formula (23), … then the graph of the function
UW , K = φ1 ( S K ) . The abscissa of the intersection of curves φ1 ( S K ) and φ2 ( S K ) gives
the unknown value of concentration S K and the ordinate – the critical velocity value
UW , K . According to the velocity value
UW , K
the mass air flow rate
GW , K = ρW UW , K F is defined. It is necessary for the pumping over of the solid material
with the given mass flow rate GS along the pipeline with D diameter in the critical
pneumotransporting regime.
As an example experimental curves of specific differential pressure dependence
∆P from the average velocity air motion U borrowed from [2] are shown. In these
W
L
experiments the pipe diameter D = 0,1 m, the average grain size of solid particles is
d S = 5 , the density ρS = 595 kg/m3.
The curves 1, 2 and 3 correspond to mass flow rate GS , equal to 0,228 and 380
kg/h. The straight line crossing the curves 2 and 3 corresponds the critical regimes of
DESIGN TECHNIQUE OF THE PNEUMOTRANSPORT
35
pneumotransporting. According to these data UW , K = 11, 7 m/sec for GS = 228 kg/h
and UW , K = 15 m/sec for GS = 380 kg/h.
Đ/L
Ďŕ /ě
90
3
80
70
2
60
50
40
30
20
10
0
1
0
5
15
10
20
25
30
35
Uw, ě /ń
Đč ń.1
Fig. 1. Experimental curve dependence of the quantity ∆ρ / L from the velocity UW
borrowed from [2]: 1- GS = 0 , 2 - GS = 228 kg/h, 3 - GS = 380 kg/h
Uw,k
m/c
20
1
10
2
3
3
0
2
4
6
8
10
10 *S k
Fig. 2. To the critical regime design: 1 - φ1 ( S K ) at GS = 228 kg/h
2 - φ1 ( S K ) at GS = 3800 kg/h
3 - φ2 ( S K )
The critical regime design technique is done for each of mass flow rate
GS = 228 kg/h and GS = 380 kg/h. And here WS = 5,1 m/sec, K 0 = 0,3 , λW = 0,01 ,
ρW = 1, 2 kg/m3, UW = 0,15 ⋅104 m3/sec is taken into account. Calculation of function
36
Michail Chaltzev
φ1 ( S K ) and φ2 ( S K ) is carried out for the values S K , equal to 0,004; 0,006; 0,008;
0,01. The graphs of these functions are given in Fig. 1. The curves 1 and 2 refer to the
function φ1 ( S K ) at GS = 228 kg/h and GS = 380 kg/h accordingly and the curve 3 to
the function φ2 ( S K ) . The calculated values S K and UW , K are determined by the
curves intersections φ1 and φ2 . As a result S K = 0,007 , UW , K = 12, 2 m/sec, for
GS = 228 kg/h and S K = 0, 0093 , UW , K = 14 m/sec., for GS = 380 kg/h are obtained
(fig.1,2).
CONCLUSION
The calculated values of the critical velocities practically coincide with the
experimental ones. It may testify to the reliability of the developed critical regime
design technique of the pneumotransporting. Now the solution is to approve this
technique on the extensive experimental material.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Smoldyrev A.E.: Hydraulic and pneumatic transport. – M.: Меtallurgy, 1975. – 384 p.
Klinzig G.E. et al.: Pneumatic Conveying of Solids / G.E. Klinzig, R.D. Marcus, F.Rizk. –
London, 1997.–599 p.
Siegel W. Pneumatische Förderung. – Würzburg: Vogel Buchverlag, 1991. – 287 p.
Mills D.: Pneumatic conveying design guide. – London: Butterworths, 1990. – 526 p.
Gericke W. Pneumatische Langsamfördersisteme // Chem. Techn. (BRD). – 1986. – 15,
№7. –pp. 32–39.
Kramblock W.: Apparate für die pneumstische Förderung // Aufbereitungs Technic, 1982. –
Vol. 23, №8. – pp. 299 – 305.
Epmann W.: Pneumatische Fördersysteme // 3 R International conf. on pneumatic
conveying. – Kazlsruhe, 1982. – pp. 198 – 202.
Klinzing G.E.: Pneumatic transport – a review (Generalized phase diagram approach to
pneumatic transport) // Powder technology. – 1987. – №51. – pp.135 – 149.
.Pan R., Wypych P.W.: Scale-up procedures for pneumatic conveying design // Pounder
handling and processing. – 1992. – Vol. 4. – pp. 167 – 172.
Molerus O.: Principles of flow in dispers systems. – London: Chapman and Hall, 1993. –
273 p.
Mills D., Agarwal V.K.: Pneumatic conveying sistems // Trans tech publications, 2001. –
345 p.
Comparison of saltation velocity and pickup velocity correlations for pneumatic conveying /
S. Plasynski, S. Dhodapkar, G.E. Klinzing. F. Cabrejos // AIChE Symp. Ser. 87.– 1991. –
pр. 78 – 90.
Kril S.I., Semenenko E.V.: Design procedure of hydrotransport parameters of concentrates //
Mineral processing. – Dnipropetrovsk, 2006.– Issue 25(66). – 26(67). – pp. 176 –183.
Pipeline hydrotransport of solid bulk materials / L.I. Maharadze, T.Sh. Gochitashvili,
S.I. Kril, L.А. Smojlovskaya. – Tbilisi: Netzniereba, 2006.–350 p.
37
DESIGN TECHNIQUE OF THE PNEUMOTRANSPORT
15. Kril S.I., Semenenko E.V.: Calculation of pneumatic transport parameters of sands from
gravel and technogeneous deposits // Metallurgy and metal mining industry. – 2006. – №35.
– pp. 77–80.
16. Kril S.I.: Design procedure of pipeline hydrotransport parameters of multi-dense
polydisperse materials // Applied hydromechanics. – 2010. – Vol. 12(84), №1. – pp. 48 – 54.
17. Kril S.I. Pressure suspended-carrying flows. – К.: Naukova dumka, 1990. – 160 p.
МЕТОДИКА РАСЧЕТА КРИТИЧЕСКОГО РЕЖИМА ПНЕВМОТРАНСПОРТА
ПРИ МАЛЫХ ПЕРЕПАДАХ ДАВЛЕНИЯ
Михаил Чальцев
Аннотация.
Разработана
методика
расчета
параметров
критического
пневмотранспортирования при небольших перепадах давления. Приведен пример расчета.
режима
Ключевые слова: пневмотранспорт, сыпучие материалы, промышленные пневмотранспортные
системы
.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 38-45
CYCLONE WITH SHUTTERS LATTICE MODELLING
Dmitry Dmitrienko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The performance of a new cyclone dust catcher is investigated using RANS-based single-phase
computational fluid dynamics (CFD). The pressure drop across the cyclone dust catcher chamber is predicted.
Possibility of further improvement of diesel engine air refinement processes by cyclone using is offered here.
Keywords: dust catcher, air refinement, cyclone separator, shutters lattice.
INTRODUCTION
In reliability of transport engines and other machines the important role is played
by refinement of ingoing air [Woschni 1987, Johnson 1992, Painter 1992, Dzetsina
2010]. Due to that, the important problem is the development of effective dustseparating apparatuses for air systems of new engines [Gackey 1982, Povarkov 1999,
Volodin 2002].
Mechanical dust catchers are apparatuses with gravitational, inertial and
centrifugal mechanisms of precipitation. Centrifugal type of separators consists of
single, group and battery cyclone separators, vortex and dynamic dust catchers.
Their basic advantages comparing to other gases refinement apparatuses are
trapping of dust in a dry aspect, absence of moving parts, reliable activity in broad range
of temperatures and pressures, stability of a flow friction, manufacturing and repair
simplicity. Thus, they are widely used in air systems of internal-combustion engines,
cooling systems of traction motors, in ventilation and compressor systems and in other
engineering devices of railway transport due to their manufacturing and maintenance
simplicity [Getzov 1999, Volodin 2002].
General weaknesses of cyclone separators are considerable pressure loss (1,2-1,5
kPа) and low effectiveness with dust particles size below 5 microns, that's why they are
usually used for first stage air refining.
The recent researches in this field of science involve the development of
centrifugal dust catchers that provide sufficient effectiveness at precipitation of
superfine dust particles in conditions when other types of dust catchers cannot be
CYCLONE WITH SHUTTERS LATTICE MODELLING
39
applied. Therefore, despite the peculiarities of application marked above, researches in
the field of a centrifugal dust separation remain actual.
OBJECTS AND PROBLEMS
The dust separation effectiveness in centrifugal type apparatuses can be achieved
by some improvements of classical cyclones: an intensification of a gas stream twisting
at the apparatus input, decrease of secondary flow of a dust, the organization of efficient
unloading of the dust, parallel use of other mechanisms of precipitation of suspended
particles [Boysan 1983, Fraser 1997]. However, gained effectiveness is usually attained
by increase of power and capital outlays, complication of design, increase of
manufacturing and operation cost and can cause decrease of reliability. Therefore, the
importance of technical service and control equipment of such apparatuses increases.
Many recent works are devoted to creation of new dust removal devices with two
or more principles of action in separation process of dust and gas mixture. The
apparatus investigated in [Hoekstra 1999] has a cylindrical body with a scroll type of
inlet to introduce the fluid tangentially. At the base of the cyclone, a sudden reduction
of the cross-sectional area occurs owing to the presence of a vortex stabilizer that also
serves to reduce re-entrainment of particles from the collection hopper. The air is
exhausted through the exit pipe, or vortex under, at the top of the cyclone.
In [Batluk 2005] principally new vortex dust catcher with shutter lattice is
investigated. It is capable to effective separation of particles with pressure loss 1,5 times
lower than conventional cyclones and also has 1,3 times smaller overall dimensions. In
that direction it is necessary to improve such devices, so they would be able to decrease
the discharge of fine-dispersed particles in technological processes.
In [Kutz 2005] hydraulic resistance of step-by-step solid phase extraction cyclone
is estimated. The apparatus combines classical cyclone and shutter lattice. It improves
effectiveness with decrease of particles concentration near housing walls, therefore, by
way of gas stream suction of particles possibility minimization.
In [Syomin 2010] vortex executive devices application for regulation fluid
streams in processes with hard working conditions of the equipment is analysed. On the
example of industrial application with hydraulic cyclones the possibility of improving
both technological and power parameters of such processes is approved.
A good understanding of the fluid dynamics is required to make further
improvements to cyclone dust catcher designs. While analytical techniques do not allow
changes in geometry to be readily assessed, computational fluid dynamics (CFD)
models based on Reynolds-average Navier-Stokes (RANS) provide an economical
means of understanding the complex fluid dynamics and how it can be influenced by
changes in design and operating conditions. Still validation of results is required to
establish confidence in the predictions.
A review of related papers revealed few researches involving simulation of
cyclone dust catchers, but significant advances have been made in simulating cyclone
separators. [Boysan 1983] who was early users of the CFD technology, applied the
algebraic stress model (ASM) to simulations of a cyclone separator. Later [Zhou 1990,
Hoekstra 1999, Modigell 2000] applied CFD to this problem with varying success.
40
Dmitry Dmitrienko
Nevertheless, their works dealt only with two-dimensional prediction of the singlephase flow in the cyclones and treated the flow field as axisymmetric and steady.
Numerical simulations in three-dimensions are necessary to perform in order to
get more details of the complicated flow field in cyclone devices. Following researchers
dealt with numerical simulations of cyclone separators in three-dimensions: [Griffiths
1996, Witt 1999, Zhao 1999, Montavon 2000, Yoshida 2001, Derksen 2003, Schimdt
2003, Wang 2003]. They all tested several turbulence models: algebraic stress model
[11], standard k-ε [Witt 1999, Montavon 2000, Yoshida 2001], RNG k-ε [Griffiths
1996], and a Reynolds stress model [Witt 1999, Wang 2003]. The conclusion of these
studies is that CFD still cannot produce a very accurate description of the flow field due
to difficulties in modeling the swirling flow. The pressure drop obtained experimentally
was larger than the calculated one by 60%, 15%, and 16% for standard k-ε [Yoshida
2001], RNG k-ε [Griffiths 1996], and Reynolds stress model [Wang 2003], respectively.
So pressure drop calculated results agree moderately well with the experimental data.
To predict the unsteady, spiral shape and vortex core characteristics of a cyclone
separator, large eddy simulation (LES) was used [Derksen 2003, Schimdt 2003]. Both
in terms of the average velocity and in terms of velocity fluctuations, good agreement
with experimental data was obtained. The advantage of the LES approach as compared
with the RANS was illustrated but computational cost increased greatly.
The objective of this paper is to present predictions of the gas-phase flow field
and pressure drop through a cyclone dust catcher using RANS based CFD. A model
developed is run for three-dimensional single-phase gas flow in the cyclone dust
catcher. Simulation parameters such as mesh type, turbulence model, and level of mesh
resolution are tested to find the best combination for flows of this type. The effects of
orifice diameter and chamber height on the pressure drop are investigated. This is the
first stage in the development of a computational method for cyclone dust catcher
design.
In shutters lattice cyclone, centrifugal and shutter dust catchers mechanisms are
united, gas flow is treated as superposition of two flows: flat outflow and flat vortex.
Therefore, it is convenient to divide the computational geometry into zones, in which
trajectories of particles with different sizes are defined. In addition, the end of previous
area trajectory will be used at initial conditions setting for calculation of the following
trajectory.
Unlike most calculation models of centrifugal-inertial dust catchers with shutter
air outlet or shutter-vortex separators, the essence of step-by-step solid phase extraction
cyclone separation effectiveness estimation is in checking that centrifugal force is equal
to suction force of radial outflow. This is the second condition and the conception is that
balanced particles are turning rotating in the stationary orbit and have the equal
possibility to be drained through the clean gas outlet pipe or to be separated.
In step-by-step solid phase extraction cyclone the particles moving in gas stream
to clean gas outlet are reflected with certain possibility by shutters lattice. So some of
them are also separated with shutter principle from gas stream. Therefore, another way
of cyclone performance improvement is connected with the shutters lattice design.
The geometry of the cyclone dust catcher used for the initial numerical
investigation is shown in fig. 1, It is characterized by the principal diameter D, and the
geometric ratios detailed in [Kutz 2005].
CYCLONE WITH SHUTTERS LATTICE MODELLING
41
The diameter of the model cyclone dust catcher tested is 400 mm. Automatic
initial conditions were set up with the and a required minimum RMS residual level of
10-6. For standard k-ε turbulence model, the tangential velocity was under-predicted at
both measurement planes when using the upwind differencing scheme.
a)
b)
Fig. 1 The geometry of the cyclone dust catcher (a) and computational mesh (b)
The sharp gradient of axial velocity near the cyclone orifice cannot be captured
due to the diffusive nature of this differencing scheme. The results below (fig. 2) show
the results obtained using the upwind differencing scheme.
The results obtained with the high resolution and second order accurate advection
schemes significantly improve the predicted tangential and axial velocity profiles. The
second order accurate advection scheme clearly gives much better agreement than the
other differencing schemes for both the magnitude and position of the maximum axial
and tangential velocity. The pressure drop of the conventional cyclone dust catcher in
conical part of cyclone is much higher than for step-by-step extraction type. Therefore,
the reverse flow for the later cyclones is reduced. To predict the behavior of solid
particles of dust present in gas, the modeling of their motion is done (fig.3).
As can be seen from fig.3, most solid particles leave the cyclone in first and
second stage outlets and the rest keep moving down the sand nozzle. Still some of them
can reach the clean gas outlet.
The application of investigated cyclone at first stage air refining of air system for
transport engine of diesel locomotive leads to increase of air refinement level with
moderate hydraulic loss, capital and maintenance costs.
42
Dmitry Dmitrienko
a)
b)
Fig. 2 The pressure drop three-dimensional plot of the conventional cyclone dust catcher (a)
and for step-by-step extraction (b)
Fig.3 Trajectories of solid particles movement
Anyway, cyclone separator effectiveness changes at variable gas charge and
irregular gas streams. This fault should be compensated with using of battery separators,
CYCLONE WITH SHUTTERS LATTICE MODELLING
43
with the gas stream distributed between parallel cyclones united in one system. In
addition, it is necessary to use automation devices for the support of nominal operation
parameters, taking into account changes of the cyclone separator characteristics at gas
unsteady flow parameters.
CONCLUSIONS
1. The advantage of the LES approach as compared with the RANS for cyclone
dust catcher modeling is considerable but computational cost increases greatly.
2. The pressure drop in conical part of conventional cyclone is much higher than
for step-by-step extraction type, the reverse flow for the later cyclones is reduced.
3. Most particles leave the cyclone in first and second stage outlets and the rest
keep moving down the sand nozzle. Still some of them can reach the clean gas outlet.
3. The application of investigated cyclone at first stage air refining of air system
for transport engine of diesel locomotive leads to increase of air refinement level,
cyclone separator effectiveness changes at variable gas charge and irregular gas streams
should be compensated with using of battery separators.
REFERENCES
1. Batluk V.A., Batluk V.K., Shelukh J.E., 2005.: Optimal structural dimension of centrifugalinertial dust catchers estimation. Visnyk of SumDU – N12(58), p. 11-14.
2. Boysan F., Ewan B.C.R., Swithenbank J., Ayers W.H., 1983.: Experimental and theoretical
studies of cyclone separator aerodynamics. In Institution of chemical engineers symposium
series, p. 305–319.
3. Derksen, J. J., 2003.: “Separation Performance Predictions of a Stairmand High-Efficiency
Cyclone, AIChE J., 49, pp. 1359-1371.
4. Dzetsina O., Gladushin V., 2010.: Method of diagnostics of locomotive diesel engine. TEKA
Commission of Motorization and Power Industry in Agriculture, V. XA, p.91-97.
5. Fraser S.M., Abdel Razek A.M., Abdullah M.Z., 1997.: Computational and experimental
investigations in a cyclone dust separator. Proceedings of the Institution of mechanical
engineers, Part E: Journal of process mechanical engineering, 211 E4, p. 247–257.
6. Gackey M.R., 1982.: Dust and sand protection for marine gas turbines. Trans. ASME J. Eng.
Power, 104, N2, p.260-267.
7. Getzov L.B. et al., 1999.: Errosion processes in energetic machines. Engine building № 3,
p.35-38.
8. Griffiths, W. D., and Boysan, F., 1996.: Computational Fluid Dynamics (CFD) and Empirical
Modeling of the Performance of a Number of Cyclone Samples, J. Aerosol Sci., 27, pp. 281304.
9. Hoekstra A.J., Van Vliet E., Derksen J.J., Van den Akker,1999.: An experimental and
numerical study of turbulent swirling flow in gas cyclones. Chem. Engng Sci., 54, p. 20552065.
10. Johnson J.H., Bagley S.T., Gratz L.D., Leddy D.G., 1992.: A review of diesel particulate
control technology and emissions effects. Horning Memorial Award Lecture, SAE Paper
940233.
11. Kutz V.P., Marciyash O.M., Jarosh Y.D., 2005.: Hydraulic resistance of step-by-step solid
phase extraction cyclone estimation. Visnyk of SumDU – N12(58), p. 18-22.
44
Dmitry Dmitrienko
12. Modigell, M., and Weng, M., 2000.: Pressure Loss and Separation Characteristics Calculation
of a Uniflow Cyclone With a CFD Method, Chem. Eng. Technol., 23, pp. 753-758.
13. Montavon, C. A., Grotjans, H., Hamill, I. S., Phillips, H. W., and Jones, I. P., 2000.:
Mathematical Modelling and Experimental Validation of Flow in a Cyclone, 5th International
Conference on Cyclone Technologies, Warwick, UK, 31 May-2 June, 2000; BHR Group, pp.
175-186.
14. Painter L.J., Rutherford J.A., 1992.: Statistical Design and Analysis Methods for the Auto/Oil
Air Quality Research Program. SAE Paper 920319.
15. Povarkov I.L., Antjukhin G.G., 1999.: Improvement of diesel engines air-supply systems.
Intext, VNIIZHT, 190 p.
16. Schmidt, S., and Blackburn, H. M., 2003.: Simulation of Turbulent Flow in a Cyclonic
Separator, Third International Conference on CFD in the Minerals and Process Industries,
Melbourne, Australia, Dec. 10-12 2003; CSIRO, pp. 365-369.
17. Shekhovtzov A.F., 1992.: Processes in perspective diesels. Kharkiv. Osnova, 352 p.
18. Shepherd, C. B., and Lapple, C. E., 1940.: Flow Pattern and Pressure Drop in a Cyclone Dust
Collector, Ind. Eng. Chem., 31, pp. 1246-1248.
19. Sommerfeld. M., 1992.: Modelling of particle-wall collision in confined gas-particle flows.
Int. Journal of Multiphase Flows, N18(6), p. 905–926.
20. Syomin D., Pavljuchenko V., Maltsev Y., Rogovoy A., Dmitrienko D., 2010.: Vortex
executive devices in control systems of fluid mediums. TEKA Commission of Motorization
and Power Industry in Agriculture, V. X, p.440-445.
21. Volodin A.I., Zjubanov V.Z., Kuz’mich V.D. et al., 2002.: Locomotive propulsion systems.
IPK Zheldorizdat, 718 p.
22. Wang, B., Xu, L. X., Xiao, G. X., Chu, K. W., and Yu, A. B., 2003.: Numerical Study of GasSolid Flow in a Cyclone Separator, Third International Conference on CFD in the Minerals
and Process Industries, Melbourne, Australia, Dec. 10-12 2003; CSIRO, pp. 371-376.
23. Witt, P. J., and Mittoni, L. J., 1999.: Validation of a CFD Model for Predicting Gas Flow in a
Cyclone, CHEMECA99, Newcastle, Australia, Dec. 26-29.
24. Woschni G., 1987.: Experimental investigation of the heat transfer in internal combustion
engines with insulated combustion chamber walls. Heat and mass transfer in gasoline and
diesel engines. JCHMT, 13 p.
25. Yoshida, H., Fukui, K., Yoshida, K., and Shinoda, E., 2001.: Particle Separation by Iinoya's
Type Gas Cyclone, Powder Technol., 118, pp. 16-23.
26. Zhao, J. Q., and Abrahamson, J., 1999.: The Flow in Conical Cyclones, Second International
Conference on CFD in the Minerals and Process Industries, Melbourne, Australia, Dec. 6-8,
1999; CSIRO, pp. 497-502.
27. Zhou, L. X., and Soo, S. L., 1990.: Gas-Solid Flow and Collection of Solids in a Cyclone
Separator, Powder Technol., 63, pp. 45-53.
МОДЕЛИРОВАНИЕ ЦИКЛОНА С ЖАЛЮЗИЙНОЙ РЕШЕТКОЙ
Дмитрий Дмитриенко
Аннотация. Исследована работа новых циклонных пылеуловителей методами вычислительной
гидродинамики для однофазной среды в приближении Рейнольдса. Представлена картина падения
давления в циклонах. Предложены пути дальнейшего улучшения процесса воздухоочистки для
дизельных двигателей.
Ключевые слова: пылеуловитель, воздухоочистка, циклонный сепаратор, жалюзийная решетка.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 45-55
CHOICE OF THE ECONOMICAL METHOD OF WELDING
AT MAKING OF STEEL CONSTRUCTIONS
Oleg Druz, Svetlana Gitnaya
Chair «Safety of labour, protection and safety of vital functions»
of the Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine.
Summary. In the given article the method of decision of expense of electric energy for various types of
welding, comparative analysis of efficiency of different ways of welding, is resulted. Tabl. 3, fig. 5, source
25.
Key words: welding, economy, economy of electric energy.
INTRODUCTION
In different industries of industry will remain basic materials on the nearest
decades to steel and alloys on the basis of iron, and leading technological process of
receipt of permanent connections – welding.
In the conditions of market competition at making of the welded constructions it
is necessary to develop technologies which allow to provide the best quality and the
least cost of good.
THE ANALYSIS OF PUBLICATIONS, MATERIALS, METHODS
Basic directions of economy in welding production are following [Gedrovich
A.I., Druz O.N., 2002, Gedrovich A.I., Druz O.N., 2003, Gedrovich A.I., Gidkov A.B.,
2003, Gitlevich A.D., 1985, Gracheva K.A., 1984, Shebeko L.P., Gitlevich A.D., 1986]:
transition to sheet metal ware (use of metal-roll of small thicknesses, to 10 mm);
reduction of prices of process of welding (power reduction) and welding materials.
On today the methods of fuse welding are most developed, that is related to
simplicity of their realization. An anchorwomen the role belongs to the arc welding
which will in the near future remain the basic type of fuse welding here. Such position
of the arc welding is explained by high concentration of thermal energy, universality of
process, by possibility of welding under various conditions and spatial positions,
46
Oleg Druz, Svetlana Gitnaya
simplicity, by reliability and is relative by the low cost of equipment, stability of
strength characteristics descriptions of the welded connections, comparative simplicity
of mechanization of process of welding.
THE PURPOSE AND STATEMENT OF PROBLEM OF RESEARCHES
Working up of method of estimation and choice of the most economy method of
welding with minimum consumption of electric energy at making of steel constructions
from thin metal-roll is the target of the given article.
Most perspective path of development of welding technologies of – economy
resources material and power at welding. Here, foremost, it is necessary to mechanize
and automatize (robotize) the process of receipt of the welded connection and aspire to
the burst performance, with the improvement of terms of labour of welder. However
sharp transition to total automation of process of welding is related to the enough large
capital investments, therefore it is not needed to renounce the semi-automatic methods
of welding. Expediently to modify and combine existent technologies of welding. From
the existent methods of fuse welding it is necessary to choose economical and with the
least consumption of electric energy.
THE BASIC SECTION WITH RESULTS AND THEIR ANALYSIS
For the decision of method of fuse welding with minimum consumption of
electric energy their comparison was conducted. In technical literature estimated
dependences on the decision of power consumptions (electricity charges) on 1 kg of
weld metal and on 1 m of the welded stitch [Gitlevich A.D., 1985, Gracheva K.A.,
1984, Shebeko L.P., Gitlevich A.D., 1986, Karnauh A.K., Mazur A.A., Panashenko
N.I., 1995, Mazur A.A., Karnauh A.K., Panashenko N.I., 1996, Panashenko N.I., 1996,
Panashenko N.I., Gavva V.M., Karnauh A.K., 1996, Panashenko N.I., Karnauh A.K.,
1995, Panashenko N.I., Mazur A.A., Karnauh A.K., Beynish A.M., 1995] are brought
over, basic design formulas (1 – 5) are resulted in the table 1.
In our opinion the analysis of consumption of electric energy must be conducted
on 1 m of welding stitch, as not in all methods of welding a adding electrode metal is
used.
For the calculation of consumptions on electric energy the dependence (5) from
table is most preferable. 1, as it takes into account the losses at idling of arc welding
source. The sentinel expense of electric energy at idling can makes 15...27 % sentinel
expense during burning of welding arc at the use of transformers of direct current,
2,5...12,5 % – at rectifiers and 3,5...6,5 % – at transformers. Along with it the
recommended dependences (tabl. 1) for the calculation of consumption on electric
energy do not take into account its expense to work of electric motors of mechanisms of
serve of electrode wire, works and adjusting moving of welding vehicle or welded
product. They do not take into account also the losses of electric energy in a network.
CHOICE OF THE ECONOMICAL METHOD OF WELDING
47
Table 1. Formulas for the decision of power consumptions at welding
Design formula
Table of symbols
Сe = qQw Pe , (1)
t IUPe
Сe = 0
, (2)
η1000
Q IUPe
, (3)
Сe = w
Sη1000
Q UP
Сe = w e , (4)
Сe – consumptions on electric energy per 1 m of
stitch, q – expense of electric energy per 1 kg
of weld metal (kW⋅h/kg), Pe – price 1 kW⋅h
electric energy (monetary items), U – tension on
a welding arc, (V), η – output-input ratio of arc
welding source, Wi – power of idling of arc
welding source, (kW), am – coefficient of basic
time, equal to attitude of basic time toward piece
calculation time of welding, Qw – mass of the
weld metal per 1 m of welding stitch, (kg), S –
speed of welding deposition or welding, (kg/h),
I – welding current, (A), αd – coefficient of
welding deposition, (g/A⋅h), t0 – basic time of
welding per 1 m of stitch, (h/m).
ηα d
IU
1 − am
Pe . (5)
Сe = t0
+ Wi
аm
η1000
For setting of norms of consumptions of electric energy per 1 m of stitch at all
arc methods of welding it is recommended to use the following dependence:
N em = Ebm + Eim + Eem ,
(1)
where: Ebm – expense of electric energy for basic time of welding;
Eim – specific losses of electric energy in the alternated mode of operations of welding
source in the period of idling;
Eem – electric energy consumption by an engine.
The Ebm value is determined on the following formula:
Ebm =
IUTbm ⋅ 10−3
η
,
(2)
where: I – strength of welding current (A);
U – tension on a welding arc (V);
Tbm – basic time of welding 1 m of stitch or fuse welding 1 kg of metal (period of
burning of arc) (h/m); Т bm = 1 / vw , for the automatic welding and Т bm = M / Iα d ,
for the manual arc welding and semi-automatic welding
M – mass of added metal on 1 m of stitch (g);
η – output-input ratio of arc welding source.
The Eim value is determined on the following formula:
Eim = Рw ⋅ Т bm ⋅ К i ,
(3)
where: Рw – power of arc welding source on idling (kW);
Ki – coefficient taking into account the period of idling of welding source in relation to
basic time of welding.
The mean values Рw for a single-operator transformer make 1,2...1,6 kW, for a
semiconductor rectifier – 0,2...0,3 kW, for a transformer – 0,35...0,4 kW.
The mean values Ki for the terms large-scale production and mass production
make 0,4...0,6, and for individual production and small-scale production – 0,7...0,8.
48
Oleg Druz, Svetlana Gitnaya
Or
К i = (1 − К 0 ) / К 0 , K0 – coefficient of time of burning of arc in common
time on welding.
The Eem value is found on the following formula:
n
Eem = ∑ Pi ⋅ K pi ⋅ T pi
(4)
i =1
where: Pi – the installed power for one electric motor (kW);
Kpi – activity factor for one electric motor on power;
Tpi – duration of work one electric motor (h/m).
It Is Recommended ηi to accept equal: 0,75…0,94 for welding solvent sealing;
0,54...0,94 for the manual arc welding by the covered electrodes; 0,7...0,85 for welding
in inert gases; 0,7...0,94 for welding in active gases and mixtures of gases; 0,66…0,86
for welding of flux-cored welding and superficially activated.
Graphic presentation of distributing of middle output-input ratio of welding
processes is represented on the fig. 1.
We will define the consumptions of electric energy on the butt-seam single-pass
arc welding in the air quality of protective gases of two leaves from construction steel
plate (type of the connection C4) thickness 4 mm (GОSТ 8713-79). We will adopt
length of stitch of equal 1 m, individual production, for all methods of arc welding as a
welding source the semiconductor rectifier of the type VDU-1001 is used. We adopt the
modes of welding from reference data [Kitaev A.M., Kitaev Ya.A., 1985, Lihachev
V.L., 2004, Nikiforov N.I., 1999, Asnis A.E., 1980, Malishev B.D., 1989, Chernishov
G.G., Mordinskiy V.B., 2004]. The technological modes and output computation are
taken in table 2 and represented on the fig. 2. The middle consumptions of electric
energy per 1 m of the welded stitch of the connection C4 for different ways of welding
are represented on the fig. 3.
However, In spite of such distributing of consumption of energy on the methods
of welding, cost 1 m of stitch to it short of, that is related to the additional consumption
on the receipt of the welded connection (cleaning of the welded edges, assembling for
welding, pay-envelope of welders and auxiliary personnel, consumption for repair and
production service, welding materials and etc) [Gitlevich A.D., 1985, Gracheva K.A.,
1984, Shebeko L.P., Gitlevich A.D., 1986, Mazur A.A., Karnauh A.K., Panashenko
N.I., 1996, Panashenko N.I., 1996, Panashenko N.I., Gavva V.M., Karnauh A.K., 1996,
Panashenko N.I., Karnauh A.K., 1995, Panashenko N.I., Mazur A.A., Karnauh A.K.,
Beynish A.M., 1995]. Average cost 1 m of the end joint stitch С4 at the thickness of
sheet 4 mm of got different ways of the arc welding is represented on the fig. 4.
From tabl. 2 and the fig. 2 is visible, that minimum consumption of electric
energy, other things being equal, the methods of welding are had in protective gases
(their mixtures) with activators. Welding under water and welding in the environment of
aquatic steam can be de bene esse considered welding in an active gas environment,
consisting of products of decomposition of water (pair) and gases selected at
dissociation of stock of powder-like wares [Asnis A.E., 1980, Gusachenko A.I.,
Kononenko V.Ya., 1989, Zorbidi V.N., 1989, Kononenko V.Ya., Ribchenkov A.G.,
1994, Pohodnya I.K., Gorpenyuk V.N., Kononenko V.Ya., Ponomarev V.E.,
Maksimov S.Yu., 1990, Smiyan O.D., Kononenko V.Ya., 1987].
CHOICE OF THE ECONOMICAL METHOD OF WELDING
49
Table 2. Welding conditions of automatic methods butt-welded joint C4 and power imputs
per 1 m of stitch on a design formula (6)
Welding conditions
I,
(А)
U,
( В)
Vw,
(m/h)
Dei,
(mm)
Performance
index
1
2
3
4
5
Power imputs
per 1 m of
stitch,
(кW⋅h/m)
6
250
26
24
2
0,75
0,4094
350
30
40
2
0,75
0,3790
370
30
40
2
0,75
0,3990
540
26
50
4
0,75
0,3976
480
30
49
4
0,75
0,4155
280
28
25
2
0,75
0,4645
280
28
30
2
0,75
0,3871
170
28
25
2
0,75
0,3003
180
28
25
2
0,75
0,3152
280
40
45
2
0,75
0,3576
200
28
20
2
0,75
0,4313
250
23
30
2
0,75
0,2942
200
28
20
1,6
0,75
0,4313
180
30
20
1,6
0,75
0,4180
160
30
20
2
0,75
0,3780
Method of welding
7
Automatic welding in the
protective environment CO2
Automatic welding in the mixture
70%СО2+30%О2
Automatic welding in a mixture a
85%СО2+15%О2
wire
with
additions Ce and La
Automatic solvent sealing on
melt backing
Automatic solvent sealing on
copper-melt backing
Automatic welding in inert gases
(Ar)
Automatic welding in the mixture
85%Ar2+15%CО2
Automatic welding in the
protective environment Ar on the
layer of activator (welding
compound)
Automatic welding in a mixture
85%Ar+15%СО2 on the layer of
activator (welding compound)
Automatic welding in the
protective environment CO2 on
the layer of activator (welding
compound)
Automatic welding under water
by a bare wire without additional
defense
Automatic welding under water
by a bare wire with the additional
defense CO2
Automatic welding under water
by the powder-like wire PPC5АN
Automatic welding under water
by the powder-like wire PPCАN1
Automatic welding in the
environment of aquatic steam
50
Oleg Druz, Svetlana Gitnaya
Fig. 1. Distributing of middle output-input ratio (performance index) of various ways of welding:
EBW – electron-beam welding; AHW – automatic hidden arc welding; AWAG – automatic arc
welding in active gases (СО2); AWIG – automatic arc welding in inert gases (Ar); WW – welding
by a powder-like wire; MWS – manual arc welding by a stick electrode; LW – laser welding
For the input analysis energies use comparative descriptions of heat source
(thermal energy), for example, rate of energy input welded elements, which is
determined on a formula [Kuzminov S.A., 1974]:
qп =
ηr Q
Vw
= 0,24
I wU d
ηr ,
Vw
(5)
where: qп – rate of energy input of the welded elements (cal/sm);
VW – middle speed of welding (sm/s);
ηr – effective output-input ratio of process of heating by an arc.
Table 3. Descriptions of thermal current of welding arcs
Description of welding arc
Arc of unfluxible сarbon electrode
Arc of unfluxible electrode (tungsten) in
the Ar stream
Arc opened of fluxible electrode (iron)
Arc submerged arc of fluxible electrode
(iron)
Maximal specific thermal
thread,
(cal/ (sm2⋅с))
1000—2000
Coefficient of
concentration K,
(1/sm2 )
1—1,5
500—600
6—14,0
1000—2000
1—1,5
6000
6—10,0
The indexes of efficiency of welding sources of heat (arcs) are: degree of
localization of input of heat in product, maximal power of welding source, maximal
effective input in the center of spot of heating, output-input ratio of the use of power. In
the table 3 comparative descriptions of sources of heat are resulted.
The concentrated of heating of article within the limits of spot of heating at the
use of various sources of heat is represented on the fig. 5. Approximately distributing of
thermal thread on the surface of spot of heating is determined to the curve of Gauss:
q2 (r ) = q2 m ⋅ e − Kr
where: q2(r) – intensity of specific thermal thread in any place of spot (W/sm2);
2
(6)
CHOICE OF THE ECONOMICAL METHOD OF WELDING
51
q2m – the most specific thermal thread (W/sm2);
r – radial distance from the axis of symmetry of source to the examined point (sm);
K – coefficient of concentration, characterizing the geometrical form of curve, 1/sm2
(coefficient K is determined by an experimental path and relied on the type of thermal
energy source and its thermal power);
e – foundation of natural logarithm.
Fig. 2. Cost sharing of electrical energy per 1 m of stitch of the connection C4 for various ways of
the arc welding in protective gases: 1 – automatic welding in the environment of inert gases (Ar);
2 – automatic welding under water by a bare wire without additional defense; 3 – automatic
welding under water by the powder-like wire PPС-AN5; 4 – automatic welding under water by
the powder-like wire PPС-AN1; 5 – automatic solvent sealing on copper-melt backing; 6 –
automatic welding in the protective environment CO2; 7 – automatic welding in a mixture by a
85%СО2+15%О2 electrode wire with additions Сe and La; 8 – Automatic solvent sealing on melt
backing; 9 – automatic welding in the mixture 85%Ar2+15%CО2; 10 – automatic welding in the
mixture 70%СО2+30%О2; 11 – welding in the environment of aquatic steam; 12 – automatic
welding in SO2 on the layer of activator (melt);13 – automatic welding in a mixture
85%Ar+15%СО2 on the layer of activator (melt);14 – automatic welding in the protective
environment Ar on the layer of activator (melt);15 – automatic welding under water by a bare
wire with the additional defense CO2
Most maximal power is practically attained at the slag welding – 250 kW and arc
welding – 100kW. By the range of powers to 50 kW electron-beam welding set are
characterized. Maximal power 30 kW is achieved in setting for welding by a laser.
Maximal power of the practically applied gas welding flame is limited 10 kW.
On the useful use of power of energy (on the effective input of heat in the welded
article) source by the most high value of output-input ratio an cathode ray and welding
arc are characterized. The use of power of laser and gas welding flame is less effective
considerably.
It ensues from the above-mentioned data, that on the given stage of development
of welding technologies it is necessary to work at development, first of all, arc welding
52
Oleg Druz, Svetlana Gitnaya
in the environment of protective gases and their mixtures, as one of the most alternative
technology and technology of permanent connection simple in realization
(automations).
Fig. 3. Cost sharing of electrical energy per 1 m of stitch of the connection C4 for various ways of
the welding: EBW – electron-beam welding, LW – laser welding, AWAG – automatic arc
welding in active gases, AHW – automatic hidden arc welding, MWS – manual arc welding
Fig. 4. Mean values of cost 1 m of the flat butt weld C4 at the thickness of sheet 4 mm in relative
units (the hang-the-expense approach method of welding is accepted after 100%) on various ways
of the arc welding: MWS АНО-1 – manual arc welding by the custom-made electrode of the
АНО-1 brand, SAW in CO2 – semi-automatic arc welding in the protective environment CO2,
SSAW – semi-automatic submerged arc welding, AAW in CO2 – automatic arc welding in the
protective environment CO2, AHW – automatic submerged arc welding, AAW in CO2 with REM
– automatic arc welding in the protective environment CO2 with additions of rare-earth metals to
the electrode
CHOICE OF THE ECONOMICAL METHOD OF WELDING
53
Fig. 5. Graph of efficiency of thermal action of various sources of heat: 1 – metallic submerged
arc (q=27,5 kW); 2 – metallic arc opened (q=29,1 kW); 3 – metallic arc opened (q=9,9 kW); 4 –
gas flame (q=9,4 kW; head № 7)
Fig. 6. Dependence of productivity welding deposition of arc methods of welding on strength of
current: 1 – manual arc welding, electrode with basic coverage; 2 – manual arc welding, electrode
with cellulose coverage; 3 – manual arc welding, electrode with retile coverage and ferrous
powder; 4 – manual arc welding, electrode with retile coverage; 5 – welding in a protective
environment the CO2 wire the diameter 1,2 mm; 6 – powder-like wire the diameter 1,6 mm
(brands – FCW AWS E6XT5); 7 – welding in a protective environment the CO2 wire the
diameter 0,8 mm; 8 – powder-like wire the diameter 1,6 mm (brands – FCW AWS E6XT1); 9 –
powder-like wire the diameter 2,4 mm (brands – FCW AWS E6XT1)
54
Oleg Druz, Svetlana Gitnaya
In practice often the economic factors of arc welding are determined by
productivity of welding deposition. Dependence of speed of welding deposition on
welding current strength represented on the fig. 6.
CONCLUSIONS
1. Perspective for application, development, improvement and modification there
is the method of the arc welding in the environment of protective gases and their
mixtures with additions of activators, steel with thickness to 10 mm.
2. Application of plasma, electron-beam and laser methods of welding are
expedient only in case of impossibility of the use of other methods of welding.
REFERENCES
1. Gedrovich A.I., Druz O.N., 2002.: Search of alternative technologies for reduction of
remaining tensions and deformations of metal wares. // Alternative technologies for metal
forming at machine(-building) industry: Collected scientific works – Lugansk: publishing
house EUU name of V. Dal, – page. 214 – 220.
2. Gedrovich A.I., Druz O.N., 2003.: Alternative technologie of adjusting of sizes of area of
plastic deformations at local introduction of heat in metal wares. // Alternative technologies
production engineering and metal forming at machine-building industry: Collected scientific
works in 2th b. B.1. – Lugansk: publishing house EUU name of V. Dal, – page. 183 – 190.
3. Gedrovich A.I., Gidkov A.B., 2003.: Alternative technologie of adjusting deformations and
tensions in welded metal wares: Scien. monogr. – Lugansk: publishing house EUU name of
V. Dal, – page. – 96.
4. Gitlevich A.D., 1985.: Decision of comparative economy of different ways of the arc welding
(Review) // Automatic welding. – № 1. – Page. 62 – 70.
5. Gracheva K.A., 1984.: Economy, organization and planning of welding production. – M.:
Mashinostroenie, – 368 pages.
6. Shebeko L.P., Gitlevich A.D., 1986.: Economy, organization and planning of welding
production. – M.: Mashinostroenie, – 264 pages.
7. Yurev V.P., 1972.: Reference manual on setting of norms of materials and electric power for
a welding technique. – M.: Mashinostroenie, – 52 pages.
8. Karnauh A.K., Mazur A.A., Panashenko N.I., 1995.: Setting of norms of charges of materials
and electric power at weld(ing) deposition // Automatic welding. – № 6. – page 43 – 47.
9. Mazur A.A., Karnauh A.K., Panashenko N.I., 1996.: Setting of norms of charges of materials
and electric power at welding in rare gases // Automatic welding. – № 2. – pages 47 – 50.
10. Panashenko N.I., 1996.: Setting of norms of charges of materials and electric power at
welding of powder-like wire and activated wire// Automatic welding. – № 3. – pages 43 – 47,
55.
11. Panashenko N.I., Gavva V.M., Karnauh A.K., 1996.: Setting of norms of charges of materials
and electric power at welding in carbon dioxide and mixtures of gases // Automatic welding. –
№ 4. – pages 40 – 48.
12. Panashenko N.I., Karnauh A.K., 1995.: Setting of norms of charges of materials and electric
power at hidden arc welding // Automatic welding. – № 12. – pages 39 – 43.
13. Panashenko N.I., Mazur A.A., Karnauh A.K., Beynish A.M., 1995.: Methods of calculation of
expense of the covered electrodes and electric power at making of the welded constructions //
Automatic welding. – № 8. – pages 39 – 47.
CHOICE OF THE ECONOMICAL METHOD OF WELDING
55
14. Kitaev A.M., Kitaev Ya.A., 1985.: Help book of welder. – M.: Mashinostroenie, – 256 page.
15. Lihachev V.L., 2004.: Electric Welding: Reference book. – M.: SLON-Press, – 672 page.
16. Nikiforov N.I. and other., 1999.: Gas welders reference book/ N.I. Nikiforov, S.P.
Neshumova, I.A. Antonov. – M.: Vissh. shk., – 239 page.
17. Asnis A.E., 1980.: Underwater welding and cutting of metals / editor doctor of science A.E.
Asnisa. – K.: IEW of the name E.O. Patona Ukrainian Academy of Sciences, – 96 page.
18. Malishev B.D., 1989.: Welding and cutting in industrial building: In 2 t. T. 1.: reference
Book/ B.D. Malishev (editor), A.I. Akulov, V.M. Sagalevich and other – M.: Stroyizdat, –
590 page.
19. Chernishov G.G., Mordinskiy V.B., 2004.: Electric welders reference Book for the manual
welding. – M.: TecBook, – 208 page.
20. Gusachenko A.I., Kononenko V.Ya., 1989.: Automatic underwater welding by a low-alloy
steel powder-like wire // Automatic welding. – № 7. – page 32 – 34.
21. Zorbidi V.N., 1989.: Submarine sudoremont. – M.: Transport, – 208 page.
22. Kononenko V.Ya., Ribchenkov A.G., 1994.: Experience of the wet mechanized welding of
self-defence powder-like wire at repair under water of gazo- and oil pipelines // Automatic
welding. – № 9-10. – pages 29 – 32.
23. Pohodnya I.K., Gorpenyuk V.N., Kononenko V.Ya., Ponomarev V.E., Maksimov S.Yu.,
1990.: Some features of burning of arc and transfer of metal at welding under water by a selfdefence powder-like wire // Automatic welding. – № 9. – pages 1 – 4.
24. Smiyan O.D., Kononenko V.Ya., 1987.: Influencing of concentration of salts in salt water on
distributing of hydrogen, nitrogen, carbon and oxygen in the welded connection executed
under water // Automatic welding. – № 1. – pages 75 – 76.
25. Kuzminov S.A., 1974.: Welding deformations of ship frame line constructions. – L.:
Shipbuilding, – 320 page.
ВЫБОР ЭКОНОМИЧНОГО СПОСОБА СВАРКИ
ПРИ ИЗГОТОВЛЕНИИ СТАЛЬНЫХ КОНСТРУКЦИЙ
Олег Друзь, Светлана Житная
Аннотация В данной статье приведена методика определения расхода электрической энергии для
различных видов сварки, сравнительный анализ эффективности различных способов сварки. Табл. 3,
рис. 5, ист. 25.
Ключевые слова: сварка, экономия, сбережение электрической энергии.
.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 56-62
METHODS OF CHOICE OF MELT FILTRATION
SYSTEM IN THE PORCESS OF SECONDARY POLYMER
MATERIAL EXTRUSION
Valery Dyadychev, Tatyana Tereshchenko, Irina Dyadycheva
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. Analysis of the system of melt filtration in the process of reprocessing of secondary polymer
materials was done, advantages and disadvantages of existing systems were considered, methods of filtration
system choice was offered.
Key words: filtration, polymer material, secondary reprocessing, extrusion, melt, pressure.
INTRODUCTION
Extrinsic substances and impurities of different size and number, which
negatively affect the process of extrusion, appear in the process of reprocessing of
secondary polymer materials in the polymer melt. Such impurities and heterogeneities
lead to the destruction of fibers, blackouts in polymer film, resistance changes in cable
coat, or vulnerabilities in polymer pipes. The research showed that the presence of
particles of more than 300 micrometers size may lead to cracking and rupture of
polymer pipe in 15-20 years. That is why producers of gas pipes which give 50 years
and more guarantee period on them must be sure that the melt does not contain particles
of more than 300 micrometers size [Gneuss 2007].
There is a melt filtration stage by means of so called filtration systems for
collecting solid particles form the melt in the process of extrusion (fig.1) [Dyadychev
2010].
Thus, filtration provides two directions. First, the reprocessing of secondary
polymer materials and spoilage in production enables to get additional economic profits.
Secondly, it provides the necessary melt filtration quality in production of the range of
plastics, for example, production of polyamide granules for usage in optical systems
such as mobile devices displays.
METHODS OF CHOICE OF MELT FILTRATION SYSTEM IN THE PORCESS
57
Fig.1. Extruder constructional scheme
1 – extruder, 2 – extrusion head, 3 – filtration system
RESEARCH OBJECT
There are filtration systems of sampling and continuous action. Systems of
continuous action are economically effective as the extrusion production process is not
interrupted during filtration elements change. Systems of sampling action are used for
lightly foul polymers or, if filtration elements may be easily changed, when extruder is
brought to a stop by other reasons, such as change of polymer, colour, extrudate profile
and etc [Dyadychev 2010].
Filtration systems of sampling action are the systems of candle and cassette type.
In the system of candle type cylinder candle (lathing) is wrapped in expanded lath and
the melt goes from extruder through array inside of the candle and goes out from it
bottom-up in the head that it is forming. The candle should be taken out to change
arrays. In the systems of cassette (gate) type (fig.2) flat lathing with array is set
crosswise the melt current, and the arrays change is fulfilled when the cassette is moved
aside. Both system types demand the stop of the production for arrays change, but as the
useful filtration surface in candle filters is much bigger than this of cassette type then
the change of filtration arrays occurs in this type more rarely. So, though cassette filters
seem to be handier, but in practice candle filters are more advantageous, cassette filters
are used mostly for polymers of low thermostability which are sensitive to dead spaces
and prolonged polymer stay in the filter capacity (for instance, polyamides)
Fig.2. Cassette (gate) filter construction
58
Valery Dyadychev, Tatyana Tereshchenko, Irina Dyadycheva
The simplest systems of continuous action are two-piston and have the following
construction: there are two pistons in the frame in which filtration elements are fixed.
Permanent frame heating is realized by means of alternative heat bringing. The frame is
isolated by thermal insulation for heat drain prevention.
Polymer melt is separated inside the frame (fig.3) in two identical currents, each
of which goes to filtration hole of the pistol where filtration elements are fastened. For
filtration element change the corresponding pistol is put out the frame, where the
change is carried out, and then the pistol takes its operating position.
The filtering pistol is put out for the change of filtration package
Fig.3. Two-pistol filter’s construction and functioning
1 – frame, 2 – pistol, 3 - melt
The main peculiarity of rotation type filter systems construction is the disk that
rotates in certain cycle between two blocks and filter elements fastened on it in circle
(fig.4).
In rotary filters of the given type depuration of bolts is carried out according to
the system of “back-flushing” (fig.5).
The usage of filters with reverse depuration is often recommended in
reprocessing of very foul materials, the filter elements are rinsed with a small quantity
of filtered polymer melt. In traditional filter adjustments it contributes to the material
loss the capacity of which changes depending on the filtration technology used. When
using expensive raw material components such as, for example, polyethylene
terephthalate or polyamide, the factor of material flow considerably affects the
efficiency of production process [Gneuss 2007].
Rotary filtration systems provide optimal melt rheological properties and short
time of its going through filter. Stable production of quality products is achieved due to
rotary technologies; this process is not violated during the filter elements replacement
(fig.6).
METHODS OF CHOICE OF MELT FILTRATION SYSTEM IN THE PORCESS
59
Fig.4. Rotary filter
2
5
1
4
3
Fig.5. Scheme of the process of bolt rinse in rotation technology filtration systems
1 – door for bolt change, 2 – bolt sector, 3 – pistol of reverse injection
4 – filtration active area, 5 – progressive disk rotation in 1-2°
Rotary filtration systems contribute to high-quality goods production at the
expense of higher quality filtration, on the one hand, and, on the other hand, provide
wide opportunities on the use of low-grade raw materials for reprocessing, for example,
production wastes and waste collected from the population, which significantly reduces
production material costs [Narisava 1987].
Valery Dyadychev, Tatyana Tereshchenko, Irina Dyadycheva
Pressure
60
Rotary system – ∆р~1,5
Filtration system KSFx2 ∆р = 5-30 bar
Two-pistol device of
continuous action - ∆р =
30-60 bar
Filtration system of
sampling action - ∆р =
40-70 bar
Time
Fig.6. Comparison of the nature of the pressure changes when using
different filtration systems
RESULTS OF EXPERIMENTAL RESEARCH
When choosing polymer melt filtration technology for the concrete line of
extrusion the two questions should be asked: what kind of filtration is technologically
necessary for the production of goods of acceptable quality, and what filtration system it
is rational to use from the economical point of view.
Extrusion lines are equipped with simple cassette filters of flat and one-pistol
construction type with manual changing of filter arrays during which cassette devices
are put into action using hydraulic or electromechanical devices.
These filter types belong to sampling action systems where change of foul filter
elements entails a complete shutdown of extrusion line and, as the result, loss in
production output.
Two-pistol bolt-changing devices, in which during normal reprocessing process
flow two filtration surfaces are used simultaneously (fig.7a), belong to so called systems
of continuous action, besides double filter adjustments where during filtering elements
change the reserve filter is used. When the arrays in one of the filter pistols (fig.7b) is
changed the production process although is not interrupted, but the filtration surface
reduces accordingly.
The peculiarities of the listed above filtration technologies may cause different
problems. First, as the filter arrays contaminate with mechanical impurities the
resistance to melt movement grows, what causes pressing of the soft particles of the
fouling and the blockage of the filtering surface with them. As the result the capacity of
the system reduces, extrusion process slows. Especially sharply it is manifested during
the direct change of filtering elements in two-pistol systems of continuous action as at
this moment, as it was noticed before, the filtration area, partially filled with fouling,
reduces.
METHODS OF CHOICE OF MELT FILTRATION SYSTEM IN THE PORCESS
A
61
B
Fig.7. Scheme of the bolt changing two-pistol filtration device in full work (A)
and during array change (B)
1 – filter frame; 2 – polymer melt current; 3 – input transition adapter (flange);
4 – output transition adapter (flange); 5 – perforated plate;
6 – array; 7 – closed filtration surfaces during array or bolts changing
Besides this, the products of cracking in the form of plastic particles that appear
on the open surfaces of the pistols as the result of the contact with the environment and
also in unavailable for clearing space between the meshes of bolts get in the main melt
channel together with filtered material when the arrays are changed in this filtration
systems.
These defections during filter elements change result in destabilization of
technological process and production of such goods that are substandard, which will be
realized at low prices, or goods that are to be reprocessed as production wastes. That is
why it is necessary, if possible, to combine the arrays change with planned breaks on
equipment service when using usual filtration adjustments.
The increase of the period of time between arrays change may be achieved by the
following means: installation of rougher filtration or usage of clearer material. But, in
the first case the goods quality will worsen, in the second case the material expenses,
which occupy a considerable part in production costs, will grow.
CONCLUSION
Filtration systems influence the efficiency and quality of the production process
considerably because of the range of certain factors. In this regard, it is appropriate and
reasonable to decide closely and carefully during the packaging and purchase of certain
new line what filtration technology is rational and effective. The filtration type proposed
by manufacturers that complete and supply equipment is often economically profitable
for them, but it is not rational for the final user of the line.
62
Valery Dyadychev, Tatyana Tereshchenko, Irina Dyadycheva
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Dr. Monika Gneuss, 2007.: Processing PET bottle flakes into nonwovens with fullyautomatic filtration and online IV monitoring // Gneuss Kunststofftechnik GmbH. – 2007 –
p.1-8
Dyadychev V.V., Kolesnikov A.V., Tereshchenko T.M., 2010.: Examination and
improvement of the technology and equipment of secondary polymer materials co-extruded
reprocessing // Visnyk of Volodymyr Dahl east Ukrainian National University. – 2010. №3 (145). – P.108-118.
Dyadychev V.V., Tereshchenko T.M., 2005.: Improvement of the technology of recycling of
polymer wastes with new qualitative goods production / Scientific News, №1(7), 2005, Institute of
Management and Economics “Galitskaya Academy”, Ivano-Frankivsk, p. 105-111.
Elemans P., van Wunnik J.M., 2000.: The Effect of Feeding Mode on the Dispersive
Mixing Efficiency in Single-Screw Extrusion, 58th SPE ANTEC, - 2000. - P. 265-267.
Lokotosh B.M., Dyadychev V.V., Kolesnikov A.V., 2001.: Methods of calculation and
design of co-extruded machines’ details and blocks // Collection of scientific works of the
IX international theoretical and practical conference “Modern Information and Energy
Saving Technologies of Human Life Support” (12-15th of June, 2001, Chernivtsy) – К.:
FADA, LTD, 2001. – P. 107-110.
Lokotosh B.M., Dyadychev V.V., Kolesnikov A.V., 2002.: Methods of calculation in
design of polymer materials wastes recycling machines by means of co-extrusion. //
Collection of scientific works of the XII international theoretical and practical conference
“Modern Information and Energy Saving Technologies of Human Life Support” (20-23rd
of November, 2002, Myrgorod, Poltava Region) – К.: FADA, LTD, 2002. - P. 56-60.
Rauwendaal C., 2001: Polymer extrusion. – Munich, Hauser Garduer, – 777 p.
Rauwendaal C. 2001.: Polymer extrusion. 4th edition.–Munich: Hanser Publisher, 2001. – 777c.
Schtefan Gneuss, 2007.: Filter the melt wisely. // Gneuss Kunststofftechnik GmbH. – 2007 – №9
Schtefan Gneuss, 2007.: Economical aspects of polymers melt filtration. // Gneuss
Kunststofftechnik GmbH. – 2007 – №3
Tereshchenko T.M., Dyadychev V.V., Levanichev V.V., 2004.: Effective Polymer Tenacity
Calculating Method // East Ukrainian National University Vestnik., 2004, Vol. 2(72).pp.177-181.
Valery Dyadichev, Tatyana Tereshenko, Aleksandr Dyadychev, 2010.: Problems of
specified quality polymer mixture preparation when utilizing waste in coextrusion
equipment / TEKA. Commission of motorization and poer industry in agriculture. – Lublin,
Poland.- 2010. – Vol. XA. – P.113 – 118.
www.gneuss.com
www.keyfilters.com
www.kreyenborg.com
МЕТОДИКА ВЫБОРА СИСТЕМЫ ФИЛЬТРАЦИИ РАСПЛАВА
В ПРОЦЕССЕ ЭКСТРУЗИИ ВТОРИЧНОГО ПОЛИМЕРНОГО МАТЕРИАЛА
Валерий Дядичев, Татьяна Терещенко, Ирина Дядичева
Аннотация. Проведен анализ систем фильтрации расплава в процессе переработки вторичных
полимерных материалов, рассмотрены достоинства и недостатки существующих систем, предложена
методика выбора системы фильтрации.
Ключевые слова: фильтрация, полимерный материал, вторичная переработка, экструзия, расплав,
давление.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 63-68
ANALYSIS OF CONSTRUCTION PRINCIPLES OF DISTANCE
LEARNING SYSTEM INSTRUMENTAL ENVIRONMENT
Valery Dyadychev, Anatoliy Zhukovskiy, Aleksandr Dyadychev
Volodymyr Dahl East Ukrainian National University, Luhansk, Ukraine
Summary. Development and application of current distance learning system is described. Instrumental
environment’s functionality is marked out: system functions, instructor’s instruments, student’s instruments,
knowledge control system. The analysis of the content and construction principles of instrumental
environment for creation and support of distance learning process is made.
Key words: distance learning, system functions, instruments, interactive systems.
INTRODUCTION
Nowadays alongside with traditional educational process many educational
institutions begin to use distance learning technologies more intensively. Distance
learning advantages in comparison with traditional forms of educational process
organization shows that distance learning enables to: organize the educational process in
the most efficient way (without leaving the place of residence, in the process of
production activity, under the individual schedule and depending on individual needs),
reduce the cost of training, improve the education quality by implementing unique
educational programs and combining courses, remove the moral age restrictions
[Agaponov 2003]. Distance learning enables to preserve the accumulated experience
and didactic materials for the future generations.
The use of distance learning is connected with the need to improve the education
quality in universities, especially the part-time studies.
Distance learning problems are the subject of the research for specialists of
various scientific fields [Kozlakova 2002]. Thus, the research in distance learning
sphere is lead in many Ukrainian and Russian universities: International Research and
Educational Center of Information Technologies and Systems (subdivision of V.M.
Glushkov Cyber Center), virtual distance learning laboratory of Kharkov Technical
University of Radioelectronics, Research Institute of Educational Technologies in
Moscow State University of Economics, Statistics and Informatics (А.А.Аndreyev),
Moscow State K.E. Tsiolkovsky Aviation Technical University (S.M. Avdoshyn),
64
Valery Dyadychev, Anatoliy Zhukovskiy, Aleksandr Dyadychev
Moscow Institute of Electronics and Mathematics (S.M. Moiseyev), Moscow State
Experimental Center of Computer Training (V.L. Latyshev).
Though the majority of publications are concerned only with the didactic aspect
of distance learning, informational and organizational-methodological directions are not
less important. Education quality depends on the way the distance learning course is
organized in the aspect of information flows transmission [Аndreyev 1999]. The
problem of creation, control and updating of the content of distance learning courses in
methodological aspect requires special study.
OBJECTS AND PROBLEMS
The aim of this article is to make analysis of structure and principles of
instrumental environment construction for distance learning courses creating and
support. Approaches to e-learning creation technology and environments are considered
in the article. Development and implementation of the current system of the distance
learning process support is described.
Introduction of distance learning technologies does not always go smoothly.
Traditional educational process, as it is well known, consists of the following elements:
purpose of training, learning content, students, teachers, methods, means and forms of
training, control and correction.
Distance learning process peculiarities’ analysis shows the actual functioning of a
larger number of elements, as well as changing the content of some traditional.
Additionally included elements represent normative-legal, financial and economic,
identification-control and marketing systems. Certainly, these subsystems are present in
implicit form with varying degrees of detailing in canonical educational system too, but
their significance for the normal course of the pedagogical process is not as principled
as when it comes to distance learning [Polat 1998].
Modern researchers agree that the best assistant in distance learning technologies
implementation is the Internet global web [Soldatkin 2003]. Modern Internet is a
hypermedia system of information presentation, interactive environment containing
material that needs analysis and is capable to assess the user's actions and provide the
feedback immediately.
Distance learning course oriented on the Internet contains a large number of text
materials, graphics and multimedia. Different parts of distance learning course are
connected by hypertext links (hyperlinks). But the number of connections in normal
distance learning course may become so large that manual linking is no longer
acceptable as the courses’ structure may be lost. In addition, Internet oriented distance
learning uses a large number of new network technologies such as: public bulletin
boards, forums, chats, interactive knowledge control systems, etc. [Dyadychev 2010].
The solution to this problem is to develop automated tools of distance learning
technology organization. At the moment large number of instrumental shells of distance
learning courses’ development and support are known. The most famous of them are
western systems Blackboard, eCollege.com, TopClass, WebCT, IVLE, Virtual-U and
others [Ignatiev 2004]. The given systems have a big disadvantage – their ownership
cost is very high. There are also shareware western and domestic developments which
ANALYSIS OF CONSTRUCTION PRINCIPLES OF DISTANCE LEARNING SYSTEM
65
may be used at the initial stage of distance learning organization. However, if to
summarize the requirements to the work of distance learning instrumental shell,
significant flaws may be found at once. Firstly, it is not full coverage of functionality of
the distance learning system oriented on the Internet. Secondly, it is the complexity of
localization. Thirdly, it is inability to enhance the functionality by means of new
modules adding (in many cases the given peculiarity is available in commercial
version), etc. More detailed analysis is beyond the scope of this article.
To achieve the necessary functionality and ability to develop further the
instrumental shell of distance learning courses’ design and support there was integrated
system of distance learning process support developed. It got the name of XML
Education System Framework (XESF). This software is called so because its
functioning is based on several advanced technologies, the main of which is XML.
XSLT, Perl-CGI, DHTML are used also. The shell is created by the modular principle,
and therefore it easily provides the further extension of software product functionality
(fig.1).
Let us count the main XESF facilities at the moment. They are collected in three
groups: system functions, tutor’s instruments and student’s instruments.
Functions of
work with XML
Checking access
rights, work with
sessions
Webbrowser
Formation of
pages using
patterns
Main module
Webserver
Page
manager
XESF
Interface of plug-in options
Knowledge control system
Electronic library
Remote file manager
Schedule
Messages service
Site‘s resources
Registration of users’ Web-pages
Automated system of learning tasks
receipt
Fig.1. Scheme of XESF system’s work
66
Valery Dyadychev, Anatoliy Zhukovskiy, Aleksandr Dyadychev
Student’s instruments
1. Personal identification of students (at every moment of time the system
“knows” who is working with it and therefore is capable to control user’s actions).
2. Personal e-mail (it is not the part of distance learning system as the most
convenient form of e-mail organization is using of special e-mail clients).
3. Access to materials interface description (integrated assistance system is
implemented).
4. Message board (by means of this tool any student can send a message to all
students, group of students, all teachers or someone personally (a teacher or a student)).
5. Personal file space with simple way to download files.
6. Rating system.
7. Ability to pass tests in the training mode (no time control, etc.).
8. Publication of the work results and other materials by students.
9. Electronic library with integrated navigation system.
10. Distribution of access to educational materials (student or group can see only
those courses (sections, materials) which they have access to).
11. Distribution of access depending on time.
Tutor’s instruments
1. Ability to add materials efficiently (implemented by means of FTP).
2. Unified design.
3. Configurable look (implemented by means of using patterns).
4. Support of multiple formats of information representation: regular text –
TXT, HTML, XML or launching of special program of materials display.
5. Ability to preview.
6. Sections hierarchy (navigation on courses and their materials is fulfilled by
means of the hierarchy tree).
7. Testing (specialized interactive testing system (look further)).
8. Summing up the learning process.
System functions
1. Subprograms of forming content on the basis of patterns.
2. Subprograms of XML conversion by means of XSLT. XML format is the
main format of data storage and/or transfer.
3. Subprograms of distance learning site sections hierarchy support.
4. Subprograms of personal student’s identification and means of access
restriction.
5. Plug-in options support functions.
6. Subprograms of administration.
Peculiarities of knowledge control system
1. Representation of introduction, general information about text and
conclusion, interpretation of the test results.
2. Support of different types of questions: choosing one option among many
others, choosing many options among many others, short answer, active image creating.
3. Prompts to the tested person.
ANALYSIS OF CONSTRUCTION PRINCIPLES OF DISTANCE LEARNING SYSTEM
67
4. Flexible evaluation system, opportunity to set number of points for each
question: for the correct answer, not correct answer or for the prompt, or to use the
default settings.
5. Ability to set the number of tries for answer to each question.
6. Easy work with the multimedia content through hyperlinks.
7. Configurable reaction in case of the correct or not correct answer and even in
choosing of concrete variant.
8. Ability to set time limit (by tools of the system).
9. Random mixing of questions and answer variants sequence.
10. Ability to store the test results and collect statistics (when working jointly
with tools of identification).
11. Ability to set required number of questions for certain test from the general
base.
12. Program working with data base for tests creation, storage and control.
13. Easy textual XML format for storing ready tests.
Currently the XESF system is used by students of both part-time and full-time
students, the informational filling of the system and new courses creation are in process,
the creation of distance learning groups is planned.
CONCLUSIONS
The analysis of the content of instrumental environment of distance learning
courses support on the basis of several commercial and shareware distance learning
systems was made in the article. General principles of the similar environments’
structure were identified; the implementation of the XESF instrumental system of
distance learning support was described.
The promising directions of the given problem’s study are: improvement of
constructing techniques of instrumental environments of distance learning support,
ways of organization of interaction between different environments.
REFERENCES
1.
2.
3.
4.
5.
6.
Agaponov S.V., Dzhaliashvili Z.O., Krechman D.L., Nikiforov I.S., Chenosova E.S.,
Yurkov A.V., 2003.: Distance learning means. Methods, technology, tools. Series “Master
of solutions”. - St. Petersburg.: BHV-Petersburg, 336 p.
Andreyev A.A., Soldatkin V.I., 1999.: Distance learning: essence, technology, organization.
– М.: Publishing house MESI, 196 p.
Comparative
analysis
of
distance
learning
systems
http://www.marshall.edu/it/cit/webct/compare/comparison.html
Distance Learning System Blackboard - http://www.Blackboard.com
Distance learning system WebCT - http://www.webct.com
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Valery Dyadychev, Anatoliy Zhukovskiy, Aleksandr Dyadychev
Dyadychev V., Burtseva I., 2010.: Project technologies as means of distance learning
effectiveness improving. TEKA Commission of Motorization and Power Industry in
Agriculture, V. XA, p. 119-125.
Electronic Journal of Distance Learning - http://www.fcde.ru/de/index.html
Ignatiev M.B., Korolev V.V., Krol А.А., 2004.: Virtual educational environments //
Pedagogical informatics, №2. – p. 73-81
International Conference on Open and Distance learning - http://www.icde.org
Kozlakova G.О., 2002.: Informational software for distance learning: foreign and domestic
experience/ APS of Ukraine; Institute of Higher Education. – К.: PC “Prosvita”, 233 p.
Oliynyk V.V., 2001.: Distance learning in postgraduate pedagogical education
(organizational and pedagogical aspect): Teach. guide / APS of Ukraine; Central Institute of
Postgraduate Pedagogical Education. – К.: CIPPE, 147 p.
Polat E.S., 1996.: Distance learning: organizational and pedagogical aspects// INFO, № 3.
Polat E.S., Moiseieva М.V., Petrov А.Е., Bukharkina М.Y., Aksenov Y.V., Gorbunkova
Т.F., 1998.: Distance learning. – М.: VLADOS, 192 p.
Selevko G. К., 1998.: Modern Educational Technologies. – М., 232 p.
Soldatkin V.I., 2003.: Teaching in the Internet: Teach. guide. - М.: Higher School, 792 p.
The inspection system of knowledge Question Mark - http://www.questionmark.com
Web sources of distance learning - http://www.kimsoft.com/dista.htm
Woodcock G., 2000.: Modern information technologies of collaboration. - M.: Publishing
house “Russian Edition”, 256 p.
Zharikov E., 2010.: Topical questions of implementation of information services in a
network of university. TEKA Commission of Motorization and Power Industry in
Agriculture, V. XB, p. 331-337.
АНАЛИЗ ПРИНЦИПОВ ПОСТРОЕНИЯ ИНСТРУМЕНТАЛЬНОЙ СРЕДЫ
СИСТЕМЫ ДИСТАНЦИОННОГО ОБУЧЕНИЯ
Валерий Дядичев, Анатолий Жуковский, Александр Дядичев
Аннотация. Описана разработка и применение действующей системы дистанционного обучения.
Выделена функциональность инструментальной среды: системные функции, инструментарий
инструктора, инструментарий студента, система контроля знаний. Проведен анализ состава и
принципов построения инструментальной среды для создания и поддержки процесса дистанционного
обучения.
Ключевые слова: дистанционное обучение, системные функции, инструментарий, интерактивные
системы
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 69-77
ON THE ISSUE OF ENERGY EFFICIENCY OF INDUSTRIAL
LOCOMOTIVES
Oleg Dzetcina, Viktor Fedorchenko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The analysis of research results of fuel consumption by diesel locomotives is done. The structure
and different variants of defining the rates of fuel consumption by industrial locomotives are examined.
Key words: fuel consumption, diesel locomotives, modernization, consumption rate.
INTRODUCTION
The length of industrial railway tracks in Ukraine comprises 25, 000 km,
including broad gauge with 18,700 km. The industrial rail transport functions as a
component part of production and transports 1 billion tons (more than 70 %) of goods of
enterprises [Kategorenko 2005].
From the total volume of expenses for the operation of shunting locomotive, 80%
goes onto the fuel expense ratio, 10% onto the locomotive crew salary, and another 10%
goes onto the depreciation charges [Dan’ko 2005].
In the operation it is accepted to record the quantity of fuel, acquired by every
diesel locomotive in the handling plant, to take into account the fuel consumption
during the shift according to the running schedule, which should contain the data about
the fuel consumption by diesel locomotive during the shift as the fuel level difference in
the diesel locomotive tank.
The use of fuel meters is the alternative method of fuel consumption assessment.
There are a lot of flow meters and different ways of fuel consumption assessment
[Sirota 1973, Voskoboynik 1978, Mokridenko 1982, EI VINITY 1988].
OBJECTS AND PROBLEMS
The urgency of the topic is defined by the nagging problem of energy saving on
the rail transport and in the whole country. The analysis of enterprises work of rail
transport showed that the average expenses on the locomotive sector comprise 31,6%
70
Oleg Dzetcina, Viktor Fedorchenko
from the total sum of expenses on the enterprises, which is the biggest part among other
sectors of rail transport. In connection with the price increase on the diesel fuel, for
some diesel locomotive depots the part of expenses comprises 40% and more operating
costs. The decrease of these expenses is a great reserve of raising the effectiveness of
locomotive traction [Bojelarskiy 2007, Orlov 2009].
The science-based rates of fuel consumption are the basis of defining the real
quantity of necessary energy consumption, which answer the level of technological
equipment, the organization of technological process of transportation and designated
amount of transport work. These rates should represent the technical and economic
parameters of diesel locomotives, the rates of using the diesel generating capacity and
diesel stock, the peculiarities of the tracks, the work of energy-transducing devices and
other factors, which define the efficiency of energy consumption. The saving of diesel
fuel in the diesel locomotives depends on good technical condition of diesel locomotive,
skillful driving of trains by crews, proper organization of train formation and many
other factors. Along with this important source of fuel saving and its careful use, there is
the decrease of quantitative and qualitative fuel loss during transportation, drain, storage
and its delivery to the diesel locomotives.
The setting of the explained rates of fuel consumption for the shunting operation
will allow to improve the accuracy of planning its needs, evaluate the efficiency of
expenses, stimulate the rational and economic use of diesel fuel. In connection with this,
the task of improving the methodic of diesel fuel rationing for the shunting operation is
very important and urgent.
The aim of the article is to analyze the determining factors on the improvement
of diesel fuel rationing during shunting operation for the increasing the efficiency of
shunting locomotive.
It is necessary to define the main factors, which influence the fuel consumption
during performing the designated amount of shunting work, to analyze present diesel
locomotive stock, methods of rationing the diesel fuel consumption ad to suggest the
cost method of diesel fuel consumption.
The continuous control of diesel locomotive parameters during operation is one
of the ways of increasing their operation efficiency. It can be achieved at the expense of
improving the rationing of diesel fuel consumption on the basis of objective information
about the diesel locomotive operating conditions and diesel fuel consumption in the
operation; the increase of reliability of power plant work as a result of timely detection
and prevention of emergency operation, the improvement of technical and heat
engineering condition of diesel locomotive.
The subsystem of control the diesel fuel quantity in the diesel locomotive tanks is
one of the most important components of the continuous control systems of diesel
locomotive parameters in the operation. The experience shows that it is the measuring
of diesel fuel quantity, which allows solving the tasks of assessing the diesel fuel use for
the train traction, as far as it provides the possibility of quantity control of not only
consumed, but also of filled diesel fuel [Molchanov 2004].
The main factors, which influence the diesel fuel consumption by diesel
locomotive during the operation at the iron-and-steel plant, are observed in a number of
works [The manual 1967]. The main amount of transport work at the industrial
ON THE ISSUE OF ENERGY EFFICIENCY OF INDUSTRIAL LOCOMOTIVES
71
enterprises is done by shunting locomotives, which so far are not equipped with the
devices of automatized assessment of diesel fuel consumption.
It has been revealed that technical rates of diesel fuel rationing for the shunting
operation are not set, that is why the fuel consumption rates are defined by practice.
There is no data about the traction-energetic registration certificates for shunting
locomotives of class TGM, TEM and others in the Manual [1967]. On the basis of
analysis of given methods, the necessity of defining the initial rate of diesel fuel n0
consumption for the diesel locomotives of stated classes and average power of diesel
locomotives Nср, used on different sectors of enterprises, has been found out.
Since in the first decade of new millennium it has been predicted the end of
service life of diesel locomotives, produced during the Soviet Union time, the board of
Ukrzaliznitsya had to develop the strategy of proving the transport work on the rail
tracks in Ukraine. The main directions of developing the diesel locomotive sector of
Ukrzaliznitsya and its technical re-equipment were formulated there [The strategy
1998].
All the diesel locomotives, produced by the plant, will reach the end of its service
life till the end of the Program on the reforming rail transport.
The problem of rolling stock replacement is being solved at the expense of
increasing the efficiency and usage of today’s rolling stock through modernization and
prolonging the service life of today’s rolling stock at the expense of overhaul
reconditioning. The modernization also gives the possibility to improve technical and
economical rates of diesel locomotive work, and also to improve its ergonomic rates, to
increase power and traction parameters of diesel locomotive [Dzetsina 2010]. The
example can be OAO “Teplovozoremontniy zavod” (Open JSC “The diesel locomotive
repair plant”) in Poltava. It carries out the complex modernization of shunting
locomotives ChME3, TEM7 and others, produced by Czech republic.
The parameters of diesel locomotives before and after modernization are shown in
the tables 1 and 2.
As it can be seen from the table 1 and 2, the main diesel engines under
modernization are the diesel locomotives of class D49, produced by diesel locomotive
plant in Kolomna (Russia).
The family of diesel engines, produced in Kolomna, has different energy forcing
depending on the purpose of diesel locomotive. The main parameters of diesels are
given in the table 3.
The heat engineering condition influences the diesel fuel consumption by diesel
locomotive.
The diesel fuel equipment, piston-cylinder-unit, turbocompressor and discharge
section of gas-air flow duct are ones of the major units and diesel devices, which
influence the diesel fuel consumption. In all the cases of disturbance into the normal
process of diesel fuel combustion, the efficiency of diesel engine deteriorates and the
exhaust opacity increases.
During driving the train, the locomotive driver should choose the most
advantageous mode of diesel operating and generator set, to use skillfully the kinetic
energy of train, and also antiskid and brake means, to support constantly the optimal
temperate of oil and cooling water in the diesel, as long as the decrease of oil’s
temperature on 4-5 0C increases the diesel fuel consumption on 1%.
72
Oleg Dzetcina, Viktor Fedorchenko
Specific diesel fuel
consumption on the full
power, g/KVA per hour
The hourly diesel fuel
consumption on the idle
running, kg per hour
Specific oil consumption on
the full power, g/KVA per
hour
The service life before the first
overhaul,
number of kilometers traveled
The service life before
complete overhaul, number of
kilometers traveled
Locomotive
Crankshaft speed, revolutions
per minute
Old
engine
KVA (h.p.)
Table 1. Comparative parameters of main diesel locomotives before and after modernization
2206 (3000)
2206 (3000)
1470 (2000)
1470 (2000)
2232 (3035)
2206 (3000)
2059 (2800)
2059 (2800)
850
850
750
750
1000
1000
1000
1000
226
198
215
202,5
204
203
208
204
23
13,5
16
9
15
10
16
10
1,74
0,9
1,7
1,1
1,63
1,1
1,63
1,14
200
400
250
300
10000
32000
12000
16000
800
1600
1200
1500
40000
60000
50000
64000
New
engine
TE10
М62
class 232
TE114
10D100
1A-9DG
4-14DG
5-26DG
1-9DG
12D49M
3-9DG T2
3-26DG
Specific diesel fuel consumption on
the full power, g/KVA per hour
The hourly diesel fuel consumption
on the idle running, kg per hour
Specific oil consumption on the full
power, g/KVA per hour
Locomotive
750
750
750
750
860
860
1000
1000
210,8
200
220,3
200
218,9
215
208
191,5
5,2
5,2
9
5,2
8,5
5,7
9
8
1,1
1,1
2,7
1,1
1,2
1,1
1,9
1,14
New engine
TEM2
ChME3
TGM8, TGM6
TEM 7
PD1M
3-36DG
K6S310DR
4-36DG
3AE-6D49
7-6D49
2-26DG
12-26DG
36
36
18
36
16000
20000
8000
12000
The service life before complete
overhaul, years or hours
Crankshaft speed, revolutions per
minute
882 (1200)
882 (1200)
993 (1350)
993 (1350)
588 (800)
588 (800)
1470 (2000)
1470 (2000)
Old engine
The service life before the first
overhaul, months or hours
KVA (h.p.)
Table 2. Comparative parameters of shunting locomotives before and after modernization
9
9
7,5
9
60000
80000
40000
60000
For the purpose of economic diesel fuel use, the operation manuals should be
created in every locomotive depot on the basis of generalization best practices of
driving trains in the diesel locomotive sector. These manuals should contain the most
rational positions of controller, the speed on the track, the place of applying the brake
and other recommendations. It should be also noted that the disfunction of fine and
primary purification filters of diesel furl and oil, and also air filters leads to the overuse
of diesel fuel.
ON THE ISSUE OF ENERGY EFFICIENCY OF INDUSTRIAL LOCOMOTIVES
73
There is great loss during drain, storage and filling of the diesel fuel to the tanks
of diesel locomotives.
One of the elements of saving is the establishment of technically-based rates of
diesel fuel consumption and their systematic decrease at the expense of better use of
diesel locomotive’s energy, skillful driving, the increase of technical level of technical
equipment repair, diesel-generator set and maintaining the diesel locomotive in the good
work order during operation.
Table 3. The basic parameters of working processes of main modifications
of four-cycle diesel engines D49
Parameters
D49
Efficient cylinder capacity Nec , h. p.
187
250
Number of revolutions n per minute
Mean effective pressure ре in kg/cm2
Boost pressure рк in kg/cm2
The air temperature after compressor tK in °С .
The air temperature after air-cooler ts in °С
Indicated efficiency η i
1000
8,16
1,92
98
98
1000
7,79
2,28
122
122
1000
12,23
2,16
117
63
1000
16,3
2,75
150
70
0,475
0,465
0,46
0,455
Mechanical efficiency η m
0,811
0,848
0,873
0,905
Effective efficiency η e
0,385
0,394
0,402
0,412
Specific diesel fuel consumption in g (h.p. per hour)
Indicated g i
128,1
134
135.3
135,75
158
158
155
150
2,3
2,2
2,0
2,0
520
570
610
650
Effective g e
Excess air factor α с
0
The temperature of exhaust fumes before the turbine tT , C
125
150
The rate of diesel fuel consumption for diesel locomotives is set on 10,000 t-kms
gross in the trains with single and double-header during operation; on 100 locomotivekm during single movement (reserve, pushing); on one hour of shunting operation and
one hour of staying idle in the working condition. These rates are created on the basis of
service, types of traffic and classes of locomotives.
Locomotive’s crews should always know and control the diesel fuel consumption
in every trip.
Nowadays the assessment and analysis of diesel fuel consumption in the
locomotive depots is being carried out on the basis of data, put by the drivers into the
running schedule. At the beginning and at the end of shift, the drivers visually estimate
the amount of diesel fuel in the tank according to the fuel rack or gage glass. The diesel
fuel volume flow is estimated by the difference in measurements. The diesel fuel
consumption by mass is estimated on the basis of volume flow and designated diesel
fuel density, which is stated in the locomotive servicing.
The works on introduction of fuel measuring systems are being carried out in
some depots and sections of the tracks [Molchanov 2004]. They register the temporary
characteristics of diesel locomotive work with stating the idle and traffic condition, the
work of diesel on the idle running, under the load and stopped diesel, the temporary
74
Oleg Dzetcina, Viktor Fedorchenko
characteristics of diesel locomotive’s running under the traction and running-out,
average road speed and average fuel consumption rate. The expenses during diesel
locomotive’s running under the traction (with load) and on the idle running with the
stating out the diesel fuel amount, given during servicing, are being separated from the
total amount of diesel fuel consumption. The assessment of diesel fuel consumption by
diesel locomotive during the shift is being carried out with taking into account the
operation of diesel during idle running and under the load. The determining of diesel
fuel saving or excessive consumption during the shift is being done by comparing the
actual expenses with calculated value.
There are many methods of obtaining the calculated value of diesel fuel
consumption. The big amount of works is dedicated to the designing the efficient
methods of rationing and analyzing the diesel fuel consumption. The most famous
works belong to the following authors: A.A. Baklanov, A.I. Volodin, A.I. Dolinzhev,
G.A. Ilyin, N.N. Kornev, P.L. Korkhovoy, E.E. Kosov, A.M. Kostromin, A.P. Novikov,
S.S. Petrakovkiy, B.G. Postol, Yu.E. Prosvirov, D.K. Sivaev, E.D. Tartakovskiy, V.N.
Tveritin, A.V. Tolkachev, N.M. Khutoryanskiy, N.A. Fufrynskiy and others.
The methods of rationing the diesel fuel consumption are given in the fig. 1.
THE METHODS OF RATIONING
Calculation
methods
Analytical
Tractive
Experimental methods
Statistical
The trip with dynamometric car
Regression
models
The trip with standard meter or
Balance
calculation
By influence
coefficient
Multiple
correlation
Multiple
classification
expenses meter
The selection from running
Fig. 1. The methods of rationing energy consumption
The calculation-analytical methods are based on the laws of saving and
transforming energy under the following assumptions: the idealization of movement
process during the shunting operations and gravity shunting, the constancy of Tractiveenergetic characteristics of shunting locomotives during the operation, the input of
influence coefficient of operation factors.
Calculation-statistical methods are based on the mathematical treatment of
Tractive-energetic tests, initial and periodical reporting.
ON THE ISSUE OF ENERGY EFFICIENCY OF INDUSTRIAL LOCOMOTIVES
75
Operational methods use the results of long-term experience of heat engineering
groups of locomotive’s depots on the rationing diesel fuel consumption.
In different times, different authors suggested the methods of rationing the diesel
fuel consumption in the operating conditions. The following formulas by different
authors can serve as the examples.
3,35 ⋅ (ω0 + ik )
The formula by Dolinzhev A. [1960]: b =
η
P +Q ,
+ gx ⋅
Q
where: b- is cost per unit of standard fuel, kg/104 t-kms gross; ω0 - is main
specific resistance to train movement, N/kN; i k - is additional resistance to train
movement, N/kN; η - is the coefficient of efficiency of diesel locomotive; g x - is the
diesel fuel consumption during idle running, kg per hour; P, Q − the weight of train and
locomotive respectively, t;
Bh ⋅ 60 ,
The formula by Tveritin V. and Korkhovoy P. [1961]: b =
Q ⋅ Vav.t ⋅ 10− 4
where: Bh - is the diesel fuel consumption by diesel locomotive in the traction condition
per hour, kg per hour; V av.t. - is the average technical speed of train, km per hour.
The formula by Molyarchuk V. [1966]: e = e0 ⋅ kµ ⋅ kω ⋅ kt ⋅ ki + Z′ ⋅∆e0 + kx ⋅ ex + Qc ⋅ kx′ ⋅ ex ,
where: e0 - is the initial rate, kg/104t.km.gross; k µ , kω , kt , ki − the influence coefficient
of rate stating factors; Z ′ - is a number of stops, set by train running schedule on 100
train-km; ∆e0 - is the diesel fuel consumption on one stop, referred to 100 train-km,
kg/100 t.km; k x - is the coefficient of train idle running, calculated by working time ratio
of diesel locomotive in the idle running to the total amount of time of train running; ex is the specific diesel fuel consumption per one hour of idle running; Qc - is the ratio of
time of stops to the total amount of time of train running; k′x - is the coefficient of diesel
locomotive idle running, which is defined as a ratio of diesel locomotive working time
during stops to total duration of stops.
The
formula
by
Novikov
A.
and
Sivaev
D.
[1971]:
e = eo + ∆ek + ∆eew + Σ∆est ,
where: e0 - is the main component of specific diesel fuel consumption, kg/104
t.km.gross; ∆ek , ∆eew , ∆est - are the additional components of diesel fuel consumption,
caused by corresponding change of loading the wagon axes, number of empty wagons
and train stops.
It is necessary to note that the majority of works on rationing the diesel fuel
consumption in the operation is based on statistical information and refers to main
diesel locomotives. A number of works on rationing the diesel fuel consumption by
shunting locomotives have been done during the last years.
Many others state the fact the heat engineering condition of diesel locomotive
influence greatly the diesel fuel consumption. Taking into account the fact of mass
modernization of diesel locomotives, in which the replacement of power units in diesel
locomotives takes place, which served its life on the diesels of Д49 class, the
76
Oleg Dzetcina, Viktor Fedorchenko
prospective can be the creating of method of rationing the diesel fuel consumption in
the operation on the basis of parameters, characterized by heat engineering condition of
diesel locomotive.
CONCLUSIONS
1. The operation efficiency is achieved on the basis of objective information about
modes of diesel locomotive operation and diesel fuel consumption in the operation.
2. There are different ways of obtaining this information and they are defined by
designated task and financial possibilities.
3. The majority of enterprises carry out the modernization at the expense of diesel
locomotives of diesel locomotive plant in Kolomna.
4. Having the data on the results on heat engineering experiments of diesel locomotives
of D49 class, it is possible to specify the calculation method of rationing the diesel
fuel consumption by diesel locomotives in the operation.
REFERENCES
1. Kategorenko I., 2005.: The role and meaning of industrial rail transport. Rail transport in
Ukraine, №1, P. 18-20.
2. Dan’ko N., 2005.: The science basis of resource-saving technology during the organization of
goods rail transportation. Kharkov. National academy of mining., 40 p.
3. Mokridenko G., Karadja Ya., 1982.: The diesel fuel flow meters for diesel locomotives. ETT,
№8, Р.8-9.
4. 1988.: The review of flow meters, based on the measuring the local value of flow speed. EI
VINITY. Control-measuring equipment, №47, P. 14-21.
5. Bojelarskiy Ya., 2007.: The improvement of rationing the diesel fuel consumtion by shunting
locomotives. The publishing house of Dnipropetrivsk academician V. Lazaryan national
university of rail transport, 24 p.
6. Orlov A., 2009.: The method of defining the diesel fuel consumption and energy efficiency of
ship’s internal-combustion engines in the operation. Saint-Petersburg national university of
waterways, 24 p.
7. Molchanov A., Povarkov I., Muginstein L., Popov K., 2004.: Automatized system of
assessing, control and analysis of fuel diesel consumption by shunting locomotives. Vestnik
VNIIGT, P.25-29.
8. 1967.: The manual on the technical rationing of electric energy and diesel fuel consumption
by diesel locomotives on the train traction. 20 of May, 1967, № CT/2564, 56 р.
9. 1998: The strategy and the program of restructuring the rail transport in Ukraine. Kiev,
NABLA, 145 p.
10. Dzetsina O., Gladushin V., 2010: Method of diagnostics of locomotive diesel engine. TEKA.
Commission of Motorization and Power Industry in Agriculture, XA., Lublin, P. 91-97.
11. Molyarchuk V., 1966.: Theoretical bases of method of setting of norms of expense of fuel and
electric power for hauling facilities of transport. M.: Transport, 264 p.
12. Novikov A., Sivaev D., Ovchinnikov F., 1971.: Comparative estimation of some methods of
setting of norms of expense of fuel. Trudy MIITa, № 363, P. 137-146.
13. Tveritin V., Korkhovoy G., 1961.: Setting of norms of charges of fuel on diesel engines a
graphic method. Dnepropetrovsk. DIIT, 74 p.
ON THE ISSUE OF ENERGY EFFICIENCY OF INDUSTRIAL LOCOMOTIVES
77
14. Tolkachev A., 1972.: Calculations of norms of expense of energy on vehicular working as of
locomotives the method of dismemberment. Trudy TashIITa, № 100, P. 43-54.
15. Dolinzhev A., 1960.: Methods of setting of norms of expense of fuel by by train diesel
engines. Announcer VNIIZHT. № 3, P. 19-21.
16. Sirota I., 1973.: Expense of fuel-oil by diesel engines (method of the technical setting of
norms). Industrial transport, №4, P. 23-24.
17. Voskoboynik E., Tveritin V., Korkhovoy P., 1978.: Setting of norms of charges of fuel by
diesel engines. Industrial transport, № 7, P. 22-24.
18. Kudryash A., Zaslavskiy E., Tartakovskiy E., 1975.: Backlogs of increase of economy of
diesel engines of 2ТE10L. M., Transport, 64 p.
19. Volodin A.I., Fofanov G.A., 1979.: Fuel economy of power-plants of diesel engines. M.,
Transport, 126 p.
20. Kosov E.E., Starovoyt V.A., 1991.: Choice of descriptions of main and mobile diesel engines.
Increase of fuel economy of diesel engines. M., Transport, P. 118-127.
К ВОПРОСУ ЭНЕРГЕТИЧЕСКОЙ ЭФФЕКТИВНОСТИ
ПРОМЫШЛЕННЫХ ЛОКОМОТИВОВ
Олег Дзецина, Виктор Федорченко
Аннотация. Выполнен анализ результатов исследования расхода топлива тепловозов. Рассмотрены
структура и различные варианты определения
нормы
расхода топлива промышленными
локомотивами.
Ключевые слова. Расход топлива, тепловозы модернизация, норма расхода.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 78-84
THE INFLUENCE OF A RAIL LATERAL BENDING ON
THE STRESS – STRAIN STATE OF A WHEEL - RAIL CONTACT
Alexander Golubenko, Alexander Kostyukevich,
Ilya Tsyganovskiy, Vladimir Nozhenko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The aim of the article is to evaluate the influence of a rail lateral bending on wheel – rail contact
interaction. At first the rail lateral bending is modeled using FEM and then the normal contact problem is
solved with and without results obtained; the simulation results are given.
Key words: rail lateral bending, wheel – rail contact, normal problem
INTRODUCTION
Traditionally the wheel – rail contact is divided into the normal and the tangential
problems. The aim of solving the normal problem is contact patch shape and size
detection, and also normal pressure distribution within, while the aim of solving the
tangential problem – wheel – rail coupling force definition using data achieved from
normal program solution. This division is usually justified because the friction has
negligible influence on contact patch size and pressure distribution if the bodies are
treated as elastic ones. The division is necessary for the simplification of the solution
since the treatment of the contact problem in general case, when the contact area is not
known a priori, is still not achieved.
Only a finite number of treatises is known, that describe the approximative
analytical solutions of different contact problem classes [Hertz 1881], [Carter 1926],
[Cattaneo 1938], [Mindlin 1949], [Mossakovskiy 1956]. Therefore the various
numerical methods are used to solve the wheel – rail contact problem today: variational
and non-variational methods, and also finite and boundary elements methods.
The variational principle use the modern variations calculus ideas and methods.
Its foundations were laid by Signorini [Signorini 1955] and for elastic bodies in contact
are advanced by Kalker [Kalker 1990], Golubenko [ Golubenko 1993], Boucly and
Nelias [Boucly 2007]. Despite the variational inequalities theory progress, the solution
of the contact problem entails great difficulties: the problem is posed in a threedimensional formulation; when replacing the covariance inequalities by the sequence of
THE INFLUENCE OF A RAIL LATERAL BENDING ON THE STRESS-STRAIN STATE
79
variational ones, that have an equivalent extremal formulation, one need to solve the
linear programming task (which is complicated itself) for several times to obtain
solution
The nonvariational principle has a basic in a classical contact problem
formulation in the form of equality and inequality constraints on contact surface. A
search of solution for a contact problem may represent a sequence of elasticity theory
problems with qualifying boundary conditions, that defines the terms of contact
interaction (works [Johnson 1985.], [Kostyukevich 1991], [Yazykov 2004], [Bokiy
2006]). The disadvantage of this approach is that to obtain a solution one need to solve
the elasticity theory problem for several times. A convergence of the iterative process
for obtaining a solution is not theoretically proved, though it turns out well to get a
numerical result with a desirable precision in practice.
Due to the increase in efficiency of modern computing machinery during the last
two decades the finite elements method (FEM) is wide used for simulating a wheel –
rail contact (works [Telliskivi 2001], [Damme 2006], [Zhao 2009]). The main
advantages of FEM are: highly realistic results can be obtained; no restrictions on
geometry of contact surfaces; complex material behaviour models. However grids in
FEM models contain tens and even hundreds thousand of nodes, that make calculations
sufficiently time consuming.
Boundary elements method (BEM) is extremely suitable for contact modeling,
because unlike FEM only surfaces of contacting bodies have to be discretized. Besides
that BEM is semy-analytical, that make it more accurate, especially for high stress
concentration provlems. However even that the quantity of computational nodes in the
grid is much smaller than in FEM, the matrixes are non – symmetrical and dense, that
makes calculations time consuming too. An application of BEM for wheel – rail contact
problems is studied in [Rudas 2000], [Abascal 2010].
As it can be seen, a wide range of contact models exist to define the wheel-rail
interaction. Having the aim to compare accuracy and efficiency of existing theoretical
models of wheel – rail contact and those that will be developed, a group of researchers
of Manchester Metropolitan University have proposed contact benchmark [Iwnicki
2006]. The benchmark consists of prescribed single wheel or wheelset contact study and
dynamical vehicle simulation. According to benchmark, normal and tangential contact
problems are considered. For normal contact problem the inputs are the wheel and rail
profiles and their mutual orientation (lateral displacement and yaw angle), and vertical
load on wheelset. However the rail lateral bending when the wheelset balances in track
gauge is not provided in. At the same time it is well known from literature that the
lateral load from wheel to rail can obtain values 30 – 40 kN even on straight track. This
paper aims to evaluate the rail lateral bending influence on wheel – rail contact.
WHEEL – RAIL CONTACT MODELING
Rail lateral bending was simulated using Ansys FEM software [Ansys]. The 3D
model of UIC60 rail having length 1m was developed. The obtained value was meshed
with 3-D 10-node tetrahedral structural solid elements Solid92. To avoid rail plastic
deformation , in the area of load application (middle of the rail) the mesh was refined.
80
Alexander Golubenko, Alexander Kostyukevich, Ilya Tsyganovskiy, Vladimir Nozhenko
The lateral force of 30 kN was uniformly distributed on small part of rail surface (see
fig.1).
The structural FEM analyses was performed with created model. The maximal
lateral displacement was obtained in the top point of middle section and has value of
0,2435 mm.
The normal contact problem was solved using the modified method [Bokiy
2006], assuming frictionless contact.
Fig. 1. 3D FEM model of the rail
Let’s consider contact interaction of two elastic bodies, each of them is
connected with rigid body – rigid support. It is accepted that we can assume the contact
surface is flat at any moment t of interaction process and lays in a common tangent
plane π , which passes through the initial contact point О. It is assumed that wave and
inertial effects are negligible. The interaction is defined with ∆ z (t ) function, which
represents forward approach of rigid supports.
Let’s introduce Oxyz Cartesian coordinate system, which is linked to lower body
( i = 1 ). Let’s put the origin to O , Ox and Oy axes are placed in π , Oz axis points
inside the lower body..
Let’s denote normal contact pressure as Pz ( s, t ) ; and w( s, t ) is a relative
displacement function of interacting bodies along z axis, defined in s point:
w( s, t ) = w1 ( s, t ) − w2 ( s, t ) + f ( s ) − ∆ z (t ) ,
(1)
where: wi ( s, t ) - elastic displacements of bodies surfaces; f (s) - initial gap between
the bodies. Then the contact interaction condition have the form:
w( s, t ) ≥ 0 , P( s, t ) ≥ 0 , P( s, t ) w( s, t ) = 0 , s ∈ Ω , t ∈ [0, T ] .
(2)
Here Ω is assumed contact area.
Let’s assume that following relationship takes place:
w1 − w2 = APz
(3)
THE INFLUENCE OF A RAIL LATERAL BENDING ON THE STRESS-STRAIN STATE
81
A is a linear integral operator with integration domain W . If we approximate
bodies with elastic half-spaces , then kernels are defined with Boussinesque-Cerrutti
formulas for unit load acting upon the elastic half-space. Then (1) takes form:
w( s, t ) = APz + f ( s ) − ∆ z (t ) .
(4)
If we substitute the above expression of w( s, t ) in (2), we will get the
relationship, which Pz ( s, t ) must be satisfied. This relationship is equal to linear
operator equation relative to Pz ( s, t ) :
Pz ( x, y ) = h( Pz − ED( Pz )) ,
D( Pz ) = APz + f ( x, y ) − ∆ z (t ) ,
γ ,
h(γ ) =
0,
(5)
γ ≥0
γ <0
where: x, y ∈ W , E ( x, y ) - arbitrary positive function.
The contact pressure determination came to finding Pz ( x, y, t ) function, defined
on set Ω × [0, T ] , which satisfies (5) and initial conditions: Pz ( x, y,0) = 0 for all
( x , y ) ∈ Ω ; ∆ ( 0) = 0 .
To get the approximate solution of (5) let’s proceed to it’s discrete analogue.
Let’s divide the loading process [0, T ] into l intervals (t 0 , t1 ), (t1 , t 2 ) , …, (t l −1 , tl ) .
The assumed contact area Ω is covered with grid which consists of N similar quadric
elements Ω i ( i = 1, N ) with sides parallel to Ox , Oy axes. The normal contact pressure
pi (t m ) and also the corresponding elastic displacements on every boundary element
Ω i in time t m are constant within the element and equal to values in ( xi , yi ) - Ω i
elements center.
Based on the discretization made and taking into the account that the normal
problem solution under continuous loading doesn’t depend on loading history, for
contact pressure definition in time t m we arrive to the next system of equations :
pi (t m ) = h(γ i (t m )) ,
N
γ i (t m ) = pi (t m ) − Ei ( ∑ ai ,k pk (t m ) + g i (t m )) ,
k =1
(7)
g i (t m ) = f ( xi , yi ) − ∆ z (t m ) ,
where: i = 1, N , m = 1, l , Ei > 0 , a kd are the coefficients of flexibility matrix, defined
according to A kernel formulas. If i = j and quadric boundary element Ω i with side
h:
ai ,i = 4c1 ln(1 + 2 )
If i ≠ j then the distributed load on element Ω i is replaced with resultant force
acting on the element’s center:
cω
ai , j = 1 ,
ρ ij
82
Alexander Golubenko, Alexander Kostyukevich, Ilya Tsyganovskiy, Vladimir Nozhenko
1− v2
.
πE
For solving the system of equation (7) we can apply nonlinear analogue of Seidel
method for linear equations system. Let’s assume that on ( m − 1 ) step the contact
pressures are known and equal to pk (t m −1 ) , (k = 1, N ) , and Ei = 1 / ai ,i ( i = 1, N ), then
where: i, j = 1, N , w = mes(Ω i ) , ρ ij = ( xi − x j ) 2 + ( yi − y j ) 2 , c1 = 2
on m step contact pressures pk (t m ) can be found using the following iterative process:
pin +1 (t m ) = h(γ in +1 (t m ))
N
i −1
∑ ai ,k p kn +1 (t m ) + ∑ ai , k p kn (t m ) + g i (t m )
k = i +1
k =1
g i (t m ) = f ( xi , yi ) − ∆ z (t m )
As a criterion of stopping the iteration process on each load step is suitable to use
rms difference
γ in +1 = −
1
ai , i
1 N n +1
∑ ( pk (t m ) − pkn (t m )) ≤ ε
N k =1
The given algorithm of solving the normal contact problem was realized as a
software in C++ Buider 6.0 programming environment.
For a numerical simulation the wheel S1002 and rail UIC60 profiles from
Manchester Contact Benchmark were used. Those profiles are depicted on fig.2. The
other inputs are: Wheel rolling radius=460 mm, Gauge width=1435 mm, Flange-back
spacing=1360, Vertical load=100 kN, Young’s modulus E = 2.1×1011 Па, Poisson
ratio ν =0.28.
Fig. 2. Wheel and rail profiles [Iwnicki 2006]
The initial contact points locations were defined using algorithm introduced in
[Kostyukevich 1991].
The simulation results are shown on fig.3. The wheel and rail profiles without
rail bending are drawn with a solid green line, and the one with rail bending with a
dashed gray line.. It must be admitted that the changing in position of wheel profile is
connected with the lateral rolling motion of the wheelset. The points of initial contact
with and without bending are marked with maroon circles.
As it can be seen from the figure, a rail bending has a significant impact upon the
size and a shape of a contact patch. In Case 1 (without rail bending) the maximum
THE INFLUENCE OF A RAIL LATERAL BENDING ON THE STRESS-STRAIN STATE
83
pressure is 1175 MPa, the contact patch area - 185 mm2. In Case 2 (with rail bending)
the maximum pressure is 1330 MPa, , the contact patch area - 127 mm2. Hence, the
difference between the contact patches’ area exceeds 30%.
Fig.3. The normal problem solution results (1 –without rail bending, 2 – with one)
CONCLUSIONS
The mathematical model of normal contact between the wheel and the rail is
developed. It is shown that the solution of the normal contact problem without rail
lateral bending may lead to significant (over 30%) errors in contact area detection.
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profiles using the finite element method. Journal of Rail and Rapid Transit, Proc. Instn.
Mech. Engrs., 215, Part F.
Yazykov V.N., Pogorelov D.Yu., Mikhalchenko G.S., 2004.: Railway Vehicle Simulation
Using Non-Elliptical Wheel-Rail Contact Model. XXI International Congress of Theoretical
and Applied Mechanics (ICTAM), Warsaw, Poland
Zhao X., Li Z., Dollevoet R., 2009.: Solution of The Wheel – Rail Rolling Contact in
Elasticity and Elasto-Plasticity Using a Transient Finite Element Model. 8th Intern. Conf. on
Contact Mech. And Wear of Rail/Wheel Systems, Firenze, Italy.
www.ansys.com
ВЛИЯНИЕ БОКОВОГО ОТЖАТИЯ РЕЛЬСА НА НАПРЯЖЕННО –
ДЕФОРМИРОВАННОЕ СОСТОЯНИЕ В КОНТАКТЕ «КОЛЕСО - РЕЛЬС»
Александр Голубенко, Александр Костюкевич,
Илья Цыгановский, Владимир Ноженко
Аннотация. Целью данной статьи являтся оценка бокового отжатия рельса на процесс взаимодействия
колеса с рельсом. Сначала боковое отжатие рельса моделируется с помощью метода конечных
элементов, а затем решается нормальная контактная задача с учетом полученных результатов и без;
приведены результаты численного моделирования.
Ключевые слова: боковое отжатие рельса, контакт «колесо - рельс», нормальная задача
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 85-91
BIOMASS STANDARDIZATION AS A BASE
FOR ITS SUFFICIENT USE
Anna Golubenko, Nataliya Tsyvenkova,
Oleksandr Mulyar, Oleksandr Romanushun
Zhytomyr National Agroecological University
Summary. The article provides technical and economic characteristic of terms and methods that ensure
higher economic and ecological sufficiency of usage of different types of local fuel on the grounds of
biomass. It also determines the proficiency of fuel gasification on the grounds of biomasses for power that
allows creating terms for their complex standardization.
Key words: biomass, standardization, gasification, gas-generator.
INTRODUCTION
There are three Laws adopted in the field of renewable energy in Ukraine, 42
National Standards are approved, seven National Programs are on. Biomass is the fourth
world significant fuel covering 1250 mln. of tons of equivalent fuel totaling 15 % of
primary sources in the world (up to 45 % in developing countries). According to the
forecasts of World Energy Council [1] the part of biomass will total from 350 to 800
mln. of tons of equivalent fuel, or 42-46% of total excavating fuels until 2020 р. This
proves the formation of powerful world market of fuel biomass.
Energy Equipment that works on the biofuel has certain requirements to fuel, the
adhering of which determines it energy sufficiency, durability and technical and
economic indexes. That is why the main issue on the Ukrainian energy resources market
is to provide status of standardized energy resource to biomass.
OBJECTS AND PROBLEMS
Vegetable wastes are various according the nature structure and technological
waste structure in the end of processing or processing primary raw material. As a result
we have different physical and chemical peculiarities of wastes for fuel that depend on
the terms of growth, processing technology, climate and soil. However, the most
86
Anna Golubenko, Nataliya Tsyvenkova, Oleksandr Mulyar, Oleksandr Romanushun
important characteristics from the point of view of usage of them as energy resources
(combustion heat of unit, chemical composition) are very close [2].
The classification of vegetable wastes according to its form and size of fuel part
allows not only to research the diversity of wastes in Ukraine it is also useful for
studying their characteristics and for choosing preparation technology and usage.
The base of the suggested classification of vegetable waste (seven classes are
reviewed) is their main biological feature that determines natural form of plant or the
one that we get as a result of gathering and primary processing. The classification of
solid biofuels starts with determining origin which can be subdivided into following
groups: biofuels on the base of wooden wastes, biofuels on the base of grass wastes,
biofuels on the base of secondary biomass. The characteristics of classes of vegetable
wastes were determined by the next physical features: stem, grain of two size classes,
leaf, and characteristics of wooden waste – by the solidity of wood species.
Each class affiliates with subclasses that combine wastes with more individual
structure peculiarities, and, finally, the subgroup is subdivided into separate groups of
vegetable wastes groups with sole physical characteristics.
Additional opportunity of classification of vegetable fuel is according to its
improvement. Not-improved fuel is the one when produced the raw material is not
chapped or packed with any change of mechanic peculiarities. Such type of fuel
includes traditional wood, chock, chips, pressed wooden wastes, wood processing
wastes (saws, chips). Accordingly, the improved include fuels the mechanical
peculiarities change in the preparation stage (for instance, pellets or cakes).
Wooden fuel biomass is subdivided into the one from forest trees, energetic trees
and secondary use (disposed wastes).
Fuel biomass is represented by the varity of physical forms that specify the
diversity of it processing to fuel technologies [3].
The chemical composition of biomass (represented in dry, ash-free condition)
more finished by its composition than in other solid fuels. The main characteristics of
fuel that specify the possibility and appropriateness of its gasification are: mechanical
possibility, ash content, composition of organic mass, heat production. The heat
production can be determined for the dry-and-ash-free fuel on operational fuel. The heat
production of dry-and-ash-free fuel is determined by the amount of heat that is released
by the dry-and-ash-free components. Besides them, the duel contains metal – mineral
mixtures (ash) and water that decrease heat productivity of fuel when combusting it.
The heating effect when combusting or gasification of 1 kg of fuel is determined by the
composition of dry-and-ash-free mass and the amount of metal in fuel, in other words
by the composition of operating fuel.
The quality estimation of gas generated fuel according to high level of heat
g
production on dry-and-ash-free mass ( Qv ) does not give anything distorting its quality.
p
Instead we should use low heat production of operating fuel ( Qn ) that migh total up to
g
50% of Qv .
The less metal the fuel contains the better fuel characteristics and higher
caloricity.
BIOMASS STANDARDIZATION AS a BASE FOR ITS SUFFICIENT USE
Qnp
Formula
Qvg
87
(operation heat production of fuel coefficient) inverted
proportionally to content of metal in fuel — ash and moisture:
Qnp
η = g ⋅100 %.
Qv
m
p
(1)
This coefficient allows giving total estimation of fuel quality according to its heat
production in metal content. The decrease of metal content in fuel increases its quality
that is why it is a significant qualification feature.
In order to create reasonable terms for carrying out gasification process the fuel
shall have certain minimal moisture content. The decrease of moisture to below set one
might affect gasification process and quality of generated gas. It is important to define
best definition of
η mр , which might serve as general criteria for different types of solid
fuels. Furthermore, different sources consider different meaning of biomass moisture.
Thereby some scientists estimate moisture according to the factual biomass weight (2),
others according to their dry weight (3).
MCW =
M −C
,
М
(2)
MCW =
M −C
,
С
(3)
where: М is factual weight; С is dry weight.
On the grounds of gasification practice and theoretical generalization in this field
we know [7] that the best content of weight W
p
and minimum possible content of ash
p
A for different types of fuel that varies within figures stated in table 1. Those values
define the best level
η mр
for different typrs of fuel.
Comparing the obtained values
η mр
with the fuel characteristics in the view of
their gasification it is easy to determine their correspondence.
The calculation give the opportunity to divide the listed above fuels according to
their heat production qualities into four groups (table 2).
The estimation of fuels by their heat production cannot be limited by the stated
above calculations. We should define the fuel consumption in kilograms and Joule per 1
kW of output power. When researching we obtained data for different types of fuel and
equipment of different power, the equivalents of solid fuels to petroleum – standardized
fuel that can serve as ethanol.
In order to estimate the quality of fuels when using them in gas generating
installments of transport type it is important to know the amount of heat which is
released by the volume unit of fuel (for instance, 1 l or 1 м3), because the amount of fuel
that can be processed in gas generator is define by the volume of tank, while the
calculation set forth the loaded fuel mass.
88
Anna Golubenko, Nataliya Tsyvenkova, Oleksandr Mulyar, Oleksandr Romanushun
Table 1. The best content of moisture and minimally possible content of ash
for different types of fuel
Content, %
Best value,
η mр
Type of gas generated fuel
A
1
2
3
4
Birch chops
0,7
18
71,0
Birch coal
0,9
10
89,0
Top peat
4,0
30
59,5
Peat briquettes
5,0
15
78,4
Peat charred coal
6,0
8
84,1
Brown coal
5,0
18
57,9
Blind coal
3,0
6
82,1
Semi charred coal
4,0
8
86,2
Wooden coal briquettes
2,0
6
90,0
Briquettes from agriculture wastes
5,0
12
76,5
Soft species pellets
0,5
10
83,8
Solid species pellets
0,4
8
84,3
p
W
p
Table 2. The classification of fuels by their heat production characteristics
Fuel Group
Value η р
Fuel Quality
1
2
3
m
I
More than 90
Excellent
II
From 85 to 90
High
III
From 80 to 85
Good
IV
From 65 to 80
Satisfactory
V
Less than 65
Undervalued
Therefore the heat production of fuel shall be defined by:
Qk ⋅ q
= Ql ,
1000
where:
Qk — is heat production of 1 kg of fuel, Joule,
q — volumetric (loading) weight of 1 м3 fuel,
(4)
BIOMASS STANDARDIZATION AS a BASE FOR ITS SUFFICIENT USE
89
Ql — heat production 1 l of fuel, Joule.
Ql
gives the value of unit density of fuel that can be
The correlation of
Qk
expressed through the coefficient of heat density i:
i=
Ql
⋅ 100.
Qk
(5)
This coefficient allows estimating heat production of fuel including such
significant index as a loading weight. The fuel characteristics give comparative
estimation by the most important index – heat production including ash content,
moisture and volumetric weight.
However, the decisive indexes of fuel quality used fir gas generating installments
is the quality of generating gas, amount of gas that we ibtain from unit volume of fuel,
heat production. Those indexes varies for different types of fuels depending on their
content. The content of metal in fuel chops the heat of its burning, as a result of
correspondent decrease of amount of dry-and-ash-free mass. That is why, the fuels with
the constant content of dry-and-ash-free mass and with little of ash content, the burning
heat is defined by the moisture content. Except carbon and hydrogen the dry-and-ashfree mass contains nitrogen gas and oxygen. Each percent of nitrogen gas decrease heat
when burning up to 1 %. The amount of nitrogen gas in dry-and-ash-free mass is
miserable (less than 1 %) therefore it affects a little on heat burning of fuel biomass.
Each percent of chemically connected oxygen that contains in dry-and-ash-free
mass additionally decreases burning heat up to 110 kJ/kg.
In order to conduct comparative estimation of fuels we need to consider physical
and chemical features necessary for ensuring perseverance of gasification process. They
include: 1) reactivity; 2) volatile matters content; 3) the nature of charred coal remains;
4) mechanical strength; 5) lightness of gasification; 6) transportability.
There is no final index of gasification index and solidly of solid fuel on the
grounds of biomass. It is very difficult to obtain due to the amount of factors that define
this index. In order to ease classification and unification of fuels we need to implement
index in the form of scale of using easiness of fuel for gasification in gas generating
installments. The project of classification in gas generating fuels by their sufficiency to
use is represented in table 3. This peculiarity is better to standardize.
It is clear that each solid fuel requires special terms regarding to the construction
of gas generator. The experience of different types of solid duels showed that they can
be divided into five big groups that define the choice of gas generator construction. The
unification of construction of gas generator that based on standardization of output gas
generating fuels, simplifies the issue of their use and manufacture, which, in its turn
allows decreasing their price. The possibility of gasification of various types of fuels in
generator of one type extends the use in different regions of Ukraine.
90
Anna Golubenko, Nataliya Tsyvenkova, Oleksandr Mulyar, Oleksandr Romanushun
Table 3. The classification of gas generating fuels by the sufficiency to use
Class of use
for
gasification
1
I
II
III
IV
V
VI
Description
Type of fuel
2
3
No difficulty. Can be used without preparative
operations. Possibility of automated fuel Wooden pellets.
feeding.
Wooden coal (when correlation to
No difficulty. Can be used with preparative
its sizes of technical requirements),
operations.
wooden briquettes.
Previous fuel processing is necessary (drying,
Wooden chops, wooden coal.
chopping).
Upfront selection, processing or enrichment of
Peat, peat briquette, brown coal,
fuel is necessary and also additional work when
semi charred coal of coal, peat
operating gas generator (clearing ash-bin,
coal.
stoking fuel, etc.).
The use of fuel is possible only after
complicated processing (briquetting, thermal Brown coal and peat with increased
processing, etc.) or special selection of species. ash content, coal (increased
When operating there might be difficulties to quality), anthracite, coal. Straw in
ensure normal work of gas generating briquettes.
installment.
Using fuel within Trading and Tariffs
Agreement by physical and chemical
Coal.
peculiarities is difficult and not reasonable
economic wise.
CONCLUSIONS
The combination of experiment and theory is natural for gasification in transport
gas generators in contemporary machinery building field. This is conditioned by the
deficit of technical information and research results. Due to these facts we provided the
extended analysis of perspective of standardization of solid fuels on the base of biomass
in order to substitute excavating fuels is of significant value.
The adoption of standards for biofuel will create conditions for setting market of
fuel biomass, the need for which initiates creation of energetic plantations in woodless
regions of Ukraine, creating of which has a significant social and economic aspect –
will give an opportunity to open labor vacancies and increase the living level of people.
The standardized energy resource status will create conditions for vigorous
development of energy market in Ukraine and ensure stable characteristics of equipment
that works on fuel biomass.
BIOMASS STANDARDIZATION AS a BASE FOR ITS SUFFICIENT USE
91
REFERENCES
1. Hall D.O., House J. 1993.: Biomass as a Modern Fuel. Environmental Impacts of
Bioenergy//IEA Bioenergy Agreement Seminar.- Shekkersten.: Denmark, September.- P. 81114.
2. Kaupp A. 1999. State of the Art for Small Scale Gas-Producer Engine Systems. - P. 129-130.
3. Reed T.B., Das A. 2002:. Handbook of Biomass Downdraft Gasifier Engine Systems//The
Biomass Energy Foundation Press. - Colorado.: Golden - P. 2.
СТАНДАРТИЗАЦИЯ БИОМАССЫ, КАК ОСНОВА
ЕЕ ЭФФЕКТИВНОГО ИСПОЛЬЗОВАНИЯ
Анна Голубенко, Наталья Цивенкова, Александр Муляр, Александр Романишин
Аннотация. В статье представлена технико-экономическая характеристика условий и методов,
обеспечивающих наивысшую экономико-экологическую эффективность использования различных
видов местного топлива на основе биомассы. Определяется рентабельность использования твердых
топлив на основе биомассы в силовых целях, что создает предпосылки для их комплексной
стандартизации.
Ключевые слова: биомасса, стандартизация, газификация, газогенератор.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 92-98
INFLUENCE OF OPERATONAL FACTORS ON REDISTRIBUTION
OF WHEEL PAIRS VERTICAL LOADS UPON RAILS
Nikolai Gorbunov, Alexander Kostyukevich,
Kateryna Kravchenko, Maxim Kovtanets
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The article investigates the problem of load redistribution of wheel pairs upon rails in mode of
traction forces realization. Dependences revealing influence of operational factors on engagement weight
utilization factor have been obtained on the basis of experiment planning theory. The solution on regulation
of additional loading device effort in operation taking into account obtained dependences has been proposed.
Key words: engagement weight utilization factor (EWUF), experiment planning theory, traction qualities,
redistribution of vertical loads of wheel pairs upon rails, correlation.
INTRODUCTION
Achievement of high traction qualities at design and operation of modern
locomotive is an actual task. Redistribution of wheel pairs static loads upon rails in
operation is the main reason of locomotive traction qualities degradation, their
accelerated wear, increased influence upon rail road and as a result leads to decrease of
rail road transporting and carrying capacity and rail road derangement.
While designing a locomotive, static loads of wheel pairs static loads upon rails
are supposed to be equal [Konyaev A.N., Spiryagin I.K., 1971]. In reality, they have
certain deviations from calculated values [Gorbunov N.I., Kravchenko K.A., Popov
S.V., 2009]. It is connected with different design and operational factors analysis of
which is presented in scientific papers of Golubenko A.L. [Golubenko A.L.., 1986],
Gorbunov N.I. [Gorbunov N.I., 1987], Konyaev A.N. [Konyaev A.N., 1972] and other
authors [Gorobchenko O.M., 2007, Ivanov V.N., Belyaev, A.I., Oganyan E.S., 1979,
Tasang E.N., Yakovenko V.V., Saffron E.N., 2000, Gorbunov N.I. Kashur A.L., Popov
S.V., Kravchenko K.A., Fesenko A.I., 2008, Kravchenko K.A., 2010, Gorbunov N.,
Kostyukevich A., Kravchenko K.А., 2010].
The aim of the given scientific paper is estimation of operational factors
influence on locomotive traction qualities. It is generally accepted that engagement
weight utilization factor may be effectively used as an estimation criterion [Yevstratov
INFLUENCE OF OPERATONAL FACTORS ON REDISTRIBUTION OF WHEEL PAIRS
93
A.S. 1987, Lions N.V., 1979, Biryukov I.V., Savoskin A.N., Burchak G.P., 1992,
Minov D.K., 1965]. Results of mathematical simulation and experiment planning theory
have been used in providing such estimation.
MAIN MATERIAL AND RESULTS OF INVESTIGATION
Method of experiment planning theory allows to decrease a number of
experiments substantially and to obtain mathematical model of process under
investigation, to estimate mutual and independent influence of every factor on the
process of traction force realization. Method of experiment planning provides for the
choice of factors, their levels and intervals of variation, determination of system
response, planning matrix compilation, and obtaining of regression equation
[Evdokimov Y.A., Kolesnokov V.I., Teterin A.I., 1980, Adler Y.P., Makov E.V.,
Granovsky Y.V., 1971, Gorbunov N.I., Kravchenko K.A., Popov S.V., Krysanov M.A.,
Kovtanets M.V., 2009, Kadomskaya K.P., 2002].
As applied to defined problems for carrying out numerical experiment the
following factors been varied: change of the first wheel pair diameter caused by wear;
change of locomotive mass due to consumption of servicing materials stock and change
of wheel pair weight caused by wheel tyres wear; influence of frictional damper in the
first stage of the spring suspending; change of the first and the second stages of the
spring suspending rigidity in the process of operation (tabl. 1).
Calculations have been done for six-axes main-line diesel locomotive 2ТE116
type and four-axes yard diesel locomotive ТEМ103 type.
The second stage of ТEМ103 yard diesel locomotive spring suspending has an
increased rigidity – 45 kН/mm. The results of static simulation proved that rigidity of
such a quantity does not affect engagement weight utilization factor. That is why this
factor has not been investigated for a yard diesel locomotive. Influence analysis of
frictional dampers placed on the first stage of locomotive spring suspending 2ТE116
type, at the expense of spring suspending blocking considerably reduces engagement
weight utilization factor. At designing yard locomotive ТEМ103 rationalization
proposal as to placing hydraulic dampers in the first stage of spring suspending has been
made. That is why blocking of spring suspending by dampers has not been considered at
the stage of numerical experiment planning. Thus a number of factors for the main-line
diesel locomotive 2ТE116 equaled six factors, and four factors for a yard locomotive.
For the 2ТE116 locomotive design a number of pair interrelations equals 15, a
number of triple ones – 20; for ТEМ103 locomotive design – pair – 6, triple – 4.
The solution of the problem i.e. establishment of dependence of maximum
engagement weight utilization factor on factors under investigation has been obtained in
the form of following equation:
у = f ( x1 ,..., xk ),
where: f − response function; x1 , x2 − factors; y = η .
94
Nikolai Gorbunov, Alexander Kostyukevich, Kateryna Kravchenko, Maxim Kovtanets
Table 1. Critical values of variables
Parameter
Locomotive type
ТEМ103
2ТE116
Wheel pair weight, kН
x1max
20,51
x1
19,01
16,23
x1min .
17,5
14,76
x2 max
553,87
863,3
x2
529,25
813,03
x2 min .
504,62
762,75
17,7
Servicing materials weight, kH
Rigidity of the first stage of spring suspending, кНm
2,0
x3 max
2,0
x3
1,9
1,9
x3 min .
1,8
1,8
Rigidity of the second stage of spring suspending, кНm
x4 max
11,0
x4
-
10,4
x4 min .
-
9,8
x5 max
0,525
0,525
x5
0,5215
0,5215
x5 min .
0,518
0,518
x6 max
-
8,0
x6
-
4,0
x6 min .
-
0
Locomotive wheel radius, m
Friction damper rubbing power, кН
Datum point (basic or zero level), around which experimental points symmetric
to zero level are determined, is chosen to make s plan of numerical experiment. Results
of the experiment based on the chosen set of factors allow to make a model used to
determine values in other points of factor space.
The search of a mathematical model starts with the consideration of possible
states of the system under investigation.
Regress equations have been obtained in the result of mathematical simulation all
calculations being done using the computer program “Planning experiment for rail-road
transport” (certificate № 31722 от 21.01.2010) developed by the authors of the article
[Gorbunov N.І., Kravchenko K.O., Krisanov M.A., 2010].
INFLUENCE OF OPERATONAL FACTORS ON REDISTRIBUTION OF WHEEL PAIRS
95
Value EWUF in the centre of the plan for 2ТE116 equals 0,79875, estimation of
regress equation absolute term – 0,79875. Values of EWUF in the centre of the plan for
ТEМ103 – 0,86075 , estimation of an absolute term – 0,86075 .
Regress equation of engagement weight utilization factor 2ТE116 locomotive
depending on operation factors in a encode form may be presented as:
η = 0,79875 x0 + 0,005937 x1 + 0,009125 x2 − 0,00281x3 + 0,002437 x4 −
+ 0,0115 х5 + 0,008187 х6 − 0,0001875 x1 x2 + 0,0001875 x2 x3 +
(1)
− 0,0005 x 2 x5 + 0,000125 x1 x5 х6 .
Final regress equation in natural coordinate system is:
η = −2,514 + 0,0188m wp + 0,00164 m sm − 0,00585GI + 0,0041GII +
+ 5,99 R + 0,0533 F fr − 0.00000254 m wp m sm − 0,0243m wp R +
+ 0,00136 m wp F fr + 0,000037 m sm GI +
(2)
− 0,00285m sm R − 0,0985 RF fr + 0,006 m sm RF fr ,
where: m wp − the first wheel pair weight; m sm − servicing materials weight; GI −
rigidity of the first stage of spring suspending; GII − rigidity of the second stage of
spring suspending; R − locomotive wheel radius, F fr − friction damper rubbing power.
Regress equation of engagement weight utilization factor ТEМ103 locomotive
dependence on operation factors in an encode form may be presented as:
η = 0,86075 x0 + 0,0055 x1 + 0,004 x2 + 0,00025 x3 − 0,0005 x4 − 0,00025 x1 x2 +
+ 0,00025 x1 x 2 x3 .
(3)
Final equation for ТEМ103 locomotive is:
η = −0,582 + 0,075m wp + 0,0027 m sm + 0,681GI − 0,143R − 0.000135m wp m sm +
+ 0.0357 m wp GI − 0.00128m sm GI + 0.0000675m wp m sm GI .
(4)
Obtained regress equations (2) and (4) allow to estimate influence of locomotive
variable in operation factors on EWUF.
Total negative effect resulting from functioning of all factors for the main-line
diesel locomotive 2ТE116 equaled to 8,5 %, for the yard diesel locomotive ТEМ103 2,4 %. Influence degree for each of the factors on final parameter (EWUF) has been
determined using pair correlations (τху) [Pozhidaev V.F., 2006]. Calculations results are
presented in the diagram (fig. 1), the calculations show that the most negative influence
on the locomotive ТEМ103 produces pair action of wheel pair weight change and body
weight change resulting from servicing materials, for 2ТE116 locomotive – bending
diameter change along the rolling circle taking into account wheel pair wear.
96
Nikolai Gorbunov, Alexander Kostyukevich, Kateryna Kravchenko, Maxim Kovtanets
m wp *m sm *GІ
τ = 0.17
6%
m wp
τ = 0.81
30%
m wp *m sm
τ = 0.99
38%
R
τ = 0.07
3%
GI
τ = 0.04
1%
m sm
τ = 0.59
22%
а
F fr
τ = 0.45
11%
m sm *R
τ = 0.57
14%
m sm *GI
τ = 0.28
7%
R
τ = 0.63
15%
GІІ
GІ
τ = 0.13
3% τ = -0.15
4%
m wp *m sm
τ = 0.55
14%
m wp *R*F fr
τ = 0.48
12%
m sm
τ = 0.5
12%
m wp
τ = 0.32
8%
b
Fig. 1. Influence of operational factors on locomotive traction qualities:
а – ТEМ103; b – 2ТE116
CONCLUSIONS
Redistribution of vertical loads of wheel pairs upon rails produces negative effect
on locomotive traction qualities. Supposition that static loads of wheel pairs upon rails
INFLUENCE OF OPERATONAL FACTORS ON REDISTRIBUTION OF WHEEL PAIRS
97
are the same is not true. Calculated values have deviations from calculated ones which
is connected with different construction and operation factors. Conducted investigations
resulted in compiling analytical EWUF dependences on operation factors. It was stated
that total effect of operation factors, locomotive EWUF 2ТE116 type has been reduced
by 8,5%, locomotive ТEМ103 type – by 2,4%.
Incompatibility of engagement weight utilization factor to normative demands
may be compensated by setting additional loading device between body and bogie, their
description and operation have been presented in authors’ patents [Gorbunov M.І.,
Kashura O.L., Kravchenko K.O., Popov S.V., Kovtanets M.V. Golembievsky K.V.,
2008, Gorbunov N.І., Kravchenko K.O., Popov S.V., Fesenko A.І., Grishchenko S.G.,
Nesterenko V.І., Lewandowski V.O., 2009, Gorbunov N.І., Kashura A.L., Kravchenko
K.A., Popov S.V., Dogadin V.A., Bogopolskii E.M.,Osenin J.J., 2009]. Effectiveness of
the given solution is confirmed by engagement weight utilization factor by 6,8%. As
vertical loads of wheel pairs upon rails are changed in operation, additional loading
device effort should change within the 2% limit for locomotives ТEМ103 type and
within the 6% – limit for locomotives 2ТE116 type.
REFERENCES
1. Konyaev A.N., Spiryagin I.K., 1971.: Ways of locomotive 2ТE10Л traction qualities
perfection compilation « Locomotive building», V. 3, P. 19 – 24.
2. Gorbunov N.I., Kravchenko K.A., Popov S.V., 2009.: Results of yard diesel locomotive
traction qualities
investigations; Problems and perspectives of transport complex
development: education, science, production: works of international scientific and practical
conference. – Rostov-na-Donu, P. 42 – 43.
3. Golubenko A.L.., 1986.: Perfection of locomotive traction qualities by improving underframe
mechanical units, affecting the wheel-rail engagement: dis. … d. t. s.: 05.22.07. – М., 588 p.
4. Gorbunov N.I., 1987.: Increase of locomotive traction qualities by means of bogies elastic
contact perfection: dis. … k. t. s.: 05.22.07 – Vorochilovgrad, 269 p.
5. Konyaev A.N., 1972.: Investigations on high-power sectional locomotives traction qualities
and efficiency aimed at their perfection: synopsis dis. … k. t. s.: 05.22.07. – М., 29 p.
6. Gorobchenko O.M., 2007.: Improvement of locomotive traction characteristics by means of
weight engagement utilization factor increase: synopsis dis. … k. t. s.: 05.22.07. – Kharkiv,
17 p.
7. Ivanov V.N., Belyaev, A.I., Oganyan E.S., 1979.: Increase of locomotive engagement weight
utilization factor; Newsletter VNIIZT.– N 7., P. 13 – 17.
8. Tasang E.N., Yakovenko V.V., Saffron E.N., 2000.: Locomotive traction-engagement
qualities; Newsletter SDU. Scientific Journal. – Lugansk: SDU. – №7(29), P. 36 – 39.
9. Gorbunov N.I. Kashur A.L., Popov S.V., Kravchenko K.A., Fesenko A.I., 2008.: Ways to
solve problems of locomotive traction qualities increase; International Information Science
and Technology Journal "Lokomotivinform" , №5., P. 8 – 11.
10. Kravchenko K.A., 2010.: Justification of locomotive traction qualities increase reserves and
their realization controlling the sliding in the wheel-rail system: synopsis dis. … k. t. s.:
05.22.07. – Lugansk, 24 p.
11. Gorbunov N., Kostyukevich A., Kravchenko K., 2010.: Еfficiency function for evaluation of
the locomotive traction and adhesion qualities. ТЕКА Commission of Motorization and
Power Industry in Agriculture V. X, p. 80 - 86.
12.
Yevstratov A.S. 1987.: Underframe locomotive parts; М.: Engineering., 136 p.
98
Nikolai Gorbunov, Alexander Kostyukevich, Kateryna Kravchenko, Maxim Kovtanets
13. Lions N.V., 1979.: Influence of some parameters of EПС mechanical part on traction power
realization: dis. … k. t. s.: 05.22.07. – М., 154 p.
14. Biryukov I.V., Savoskin A.N., Burchak G.P., 1992.: Mechanical part of traction rolling stock:
Textbook for high schools Railway transp. – М. Transportation, 440 p.
15. Minov D.K., 1965.: Increase of electric locomotives and diesel locomotives with electric
transmission traction qualities. – М.: Transportation., 26 p.
16. Evdokimov Y.A., Kolesnokov V.I., Teterin A.I., 1980.: Planninhg and analysis of
experiments when solving friction and wear problems; М.: Science., 228 p.
17. Adler Y.P., Makov E.V., Granovsky Y.V., 1971.: Planning of experiment when searching
optimal conditions. – М.: Publishing Science., 283 p.
18. Gorbunov N.I., Kravchenko K.A., Popov S.V., Krysanov M.A., Kovtanets M.V., Fesenko
A.I., 2009.: Forecasting of locomotive traction and braking qualities. Visnik of the
Volodymyr Dal East Ukrainian National University. – Lugansk: ENU of the V. Dal. –
№11(141)., P. 159 – 163.
19. Kadomskaya K.P., 2002.: Methods of experimental data processing and planning of
experiment; Tutorial. – Novosibirsk: publish. NSТU. – 72 p.
20. Gorbunov N.І., Kravchenko K.O., Krisanov M.A., 2010.: Certificate on registration of author
copyright on the work №31722. Computer program “planning of experiment for railroad
transport”. – registration date 21.01.2010.
21. Pozhidaev V.F., 2006.: Theory of probabilities, mathematical statistics, random processes and
elements of information theory: – Lugansk: ENU of the V. Dal., 408 p.
22. Gorbunov M.І., Kashura O.L., Kravchenko K.O., Popov S.V., Kovtanets M.V. Golembievsky
K.V., 2008.: Declaration patent on the useful model № 37890, kl. B61C 15/00. Truck engine
– 10.12.2008, Newsletter № 23.
23. Gorbunov N.І., Kravchenko K.O., Popov S.V., Fesenko A.І., Grishchenko S.G., Nesterenko
V.І., Lewandowski V.O., 2009.: Declaration patent on the useful model № 41434, kl. B61C
15/00. Add to the load device – 25.05.2009, Newsletter № 10.
24. Gorbunov N.І., Kashura A.L., Kravchenko K.A., Popov S.V., Dogadin V.A., Bogopolskii
E.M.,Osenin J.J., 2009.: Patent of Ukraine №87915, кл. B61C 15/00. Additional loading
device –25.08.2009, Newsletter № 16.
ВЛИЯНИЕ ЕКСПЛУАТАЦИОННЫХ ФАКТОРОВ НА ПЕРЕРАСПРЕДЕЛЕНИЕ
ВЕРТИКАЛЬНЫХ НАГРУЗОК ОТ КОЛЕСНЫХ ПАР НА РЕЛЬСЫ
Николай Горбунов, Александр Костюкевич,
Екатерина Кравченко, Максим Ковтанец
Аннотация. В статье рассмотрен вопрос перераспределения нагрузок от колесных пар на рельсы в
режиме реализации тяговых усилий. На основе использования теория планирования эксперимента
получены зависимости, показывающие влияние эксплуатационных факторов на коэффициент
использования сцепного веса. Предложено решение по регулированию усилия догружающего
устройства в процессе эксплуатации с учетом полученных зависимостей.
Ключевые слова: коэффициент использования сцепного веса, теория планирования эксперимента,
тяговые качества, перераспределение вертикальных нагрузок от колесных пар на рельсы, корреляция.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 99-106
ALTERNATIVE FUELS FOR TRANSPORT
Larisa Gubacheva, Alexander Andreev, Daria Shevchenko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The review of automotive gas generators to produce generator gas for internal combustion engines
is made. the properties of different types of gas-producing fuels and their comparative analysis are considered.
The indicative equivalent of different kinds of fuel mass to gasoline and diesel fuel, and analysis of prices of
major fuels is shown. A comparative environmental analysis of various types of fuels is conducted. The main
parameters of the gasification process, depending on the type of fuel are calculated. The comparative analysis
of standards on pellet fuel in Germany, Austria and Sweden is represented.
Key words: automobile gas generator, biofuel, pellets, gasification options.
INTRODUCTION
In accordance with the National Energy Program of Ukraine up to 2010 the need
for fuel resources will amount to 273 million tones of a.f.\year. Now Ukraine covers its
needs in energy resources at the expense of domestic production less than 50%, while
the rest is imported. In addition, the steady decline in world reserves of fossil fuels and
their constantly growing price makes energy supply of Ukraine one of the most
important national problems. One of the strategic objectives is the efficient use of both
renewable and non-renewable energy resources. [1, 2]
The alternative to hydrocarbon raw materials for the internal combustion engines
operation is the use of transportational gasgenerators, that process the local solid fuel oil
or fossil (wood, peat and brown coals), as well as derivatives of these fuels (wastes of
timber and wood, plants biomass, mixture of coal fines (upto 25mm) and coal dust, in
ratio 1:2, peat bricks, semi). [Geletukha 1998, Samylin 2005]
OBJECTS AND PROBLEMS
Produced at present, automotive gasifiers, do not require any major alterations in
the car are set: on the trailer - towing gas generator as «Imbert» company VOLVO,
company «Attik» Ukraine; inside the body of trucks - gasification truck, Framce;
between body and cab - УГК-150 with the size of the gas generator, diameter 600 mm,
100
Larisa Gubacheva, Alexander Andreev, Daria Shevchenko
height 1800 mm, total weight - 300 kg, which uses waste wood as fuel for engines for
ZIL and GAZ - upto LAZ and LuAZ, Ltd. «Nasha Energia», Ukraine, Group of
Companies "Adaptika", Russia; on the the cockpit - a tractor with the gas generator as
"Imbert" France [ Samylin 2005]
A disadvantage of known automobile gas generators is, that they reduce the
effective area of the vehicle or require the use of trailer.
To increase the effective volume and area of gas generator truck body seems
appropriate to create new automated gas-motor vehicles, that would have minimum
dimensions for height in order to install them under the car body.
One of the variants of solutions to this problem is the separation of the reaction
and bunker zone gasifier. To implement such separation it is necessary to choose the
form of solid fuel.
The aim of this work is to choose the solid fuel for automated gas-producing
installations, that are used for industrial vehicles, minimised in height and weight.
The fuel for gas-producer vehicles, must have: a certain size pieces; specific
humidity, lowest ash content and ash melting, which should not exceed the established
limits; a certain amount of volatile; high reactivity capacity; sufficient mechanical
strength or abrasion, that the fuel couldn’t be scattered during transportation, storage
and gasification in the gasifier; high specific heat value; low cost. The last figures
determine the profitability of a particular type of fuel, and other parameters affect the
flexibility and stability of the process of gasification gas generator vechicle, reliability
of gas generators, frequency of reloading. According to indicators, fuel is divided into
classes: 1 - fuel of good quality, 2 – fuel quality is quite satisfactory, 3 – fuel of
satisfactory quality. Characteristics of gas-producing fuels are presented in Table.1 [19,
Ovsyanko 2007, Fomin 2005, Yudushkin 1955, Obemberger 1998, Shchadov 2007].
0,4 -1
Pellets with
low crust (first
grade)
<∅8
l 0,5-30
<
0,7
57%
1
Industrial
pellets the
content of the
crust over 0,71,5%
Semi
Anthracite
2
3
8-12
∅ 8-12
l 0,5-30
57%
10-40
6-13
9
8-11
3-8,5 7-10
Abradability, %
Calorific value of bulk
volume, MJ / kg
220 - 360 10,3
-
600
18,9
500
18,9
1400
>0,7
9
5-7
Bulk density,
kg / m 3
Sulphur Sc
75 - 80
1,0 1100
1-1,5 1250
400-450 12,2
900-1000 26,9
Not more 1
30х40х60 30
Notmore 1
Waste wood
Volatile Vг
Ash Ае
moisture Wабс
Size pieces, mm
Class
The fuel
Content in % by weight
not more than
The melting point of
ash, С0 not less than
Table 1. Characteristics of gas-producing fuels
ALTERNATIVE FUELS FOR TRANSPORT
101
Dimensions of fuel affect their bulk density and consequently on the volume of
equipment, as well as on the efficiency of passage through the auger feed system for
automated generator sets and attrition. Bulk density - a indicator which is associated
with the cost of pellets transporting and storing. The lower price - more expensive
transportation. Bulk density of pellets depends on the density of fuel pellets and their
diameter. The density – the rate, which affects the efficiency of the furnace, burning
rate, transportation costs, storage. The greatest bulk density is anthracite and then pellets
with low bark. For these fuels is possible to use bunker of smaller volume. For screw
feed system of small diameter the use of anthracite is most effective and then pellets
with low bark. Moreover, Many well-known modern heating plants because of the
construction of supply system, work better with a 6 mm pellet. Equipment manufacturer
specifies the type and diameter of the pellets to be used. The use of pellets of other sizes
is not recommended, as to begin with, automatic system of the boiler is configured for
optimal air flow and pellet diameter of this particular, secondly the use of pellets of
larger size than it is recommended, leads to increase the stress on the mechanics of the
boiler, that can lead to premature failure of the system. With regard to abrasion it is
obviously, it will be the smallest of anthracite, because it has the greatest strength
[Tokarev 1955], and further waste.
Humidity - indicator that affects not only the calorific value, but also on storage
stability, excluding the self-ignition, minimizing losses. This indicator also affects the
gas generator, reducing its efficiency. This is due to the fact that part of the energy in
the gasification of wood goes to evaporating the water contained therein. The smallest
is approximately the same value of moisture content has coal and pellets of different
varieties.
Ash content is a necessary measure, as its content in the fuel leads to a decrease
in the efficiency of gas generators, complicates the application of automation. In the gas
generators the gasification chamber is slaggingIn the case of ash with a low melting
point (fuel of the second and third class) and leads to emissions of particulate matter.
The lowest ash content in fuels is in the fuels of the first, and the highest – of the second
and third class.
Although, that most of the sulfur refers to combustible matter of fuel - it is a
harmful impurity. Resulting during the combustion of sulfur dioxide pollutes the
environment and destroys the metal surfaces of the gas generator, purification systems
for gas and engine. From the above data follows that the most appropriate fuel for the
gasification is the fuel of the first class.
Indicator of volatile substances is used to select the type of gas generator.
Obviously, for fuel made of wood waste gasifier must be applied with a reversed
process, and for other fuels – direct gasification process [Geletukha 1998, Bridgwater
2002]. The reduce of volatile substances in the fuel pellet is connected with the
peculiarities of their manufacture.
The great importance has the economical efficiency of the fuel. Approximate
equivalent of different types of fuel mass (German fuel classification for gas generators)
using (vistapellets.com) data is presented in Table. 2 .
102
Larisa Gubacheva, Alexander Andreev, Daria Shevchenko
Table 2. Approximate equivalence of different types of fuel by mass
Fuel Type
Wood (Holz)
Peat (Torf)
Lignite (Braunkohle)
Charcoal (Holzkohle)
Anthracite (Anthrazit)
Pellets
Amount of solid fuel in kilograms attributable
to one liter of gasoline
To one liter of diesel fuel
2-3
3,2-3,8
2,5-3
4,5 кг
2,5
3,5
1,3
1,2-1,6
1,8-2,2
1,25-1,87
2
The expected price of fuel depends on the size of calculated working calorific
value capacity taking into account the moisture and ash content. This index has a value
in terms of the cost of transporting fuel in large volumes. Recent calculations and
analysis of prices of major fuels show, that the pellets are in many cases superior to
traditional fuels (not only waste wood and coal, and diesel fuel) by the economy of use.
It is necessary to consider not the price of 1 ton of fuel, but the cost of 1 kilowatt of
energy, produced when using this fuel (table. 3) [19].
Table 3. Analysis of prices of major fuels
Fuel Type
Diesel fuel
Coal
Electricity
Waste wood
Pellets
Heating value,
kW•h/ kg
11,63
4,65
2,0
4,8
Efficiency,
%
80
50
95
60
85
Fuel price,
EUR / tonne
250
45
19
90
The cost of heat,
EUR / kW • h
0,027
0,019
0,033
0,016
0,022
When burning pellets the efficiency reaches 85%, which corresponds the use of
gas and liquid fuels. The cost of heat using wood pellets can be reduced with the
increase in combustion efficiency upto 97%, that is achieved by burning pellets in
boilers with burners bulk-type [Geletukha 1998, Obemberger 1998].
In connection with the entry into force the Kyoto Protocol to the UN Framework
Convention Climate Change becomes a legitimate format for JI projects (Article 6 of
the Kyoto Protocol). This means, that when we choose the fuel for automobile producer
gas plants its environmental safety must be taken into account. One of the indicators of
the environmental security is the amount of ash appeared after combustion according
LLC “Resayklers.ru”:
- the burning of brown coal ash produces up to 40% by weight of fuel burned;
- coal combustion – appr. 20%;
- the burning of wood – 0,5-3%.
The obvious advantage when used as fuel wood has. In this case, the ashes from
wood burning can be used as fertilizer, and slag from coal combustion contains heavy
metals and has though weak, but the high radioactivity [Hasler Ph , Jorgensen 1996].
The next indicator of environmental security is the amount of pollutants emitted
into the atmosphere by burning of fuels (Table. 4).
ALTERNATIVE FUELS FOR TRANSPORT
103
Table 4. Emissions of harmful substances during combustion of different fuels
(According to “Promgaz”)
Fuel Type
Particulates (kg/Gkal)
Benzapyrene (kg/Gkal)
Gas
Fuel oil
Lignite
Coal
Peat
Firewood
0,004-0,017
0,2-0,4
0,26-26,0
8,7-12,3
3,8-11,4
8,07
0,057-0,129
0,046-0,69
0,1600,67
0,07-0,44
1,0
1,36-4,95
Heavy metals (10 –6
kg/Gkal)
1,1
0,96-64,0
0,8-3,1
-
Heavy metals – in this case this is the sum of the content of vanadium pentoxide,
arsenic, chromium and mercury in gas emissions.
These data show, that wood fuel is more environmentally friendly, than coal,
with preference, apparently, should be given to the gasification plants.
The calculation of basic parameters of the gasification process, depending on the
type of fuel, presented in Table 1, is presented on the elements in accordance with
procedures [Samylin 2005, Yudushkin 1955, Tokarev 1955] for gasoline 4-stroke
engine UMP-4215.10 (EURO-0) [5, 6] in Table 5. Working volume, 2890 куб. см.
Compression ratio 8.2. The filling ratio of the engine generator gas 0.53. Engine speed
2400 rpm.
Table 5. The main parameters of the gasification
Fuel
Parameter
Waste
wood
Gas output of 1 kg of fuel, m3/kg
Air consumption for the gasification
of 1 kg of fuel, m3/kg
Gas moisture content, kg /m3
Efficiency of the gas generator, %
Air consumption for combustion of
1 m3 of gas generator, m3/m3
Calorific value of gas-air mixture,
kkal/m3
Hourly consumption of solid fuel,
kg / h
The diameter of the gasification
chamber, mm
1,84
Pellet
s
(first
class)
2,579
1,162
Industrial
Pellets
Semi
Anthracite
2,566
4,059
4,299
1,628
1,619
2,557
2,915
0,392
78,7
0,183
83,9
0,184
83,9
0,063
66
0,015
81
1,014
1,129
1,129
0,824
1,138
561,4
591,1
57
591,157
514,77
572,11
27,372
18,48
18,578
13,73
11,038
264,39
183,6
2
184.18
241,76
237.44
Anthracite along with pellet fuel has good performance, but the process of
burning coal can not be automated, gas contains a high content of sulfur compounds,
should be disposed of slag.
104
Larisa Gubacheva, Alexander Andreev, Daria Shevchenko
Based on the drawn analysis, it is obvious, pellet fuel is the best for the creation
of automated gas-producing installations, used for industrial vehicles, with minimum
dimensions for height and weight.
Since the pellets are made from different kinds of raw materials it is necessary to
determine their effect on quality (table 6).
Table 6. Indicators of pellets quality, made of different raw materials according
to the companies "EKOROSS"
Quality indicators
Soft-wood
Density
Bulk density, kg/dm3
Ash content, %
Calorific value, MJ / kg
Abradability
Humidity
The content of SO and SCb in gases of
pellets combustion , %
Homogeneity, the absence of impurities
1,147
526
18,9
0,21
8,5
Feedstocks
Sawdust
Mixture (50% pine
Softand 50%
hardwood
hardwoods)
1,141
1,144
511
520
05
18
18,4
0,2
0,2
8,5
8,3
0
No extraneous
Table 6 should be clear that the quality of pellets, obtained from softwood and
soft-hardwood by pelleting sawdust do not differ from each other. Since the content of
the fuel component (С и Н) in the wood of different species varies slightly (the
softwood contains carbon 50,5 %, hardwood 49,6%, hydrogen is equal -6,2%), the
influence of wood on the calorific value of pellets is not much.
As mentioned above, the cost of pellet fuel is substantially affected by transport
costs, therefore it is not less important to produce it in Ukraine. Pellet market in Ukraine
today is at an early stage of development and according to the results of the company D
& P Consult analysts estimation the annual pellet production in Ukraine in 2008 is
about 190-200 tons (about 90% of it is exported to Europe). Shaped pellets production
in Ukraine today are represented by maximum of 15-18 local companies. The volume of
pellet production in Ukraine since 2007 to 2010 is shown in Fig. 1 (assessment of D &
P Consult).
As seen in Figure, wood pellets occupy about 30-35% of total pellet production
other pellets are made of sunflower husk and other crops. It is impossible to show the
structure of the Ukrainian market of pellets according to product quality (first grade,
industrial). The company D & P Consult explaines this fact as the specific of the
Ukrainian pellet market. A large number of medium and small enterprises make pellets
for their own consumption and often do not pay special attention to the quality and
composition. In Ukraine there are no standards for the quality of the product.
Companies that manufacture wood pellets for European markets follow standards:
•
German Standard DIN 51731/DIN plus, grade 2;
•
Swedish Standard SS 18 7120;
ALTERNATIVE FUELS FOR TRANSPORT
•
•
105
Britisch BioGen/ United Kingdom, the Code of Fair Trade Practices;
Austrian standard ONORM М 7135.
Fig. 1. Volume of pellet production in Ukraine from 2007 to 2010
(evaluation of the company D&P Consult).
CONCLUSIONS
It is established, that for automated gas plants producers for vehicles the first
class pellets, low bark, diameter of 6 mm optimum fuel pellets are the most optimal
choice. The cost of pellets of the first class is up to 2-2,5 times lower than the cost of
gasoline. The use of pellet fuel enables to organize its continuous supply from the
horizontal separately located from the gasifier storage bunker by the screw conveyor to
the zone of fuel gasification. This allows the low-power sets to run on a single load
during the whole day without unsealing the gasifier and install the gas generator under
the body of the truck. The volume of gasification chamber for pellets is correspondingly
smaller than that for other fuels, and so the size of the entire gas generator is reduced as
a whole. With the gasification of the pellets gasifier efficiency is 85%, while using the
bulk-type burners the efficiency of the use of pellets could increase to 97%. The use of
pellets facilitates automation - gasification process is subject to certain physical
conditions (temperature, pressure), that control microprocessors, automation and other
analyzers. Lambda probe and the air sensor, for example, are installed almost in all
modern cars. Pellets are environmentally friendly type of fuel.
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Shchadov V.M., 2007.: Integrated Processing Of Coal And Improving The Efficiency Of
Its Use // М.: STC "Track", p. 292.
Tokarev G.G., 1955.: Vehiclar Gas Producer / G.G. Tokarev / Mashgiz. p. 205.
Technological Aspects Of Biofuel Burning// Alternative Energy,2007,№ 1,p.17-21.
Yudushkin N.G., 1955.: Generating tractors / N.G. Yudushkin / State Scientific And
Technical Publication Engineering Literature, p. 242.
АЛЬТЕРНАТИВНОЕ ТОПЛИВО ДЛЯ ТРАНСПОРТА
Лариса Губачева, Александр Андреев, Дарья Шевченко
Аннотация. Сделан обзор автомобильных газогенераторов с целью получения генераторного газа для
ДВС. Рассмотрены свойства различных видов газогенераторных топлив и проведен их сравнительный
анализ. Представлен ориентировочный эквивалент разных видов топлива по массе к бензину и
дизельному топливу и анализ цен на основные виды топлива. Проведен сравнительный экологический
анализ различных видов топлив. Рассчитаны основные параметры процесса газификации в
зависимости от вида топлива. Представлен сравнительный анализ норм на пеллетное топливо
Германии, Австрии и Швеции.
Ключевые слова: автомобильный газогенератор, биотопливо, пеллеты, параметры газификации.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 107-111
ERROR OF AVERAGE VELOCITY FLOW MEASUREMENT
IN VENTILATION SYSTEM CHANNELS
Elizabeth Gusentsova, Alim Kovalenko, Manolis Pilavov
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. Influence estimation on exactness of measuring average velocity turbulent flow of radius setting
velocity sensor is produced. Analytical dependences, relating the measuring error with the Reynolds number
are got. The expressions for determination radiuses of average velocity in ring cylindrical channel are
established.
Key words: industrial discharges, velocity, Reynolds number, velocity, flow.
INTRODUCTION
One of the most important problem of ventilation systems parameters control of
anthropogenic dangerous objects is determination of harmful discharges total volume. It
is set depending of gas flow volume of stream in ventilation pipes, directly carrying out
the harmful discharges.
Methods and instrumentation of measuring flow rate are various [1, 2], but
aerodynamic method [3] is the most reliable and it obtain the most application. The
flow rate is determined by average velocity value, found on difference between total and
static pressure,
Q = u0 S ,
where: u0 is average velocity; S is cross-sectional area of vent channel.
The velocity sensor is set on the length no less than 20 hydraulic diameters of
channel from entrance [3, 4], in order to have the formed velocity profile in control
section. The flow measurement accuracy also depends on the place of setting sensor on
channel section, as velocity flow is unevenly distributed on channel section. In addition,
velocity distribution depends on the Reynolds number [2, 5, 6], i.e. from the average
velocity or flow rate. And, if for the round cylindrical channels the recommendation on
location of velocity sensors at the developed turbulent flow are present [3], then for the
ring channels such information is absent in literature. At the same time, ring cylindrical
channels are used frequently as outlet for vent systems, for example, the discharge of
108
Elizabeth Gusentsova, Alim Kovalenko, Manolis Pilavov
the ventilation systems of atomic power units in the emergency-repair mode is carried
out through such channels.
Analytical dependences, relating the measuring error of average velocity with the
radius of sensor location in round cylindrical pipe and Reynolds’s number at the
turbulent flow mode are established in the presented work. Also, the expressions for the
estimation of zero systematic error radius of average velocity measuring in ring
cylindrical channel are determined.
Velocity distribution at turbulent flow in round cylindrical pipe for gas flow at
velocities up to 70 m/s and Reynolds numbers Re > 104, looks like [5, 6]
(n + 1)(n + 2) 1 − r
u
=
r
u0
2
0
n
,
(1)
where: u0 is flow average velocity; n - index of degree, depending on Reynolds number
(for example, n=1/7 for Re=105); r is radius of arbitrary point, counted out from the pipe
axis; r0 is pipe radius.
Reynolds number:
u d
Re = 0 .
ν
Here ν is kinematics viscidity.
Dimensionless deviation of velocity from average value
u − u0
u
εu =
=
−1,
u0
u0
therefore systematic error of average velocity measuring with a glance of (1),
represented in percents, will make
δu =
(n + 1)(n + 2) 1 −
2
n
r
− 1 × 100,% .
r0
(2)
Calculations show that at setting the sensor in pipe center the error exceeds 20%
for Re=105.
The value of average velocity radius can be determined, putting the u = u0 in
expression (1),
1
n
d
2
∗
(3)
.
r = 1 −
2 (n + 1)(n + 1)
For determination of average velocity radius at the arbitrary Reynolds numbers
we will use the experimental data [6] of values of degree in distributing index (1) of
velocity on the pipe section. The n values for the row of Reynolds numbers Re are
presented in table.1.
Table 1. Values of degree index in velocity distributing
Re
n
4.103
1/6
2,3.104
1/6,6
105
1/7
1,1.106
1/8,8
3,2.106
1/10
ERROR OF AVERAGE VELOCITY FLOW MEASUREMENT
109
Tabular data is approximated on least-squares method by the next dependence
(4)
n = 0,252 − 2,29 × 10 −2 lg Re .
Taking into account approximation dependence (4) it is possible to determine
relation between average velocity radius with the Reynolds number for round
cylindrical channel. However, as calculations show, the average velocity radius
practically does not depend on the Reynolds number and matters ≈0,76r0 in the range of
Re=105÷106, which is working band for industrial vent systems.
We will present next algorithmic expression for determining the power
dependence for the velocity profile in ring cylindrical channel
r − r n
1
, r1 ≤ r ≤ rm ;
u rm − r1
=
(5)
u m r − r n
2
r − r , rm ≤ r ≤ r2 ;
2 m
where: um is maximum velocity; r1, r2 are radiuses of internal and external surfaces; rm
is maximum velocity radius.
We use next empiric dependence for the maximum velocity radius [7]
rm − r1 r1
=
r2 − rm r2
0,343
.
(6)
Because average velocity
u0 =
(
Q
π r22 − r12
),
and flow rate
r2
rm
Q = 2π ∫ urdr + ∫ urdr ,
r
rm
1
in recognition (5) possible to get
u0
r2 + r1 + nrm
2
=
.
u m (n + 2)(n + 1) r2 + r1
On basis of (7) we will transform dependence (5) to the form
(n + 2)(n + 1) r2 + r1 ×
u
=
u0
2
r2 + r1 + nrm
r − r n
1
, r1 ≤ r ≤ rm ;
rm − r1
×
n
r2 − r
r − r , rm ≤ r ≤ r2 .
2 m
(7)
110
Elizabeth Gusentsova, Alim Kovalenko, Manolis Pilavov
Putting equality u=u0 here, we determine expression for two average velocity
radiuses
1
r1* = r1 + (rm − r1 )A n ,
(8)
1
r2* = r2 − (r2 − rm )A n ,
(9)
where:
A=
2
(n + 2)(n + 1)
r2 + r1 + nrm
.
r2 + r1
Rough estimation of Reynolds’s number influence on the radius of zero
systematic error of velocity measuring is possible to execute on the basis of
approximation dependence (4). However calculations show that, as well as in the case
of round cylindrical channel, in the working range of industrial vent systems Reynolds
numbers, the value of average velocity radius changes not substantially.
CONCLUSIONS
Thus, the accuracy of average velocity measuring of turbulent stream
substantially depends on the radius of sensor location. At the sensor location on the
radius of average velocity measuring error practically does not depend on the Reynolds
number in the range of Re = 105÷106. From two radiuses of average velocity in ring
cylindrical channel, radiuses of internal and external surfaces determined coming from
correlation, in practice it is recommended to use greater, where because of less radial
gradient of velocity weaker the error of sensor setting shows up on exactness of average
velocity measuring.
REFERENCES
1.
2.
3.
Abramovich G.N. 1976.: Prikladnaya gazovaya dinamika. M: Nauka,- 337-369 pp.
Boshnyak L.L. 1974.: Izmereniya pri teplotehnicheskih issledovaniyah. L.: Injener. 86-104 pp.
Chertyshev YU.F. 1988.: Teoriya i tehnika teplofizicheskogo eksperimenta.
L.:
Energoatomizdat, 258-296 pp.
4. Deych M.E. 1974.: Tehnicheskaya gazodinamika. М.: Energiya, - 75-96 pp.
5. Emtsev B.T. 1978.:Technicheskaya gydromechanika. M.: Injener. 369-379 pp.
6. Emtsev B.T. 1978.: Tehnicheskaya gidromehanika. - M.: Injener, - 225-247 pp.
7. Gaevskaya V.N., Dashkov U.A. 1984.: Vliyanie otnositelnogo razmera nasadka na
pogreshnost’ opredeleniya poter’ polnogo davleniya. Trudy TSAGI. Vyp. 2219.
8. Golin'ko V.I., Kolesnik V.E. 1999.: Izmerenie skorosti gazovozdushnih potokov pri
kontrole promishlennih vibrosov. Ekotekhn. № 1. 39-43 pp.
9. Idel'chik I.E. 1964.: Aerodinamika promishlennih apparatov (podvod, otvod I
ravnomernaya razdacha potoka).- M.: Energiya, 132-154 pp.
10. Idel'chik I.E. 1992.: Spravochnik po gidravlicheskim soprotivleniyam.- M.: Injener.
ERROR OF AVERAGE VELOCITY FLOW MEASUREMENT
111
11. Kays W.M., Leung E.J. 1963.: Heat transfer in annular passages - hydrodynamically
12.
13.
14.
15.
16.
17.
18.
19.
20.
developed turbulent flow with arbitrarily prescribed heat flux, Int. I. Heat Mass Transfer,
vol. 6, 537-557 pp.
Khanzhonkov V.I. 1953.: Aerodinamicheskie harakteristiki kollektorov. Promishlennaya
aerodinamika. M.: TSAGI, - № 4. - P. 45 – 63pp.
Kovalenko A.A., Sokolov V.I., Dymnich A.H., Uvarov P.E. 1998.: Osnovu tehnicheskoy
mehaniki zhidkostej i gasov. VUGU. 56-63 pp.
Kovalenko A.A., Sokolov V.I., Dymnich A.KH., Uvarov P.E. 1998.: Osnovi tehnicheskoi
mehaniki jidkostei i gazov. Lugansk: VUGU. 113- 130 pp.
Nedopekin F.V. Kovalenko A.A., Sokolov V.I., Andriychuk N.D., Gusentsova Y.A. 2010.:
Osnovi mehaniki sploshnih sred. - Lugansk: Iz-vo VNU im. V. Dalya, – 178-201pp.
Petunii A.N., Peshekhonov N.F. 1985.: Metrologicheskie issledovaniya priyomnikov
polnogo davleniya s protokom. Trudy TSAGI. Vyp. 277.
Petunin A.N. 1996.: Metodi i tehnika izmereniy parametrov gazovogo potoka. M .: Injener,
- 336-356 pp.
Povkh I.L. 1974.: Aerodynamicheskiy experiment v mashinostroenii. L.: Injener, 120-125 pp.
Shlikhting G. 1974.: Teoriya pogranichnogo sloya. - M.: Nauka, - 456-497 pp.
Sokolov V.I. 1999.: O raschete nachal’nih uchastkov turbulentnih potokov v
tcilindricheskih kanalah. Lugansk: VUGU. 12–15 pp.
ПОГРЕШНОСТЬ ИЗМЕРЕНИЯ СРЕДНЕЙ СКОРОСТИ ПОТОКА
В КАНАЛАХ ВЕНТИЛЯЦИОННІХ СИСТЕМ
Елизавета Гусенцова, Алим Коваленко, Манолис Пилавов
Аннотация. Произведена оценка влияния на точность измерения средней скорости турбулентного
потока радиуса установки датчика скорости. Получены аналитические зависимости, связывающие
погрешность измерения с числом Рейнольдса. Установлены выражения для определения радиусов
средней скорости в кольцевом цилиндрическом канале.
Ключевые слова: промышленные выбросы, скорость, число Рейнольдса, расход.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 112-120
THE PROBLEM OF WORKERS PROFESSIONAL DISEASE ARISE
IN CONNECTION WITH DISPARITY OF THEIR
PSYCHOPHYSIOLOGICAL PREPARATION TO REQUIREMENTS
OF CERTAIN LABOUR ACTIVITY RESEARCH
Nikolay Kasyanov, Alexandra Andrianova, Svetlana Mavrich
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine,
Сhair "The Labour protection and Safety of Life Activity",
State Enterprise Lugansk Expertly Technical Center of National
Scientific Experimental Institute of Fire Safety,
Regional department of psychophysiological examination
Summary: In the article the analysis of the traumatism condition is conducted on enterprises, reasons of
workers professional diseases origin and grounded obligatory psychophysiological examination introduction
necessity on the enterprises of Ukraine. Fig. 4. Ref. 15.
Key words: labour protection, worker, traumatism, professional disease, psychophysiological examination.
INTRODUCTION
On the modern stage of labour protection development its European model
expressly determines measures on the improvement of labour protection and worker
health protection in the workplace in accordance with a directive № 89/391/ ECC
[http://zakon.rada.gov.ua].
The dynamics of professional diseases did not especially change in the last few
years. From labour medicine Institute of AMS in Ukraine data an index of professional
morbidity frequency on 10 thousands workers in 2005 was 4,61. Among 38 Europe
countries on the professional morbidity indexes Ukraine occupies 21 place, while, for
example, Denmark which occupies the firstplace on frequency of professional morbidity
registers 438,6 cases on 100 thousands of workers [B. Panov, 2008].
Every year in the world, according to information of IOW, approximately 270
million accidents, related to implementation professional duties, and 160 million
professional diseases are registered. Almost 354 thousands of workers perish on a
production, from them in countries with the developed market economy – 16,2
thousands, in former social countries – 21,4 thousands, in China – 73,6 thousands, in
THE PROBLEM OF WORKERS PROFESSIONAL DISEASE ARISE
113
Indium – 48,2 thousands, in other countries of Asia and Pacific ocean – 83 thousands, in
countries Near east – 28 thousands, in the countries of Africa in the south of Sahara –
54,7 thousands, in the countries of Latin America and Caribbean pool – 28,6 thousands.
Unfortunately, about 12 thousand of died – children. It is also necessary to take into
account the amount of workers which got professional disease and were excluded from
a production process, for example, in 2004 2,2 million persons are incorporated, thus
32% the oncologic made, 23% – warmly vascular, 19% – traumatology, 17% are
infectious diseases. As a result of illness every day in the world is absence on the
workplace about 5% labour force. Through charges, related to the industrial accidents,
lost to 1250 milliards dollars, or about 4% of world gross domestic product [Labour
safety, 2008].
Professional activity of workers of many branches of industry remains
dangerous, without regard to technical progress, as related to mobilization of functional
backlogs, and in many cases passes in extreme and emergency situations, that requires
enhanceable physical and emotional firmness. Exactly such workers which are added an
enhanceable risk for a health require the special attention from the side of the state.
Ukraine for the amounts of mortal accidents on 1000 workers substantially (negatively),
as an analysis of the state of industrial safety testifies, exudes between the economic
developed countries and former socialistic countries of Europe (Ukraine – 0,104,
countries with a market economy – 0,038, former socialistic countries of Europe –
0,053). According to [A. Ena, 2008] Ukraine occupies the second after Portugal on a
traumatism and 20 place after China for deaths of people on a production.
Most failures happen through fault of human factor. Results of analysis of
production traumatism and death rate from industrial accidents for 2000-2006 in
Ukraine confirm, that reason of plenty of accidents are mistakes of workers, through
what every year injured to 75% and all of about 80% victims perished, group accidents
also took a place through fault of «human factor» – 75-85% (after statistical materials of
Ukrainian State mountain industrial supervision bulletins).
RESEARCH OBJECT
Every year, in spite of measures which are conducted in different countries, level
of production traumatism, in including mortal investigation, and the amount of
professional diseases grows [Labour Safety, 2008]. It concernes those countries, where
sufficient attention spared this problem. In the field of labour protection examined all
questions, related with the psychophysiological state of worker. In the economic
developed countries health of worker is a necessary condition which directly influences
on a production process and quality of mined-out products: «a diseased producer can
not produce quality commodity».
The purpose of the article is necessity of introduction obligatory
psychophysiological examination on the Ukrainian enterprises research.
114
Nikolay Kasyanov, Alexandra Andrianova, Svetlana Mavrich
RESULTS OF EXPERIMENTAL RESEARCH
For the last decades dynamics of revealing professional diseases in Ukraine
differs fluctuations. So in 1993-1995 there was its increase, related to passing an Act
«About a labour protection», which gives a right for the patients to get a substantial
financial indemnification of the health damage, but to 2000 – diminishing in connection
with stopping of regressive payments for professional disease. However from 2001 with
entering into the arm of the law «About obligatory state social security from an
industrial accident and professional disease, that resulted in the loss of capacity» there
was growth of professional morbidity level again (fig. 1).
Fig. 1. Absolute amount of patients ( ) and professional morbidity level
in Ukraine on 10 thousands workers (
) (1976-2007)
The professional morbidity indexes in the highly developed countries of the
world serve as evidence of it. According to [A. Basanets, 2008] every year in Ukraine
6-8 thousands of professional diseases are registered with fluctuations in different years
from 2,5 to 15,5 thousand Sanitary-hygenic description of supervision objects specifies
on an amount:
- workers on the objects of supervision;
- objects which are under control of Statesanepidemservice;
- objects which answer the requirements of sanitary norms (fig. 2...4).
At the same time in Russia – 10-12 thousands, in Japan – 15 thousands, in the
USA – 190 thousands are registered diseases accidents. If in Ukraine a level of
population professional diseases on 100 thousands of workers was 13,3, on the whole in
the countries of Europe – 30,1.
Among diseases the first place is occupied by illnesses of breathing organs
(pnevmokonios, chronic bronchitis), then disease of the bone-muscularsystem and
connecting tissues, oscillation illness, by the way professional diseases of skin are
almost not registered. The most accidents of professional diseases and poisonings is
registered in the Dnepropetrovsk, Donetsk, Lugansk and Lviv regions. Basic branches
in which found out the biggest amount of professional diseases are machine-building,
metallurgical, coal industry.
THE PROBLEM OF WORKERS PROFESSIONAL DISEASE ARISE
Fig. 2. An amount of workers is on the objects of supervision (2002-2007)
Fig. 3. Amount of objects which are under control
Statesanepidemservice (2002-2007)
Fig. 4. Amount of objects (%) which answer the requirements of sanitary norms
115
116
Nikolay Kasyanov, Alexandra Andrianova, Svetlana Mavrich
In connection with an economical situation which was folded in Ukraine, the
brightly expressed forms of chronic diseases and disability which comes as a result of
the ill-timed measures use are all more frequent registered, thus among the persons of
young capable working age. Transformation, which is observed in character, flowing
and terms of professional diseases development related to diminishing of technological
actions intensity, increase of psychoemotional tension level and decline the physical
loadings. In same queue, modern pattern of production change, unwillingness of
employers instrumental in the exposure of professional diseases on the their
development early stages, for avoidance of additional charges on treatment and
rehabilitation of a victim, incuriosity of workers in the exposure of professional diseases
through possibilities to lost a job is reasons of low exposure and registration of
professional diseases.
As a rule, an accident rate and traumatism through fault of «human factor» is
conditioned: by insufficient motivation of observance of safety; by the low level of
professional preparation on questions of workers safety; admitting to implementation
risky jobs of people with the enhanceable traumatism risk, psychophysiological
qualities of which do not answer the requirements of certain labour activity; by the
presence of factors which reduce reliability and safety of worker activity (fatigue,
exhaustion, excitation et ctr.).
As practice shows, in Ukraine of expense on measures in relation to a labour and
prophylaxis of accident rate and production traumatism protection in once or twice
below than financial losses from failures. In spite of that during realization of any
measures it is necessary to take into account financial charges, much major to spare the
special attention the social consequences of failures and catastrophes – loss of health,
life of citizens and country labour potential, increase of incomplete families amount and
children-orphans. Combination of ecological and professional factors with
psychological overloads, from data of WOH, is reason of most diseases. Approximately
30-50% workers of the developed countries grumble about stress overloads to the
parahypnosiss, depression, cardiovascular pathology.
Analysis and research of practical results which are conducted in the different
countries of the world, show a dependences of the state of health and capacity of
workers on their psychophysiological qualities high degree, that testifies about
expedience on enterprises with the enhanceable level of production danger
psychophysiological selection and psychophysiological examination. Such approach, as
developed countries experience testifies, results to diminishing of the technical systems
depending on appearance and terms of activity accident rate level on 40-70%,
diminishing of technogenic catastrophes amount – on 20-25%, decline of traumatism
level as a result of «human factor» – on 40-45% [A. Ena, 2008].
A professional psychophysiological selection and psychophysiological
examination is the problems of «human factor» directed on a production and
substantially influence decision on the production increase of strength security,
maintainance of workers health.
The enhanceable danger works are characterized by the psychophysiological
factors of production danger presence – physical (static and dynamic overloads,
hypodynamia) and psychological (mental overstrain, labour monotony, emotional
THE PROBLEM OF WORKERS PROFESSIONAL DISEASE ARISE
117
overloads, overstrains of analyzers). The indicated factors draw change in the human
state under act of weight and labour tension.
The enhanceable danger works implementation and such which require a
professional selection, as a rule, foresees the presence of permanent or temporal harmful
or dangerous factors which can be conditioned:
- by the deficit of information for making a decision;
- by physiology discomfort – disparity of labour terms normative requirements;
- by the deficit of time for making a decision and implementation of actions;
- by enhanceable complication of task;
- by the presence of the real threat to life or health;
- by the enhanceable cost of erroneous actions;
- by less congestion information (sensory deprivation);
- by the overload of information.
These terms quite often provoke exceeding of physiology norm at
implementation of professional duties which are accompanied maximal tension of
physiology and psychical functions. In the case of disparity of psychophysiological
professionally important qualities of worker quickly a capacity goes down the
requirements of profession, gross violations, erroneous actions, are assumed, blowing
off activity et ctr. Such activity is characterized mionectic reliability and efficiency, and
the state of worker – by the enhanceable risk of accident origin, although some time the
professional duties implementation can take a place noninfringement and derangements
due to the permanent overstrain of the regulator organism systems. But by the result of
such state proof functional changes development, boundary disorders which hardness to
find out at an ordinary medical review can become very quickly. The protracted flowing
of such unfavorable situation draws development of different diseases, in thereby except
for the enhanceable risk of workers psychophysiological qualities diseases origin which
answer the profession requirements not fully, there is an enhanceable risk of accident
origin.
For example, to the loss of ability with the proper speed and exactness to react on
external influences, that promotes the risk of accident origin conducts violation of
connection between the sensory and motive centers of the nervous system for workers
higher departments. And also experiencing of danger feeling can strengthen failings
which arise up concertedly, co-ordinations of motions. Such violations often appear in
co-ordination of especially exact and difficult hands motions.
The change of emotional processes also influences on probability of accident
origin. For example, emotional instability, unexpected changes of gladness and spite,
sharp emotional reaction, is enhanceable on insignificant external irritations strengthen
propensity of worker to the threat of accident origin and diminish his protected.
Psikhofiziological examination is conducted on the basis of statistical calculation
the developers of the program "The Programmatic test complex for the professional
psychophysiological selection of specialists, busy on works with an enhanceable
danger", producer the State enterprise the "Main educational-methodical center of
Ukraine State mountain industrial control".
At the special statistically grounded algorithms of decision approval it is possible
to get the most reliable forecast estimation of worker activity progress and reliability. In
a conclusion, which is given after passing of worker psychophysiological examination
118
Nikolay Kasyanov, Alexandra Andrianova, Svetlana Mavrich
about accordance to the professional requirements to implementation of enhanceable
danger works and such which need professional selection, a group PFO is specified and
recommendations are given in relation to accordance to the professional requirements
for indicated works implementation. For present moment utillize 4 groups of PFO
admittance after marks:
1 group PFO: 56-80 – it is an excellent result, sufferet to implementation of the
indicated works;
2 group PFO: 50-55 – it is a good result, sufferet to implementation of the
indicated works;
3 group PFO: 45-49 – it is a satisfactory result, sufferet to implementation of the
indicated works, but it is recommended to get the repeated examination in 1 year;
4 group PFO: below 45 – it is an unsatisfactory result, not recommended to
implementation of the indicated works.
Conclusion of psychophysiological examination of worker about accordance to
the professional requirements to implementation of enhanceable danger works and those
which need professional selection, has recommendation character and necessarily given
at passing of medical reviews the certain categories workers in obedience to [Order
HSM, 2007; Order HSM, 1994; Order HSM, 1995].
During the research leadthrough with SE Lugansk ETC NSEI FS and LS
statistical information (tab. 1) was got in relation to the amount of workers which
passed psychophysiological examination in the last few years.
Table 1. The results of workers psychophysiological examination passing,
busy on works of enhanceable danger in a period from
01.04.2006 to 01.04.2010 [Letter, 2010]
1 group PFO
2 group PFO
3 group PFO
4 group PFO
People passed
in total
01.04.200601.12.2006
222
819
557
194
01.01.200701.12.2007
216
3032
1610
436
01.01.200801.12.2008
141
5106
1931
408
01.01.200901.12.2009
83
3511
1333
229
01.01.201001.04.2010
36
1610
583
78
1792
5294
7586
5156
2307
In total
698
14078
6014
1345
22135
The modern development stage of this researches direction characterizes the
accumulation of actual material and wideuse of psychophysiological selection for the
practical tasks decision [Andrianova, 2011]. In Ukraine first officially "List of works,
where necessary a professional selection" was ratified the order of Health protection
ministry and State mountain industrial control in 23.09.94 № 263/121, also became the
important stage of professional selection system introduction [Order HSM, 2007].
The psychophysiological examination combine the problems of medical,
biological and psychological branch of science and practice. As a result in 2008
organization and order of psychophysiological examination leadthrough for the
normative settlement the project of separate normative act – «Order of organization and
leadthrough of psychophysiological workers examination was developed for
implementation of enhanceable danger and such which require a professional selection
THE PROBLEM OF WORKERS PROFESSIONAL DISEASE ARISE
119
works» with claim of it the general order of Health protection ministry and State
mountain industrial control, however now so remained in the stage of project.
Actual subsequent scientific developments, directed on technology of the
psychophysiological testing perfection, psychophysiological state monitoring and
register of workers for enhanceable danger works implementation and such which
require a professional selection [Krushelnitska, 2000; Dushkov, 2002; Agapov, 1991;
Klimov, 1991].
On the way of economic and social development of our state non-acceptance of
effective measures serves as a substantial obstacle for the improvement of workers
health in Ukraine. In this connection there was a necessity of measures complex
program development, directed on the professional disease prophylaxis and making
healthy of labour terms, and also perfection of medical- social help in the real economic
terms.
SUMMARY
It is set as a result of the executed research, that financial losses, which are tested
by enterprises in case of accidents or failures occurring as a result of insufficient
psychophysiological preparation which does not answer the requirements of certain
labour activity, more than charges are on the professional selection leadthrough.
Therefore the got results specify on expedience of psychophysiological examination
leadthrough necessity on the enterprises of all patterns of ownership and production
industries.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
<http://zakon.rada.gov.ua/cgi-bin/laws/main.cgi? NREG=90-2007 % F0>
B. Panov. 2008.: Problems sirs remained unresolved / B. Panov // Labour safety. – №9. – P. 39.
A condition of labour safety in the world // Labour safety. – 2008. – №11. – P. 31.
Еnа A. 2008.: Psihofiziological examination – for the worker and the employer / A. Ena, V.
Masljuk, D. Timoshina // Labour safety. – №3. – P. 39-42.
Basanets A. 2008.: Professional disease in Ukraine / A. Basanets, I. Lubjanova, D. Timoshina
// Labour safety. – №10. – P. 39-42.
Order HSM of Ukraine «About statement of the Order carrying out medical surveys certain
category workers», № 246, 21.05.2007.
Order HSM of Ukraine «About statement of the List of works where is required professional
selection», № 263/121, 23.09.1994.
Order HSM of Ukraine «About modification of the List of works where is required
professional selection», № 102/85, 6.06.1995.
Letter SE Lugansk ETC NSEI FS and LS, № 466, 11.05.2010.
Kononova I. 2008.: Features of the organisation and carrying out of workers medical
examinations in Kiev / I. Kononova // Labour safety. – №11. – P. 39-40.
Andrianova O.O., Аnisimova Т.I., Mavrich С.I. 2011.: Substantiation of expediency of
carrying out obligatory psychophysiological examination at employment // Mat. ІІІ всеукр.
конф. young. sient., asp., mag. and stud. "XXI-st centurys biosphere", – Sevastopol: Publ.
SevNTU, – P. 13-15.
120
Nikolay Kasyanov, Alexandra Andrianova, Svetlana Mavrich
12. Krushelnitska Y.V. 2000.: Physiology and psychology of work: the Manual. – K.: KNEU, –
P. 207-216.
13. Dushkov B.A., Korolev А.В., Smirnov B.A. 2002.: The base of engineering psychology. The
textbook for high schools. – М: the Academic project; Ekaterinburg: the Business book, – 576 p.
14. Agapov E.G. 1991.: The base of physiology and work psychology. – Samara, – 149 P.
15. Klimov E.A. 1998.: Introduction in work psychology. The textbook for high schools. - М:
Culture and sports, UNITI, – 350 P.
ПРОБЛЕМЫ ВОЗНИКНОВЕНИЯ ПРОФЗАБОЛЕВАНИЙ РАБОЧИХ В СВЯЗИ
С НЕСООТВЕТСТВИЕМ ИХ ПСИХОФИЗИОЛОГИЧЕСКОЙ ПОДГОТОВКИ
ТРЕБОВАНИЯМ ОПРЕДЕЛЕННОЙ ТРУДОВОЙ ДЕЯТЕЛЬНОСТИ.
Николай Касьянов, Александра Андрианова, Светлана Маврич
Аннтоция: в статье проведен анализ состояния травматизма на предприятиях, причин возникновения
профессиональных заболеваний работников и обоснована необходимость внедрения обязательной
психофизиологической экспертизы на предприятиях Украины.
Ключевые слова: охрана труда,
психофизиологическая экспертиза.
работник,
травматизм,
профессиональное
заболевание,
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 121-128
TIRE LIFE ADJUSTMENT ON THE COEFFICIENTS
OF OPERATIONAL AND ROAD CONDITIONS
Alexander Kravchenko, Olga Sakno
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The article investigates the problem of adjustment of tire life from the coefficients of working
conditions and road conditions. On the basis of a methods the actual tire life for trucks of the enterprises of
Donetsk region is corrected. The decision under the detailed analysis and specifications of factors which
influence indicators of operating life, working capacity and wear rate of tires during operation of wheeled
vehicle is offered.
Key words: tire life, factor correction, wheeled vehicle, road conditions, norm of an average of tire life,
operational factors.
INTRODUCTION
Tires are an element which influences many operational factors of vehicles. Tires
are expensive, disturbance of their condition considerably raises operating costs [1, 2, 3,
4]. The important role is occupied by questions of normalization of tire life which it is
has to revise because of used new materials, operating conditions [5, 6, 7, 8].
The norm is a caused by changes in the area of activity for which these norms are
established. Therefore normalization of use of resources includes following stages:
working out of norms; updating and revision of norms which operate; the statement and
finishing to industrial subsections [8, 9].
The existing methods of calculation of tire life in Ukraine does not always
produce positive results. Research of tire life in enterprises of Donetsk region [10, 11,
12] found that more than 95% of design life is less than actual. This leads to several
negative consequences: increased stockpiles of tires, part of working expenses are
derived from turnover, quality of tires in storage inevitably deteriorates. Consequently,
the design procedure of tire life on correction coefficients has got the greatest
prevalence, which is based on statistical processing of run of many models of tires in
various road conditions in practice.
122
Alexander Kravchenko, Olga Sakno
RESEARCH OBJECT
To improve methods of correcting of tire life on coefficients of operational and
road were conducted observation of work of truck Volvo FM 400 and KAMAZ 6520-61
the Donbas's company: limited company "DISK-SERVICE" and limited company
"DISK-CONCRETE" (Donetsk), Structural subdivision "Avtobaza" State enterprise
"Ordzhenikidzeugol" (Enakievo).
According to [11, 12, 13] two final correction factor is formulated for dump
trucks and concrete mixing machine. In view of the constancy of the routes trucks
within the organization, plan routes vehicles is analyzed in the work with instructions of
run on roads of population aggregate and behind them, with instructions of a condition
of a pavement in experiment carrying out on route sites.
Since the Donbas refers to the central climate region, we are guided by the
corresponding data [11, 12, 14]. So, 80% of dump trucks route runs along the roads of
asphalt carpet in satisfactory condition, and 20% - on roads with similar cover in
unsatisfactory condition. Moving through a career in all three cases doesn't exceed one
kilometer.
RESULT OF RESEARCHES
Rationing of tire life in Ukraine is arisen on the basis of operational norms of an
average life of pneumatic tires of wheeled vehicle and special vehicles which are
executed on wheel chassis [9]. As appropriate, the norms correct for actual operating
conditions that differ from normal or especial conditions by following equation:
N = N NC ⋅ k1 ⋅ k 2 ⋅ k 3 ⋅ k 4 ⋅ k 5 ⋅ k6 ,
(1)
N NC = N SC ⋅ k 3 ⋅ k 5 ,
(2)
where: N NC – the norm average life of pneumatic tires for normal operating conditions,
thousand km (motor-hours); N SC – the norm average life of pneumatic tires for special
application conditions, thousand km; k1 – the correction coefficient depending on
traffic and climatic conditions of operation; k2 – the correction coefficient depending
on operation rate of pneumatic tires; k3 – the correction coefficient depending on
service life of pneumatic tires; k4 – the correction coefficient depending on loadcarrying capacity use; k5 – the correction coefficient for pneumatic tires of tractorlorry-trailer combination which are constantly used with trailers; k6 – the correction
coefficient depending on the ratio of kilometres travelled in the city to the kilometres
travelled outside the city.
Norms are corrected by means the coefficients k1 − k6 , which are established for
normal operating condition, the coefficients k 3 and k 5 norms for special application
conditions. Apply only the correction coefficients which relate to certain operating
conditions, and it is certain by these Norms (the use of all the coefficients are not
necessarily). If all the features of the actual operating conditions can not be taken into
TIRE LIFE ADJUSTMENT ON THE COEFFICIENTS OF OPERATIONAL
123
account, using these coefficients, the temporary regulations are being developed for the
average life of pneumatic tires.
The correction coefficient k1 of the norms depending on traffic and climatic
conditions of operation determined as:
k1 = k11 · k12 · k13 ,
(3)
where: k11 – the correction coefficient of norms by the type of road surfacing; k12 – the
correction coefficient of norms by the longitudinal inclination of road; k13 – the
correction coefficient of norms by the degree chemical pollution.
The values of the correction coefficients are presented in tab. 1.
Table 1. The correction coefficients of norms depending on traffic
and climatic conditions of operation
Climatic zone
North
Central
South
Mountain
The correction coefficient of norms by The correction coefficient
The correction
the type of road surfacing in
of norms by the
coefficient of norms
satisfactory (unsatisfactory) technical longitudinal inclination of by the degree chemical
road ( k12 )
pollution ( k13 )
state ( k11 )
asphaltconcrete
cementconcrete
stone block,
sledged
stone
1,0
(0,96)
1,0
(0,96)
0,95
(0,90)
0,97
(0,93)
0,88
(0,80)
0,88
(0,80)
0,79
(0,76)
0,82
(0,78)
0,84
(0,76)
0,84
(0,76)
0,76
(0,73)
0,80
(0,76)
no
more
than
40 %
from
40 to
60%
over
60 %
I
II
III, IV
1,0
0,98
0,96
1,0
0,98
0,96
1,0
0,98
0,96
1,0
0,98
0,96
1,0
0,98
0,96
1,0
0,97
0,95
1,0
0,98
0,96
1,0
1,0
1,0
The correction coefficient k 2 of norms depending on operation rate of pneumatic
tires defines by the table 2.
Table 2. The correction coefficients k2 of norms
depending on operation rate of pneumatic tires
Operation rate, thousand km (motor-hours) / month
from 1,0 (0,04) to 1,5 (0,06)
over 1,5 (0,06) to 3,0 (0,12)
over 3,0 (0,12)
The coefficient k2
0,95
0,98
1,0
If the operation rate wheeled vehicle characterizes the average monthly run of
less than one thousand kilometers (40 motor-hours to an operating time) which answers
the period of operation of the tire over 5 years, for each of following after the fifth year
of operation the coefficient k 3 is: for the 6th, 7th, 8th, 9th and 10th years of operation,
respectively: 0,96; 0,92; 0,88; 0,82; 0,75.
124
Alexander Kravchenko, Olga Sakno
The correction coefficient k 4 depending on load-carrying capacity use defines by
the table 3. Intermediate values, if necessary, determine the interpolation.
The correction coefficient k 5 norms for tractor-lorry-trailer combination
determine on conditions that k 5 = 0,9 in the case of 100% of the first run with single
trailer and k 5 = 1,0 – when run carried out without the trailer.
Table 3. The correction coefficients k4 of norms depending
on utilization factor load-carrying capacity kl wheeled vehicle
Value of utilization factor load-carrying capacity kl
Wheeled vehicles
Truck
vehicle-borne,
trailers,
bolster-type
tractor, semitrailers
Dual-purpose vehicles
Dump trucks
(seating capacity k s )
to 0,4
0,4
0,5
0,6
0,7
0,8
The coefficient k4
1,03
1,03
1,0
1,0
1,0
1,03
1,04
1,03
1,04
1,02
1,03
1,0
1,03
1,0
1,0
0,9
0,95
1,0
0,98
0,98
0,97
0,97
1,0
1,0
0,98
1,0
0,98
1,0
0,97
0,98
Dependence of coefficient k 6 depending on the ratio of kilometres travelled in
the city to the kilometres travelled outside the city defines by the table 4. Intermediate
values, if necessary, determine the interpolation.
Table 4. The correction coefficients k6 of norms depending on the ratio of kilometres
travelled in the city to the kilometres travelled road public network
The ratio of kilometres travelled of
road public network in the city to total
kilometres travelled, %
The coefficient k6
0
20
40
60
80
100
1,04
1,02
1,00
0,99
0,98
0,97
This methods has showed oneself to good advantage and it has been continuing
to improve, for instance the work [15, 16].
In compliance with methods we will calculate for dump truckVolvo FM 400 8х4
and concrete mixer vehicle model KAMAZ 6520-61:
k11Volvo = 1,0 ⋅ 0,8 + 0,96 ⋅ 0,2 = 0,992 ; k11KAMAZ = 0,76 ⋅ 0,2 + 1,0 ⋅ 0,8 = 0,95 .
According to data obtained during the investigation:
k12Volvo = 0,98 ⋅ 0,7 + 0,96 ⋅ 0,3 = 0,974 ; k12 KAMAZ = 0,98 .
The Donetsk region is one of the most ecologically adverse and chemically
contaminated regions of Ukraine. Because of this factor k13 , corresponding to III and
IV levels of chemical contamination, is k13 = 0,96.
At the time of the experiment, monthly kilometres travelled of dump truck Volvo
FM 400 8х4 varied from 3,5 to 8 thousand km and concrete mixer vehicle model
TIRE LIFE ADJUSTMENT ON THE COEFFICIENTS OF OPERATIONAL
125
KAMAZ 6520-61 - 1200...3000 km. On this basis, we take the largest value of the
coefficient k2 , according to table 2: k2Volvo = 1, k2 KAMAZ = 0,98.
The enterprise operation life of tires on trucks not exceeding five years, because
the correction coefficient k3 takes exactly one, k3 = 1,0.
By controlling the weight of data it is known that the loading of dump trucks
ranging from 26 to 30 tons at the nominal weight of cargo that is transported 26 tons
and critical weight is 32 tons. Consequently, it is advisable to take kl = 1,0, then k4Volvo
= 0,98. The coefficient of utilization load-carrying capacity for concrete mixer vehicle
depends mainly on the type of concrete. Prescription composition and the density
depend on the type of mixture. In most cases, the company produces and transports the
mixture, in which the coefficient of utilization load-carrying capacity is 0,8 ... 0,95. In
this case, taken k4 KAMAZ = 1,0.
Trucks carry the entire run without a trailer. Therefore, k5 = 1,0. Guided by the
data on the route of dump trucks Makeyevka-Red liman-Makeyevka the percentage of
run makes 36%; Makeyevka-Prosjanoe-Makeyevka - 26%; Makeyevka-TelmanovoMakeyevka - 17%. Thus, the average ratio of runs is 23%. We establish by interpolation
method k6Volvo = 1,017. About 90% tire life concrete mixer vehicle carried out within the
city limits. According to the data of table 4, it is calculated:
k 6KAMAZ = 0,97 ⋅ 0,9 + 1,04 ⋅ 0,1 = 0,977.
Concluding correction coefficient for trucks:
- Volvo FM 400 8х4 tires Michelin models XZY-2 and XDY-3
k xzy,xdy = 0,992 ⋅ 0,974 ⋅ 0,96 ⋅ 1,0 ⋅1,0 ⋅ 0,98 ⋅1,0 ⋅1,017 = 0,924 ;
- concrete mixer vehicle model KAMAZ 6520-61 tires model ID-304 Y-4 is
k ID -304 = 0,95 ⋅ 0,98 ⋅ 0,96 ⋅ 0,98 ⋅1,0 ⋅1,0 ⋅ 0,977 = 0,86.
According to [17], tire model ID-304 Y-4, which are installed on concrete mixer
vehicle model KAMAZ 6520-61, the base average tire life is 80 thousand km. For tires
Michelin [18] models XZY-2 and XDY-3, which are mounted on trucks Volvo FM 400,
the base average tire life is 65 thousand km. Guided by this data, we calculate the tire
life with a glance real-time use.
Dump truck:
N xzy, xdy = N NC xzy,xdy ⋅ k xzy, xdy = 65000 ⋅ 0,924 = 60060km.
Concrete mixer vehicle model KAMAZ 6520-61:
N ID-304 = N NCID-304 ⋅ k ID-304 = 80000 ⋅ 0,86 = 68800km.
Let's check up a methods for the tires XZY-2 and XDY-3, following the norms of
firm Michelin [19]. We accept, in accordance with recommendations of the
manufacturer, middle wear rate equal 0,1 mm / 1000 km. Then, whereas the initial
height of protector XZY-2 - 18 mm, and protector XDY-3 - 25 mm, will calculate a
height, to the limiting wear, if height of protector, at which a tire is subject to
decommissioning is 1,6 mm:
h xzy = 18,0 − 1,6 = 16,4mm;
h xdy = 25,0 − 1,6 = 23,4mm.
126
Alexander Kravchenko, Olga Sakno
Knowing the height of protector which wears out to attainment of critical value,
the base tire life is calculated:
23,4
16,4
⋅1000 = 234000km.
⋅ 1000 = 164000km; N xdy =
N xzy =
0,1
0,1
Then, in accordance with correction coefficients, calculated before, will get:
N xzy = 164000 ⋅ 0,924 = 151536km; N xdy = 234000 ⋅ 0,924 = 216216km.
The results of calculations for different tire life are offered in a table 5 and fig. 1.
Table 5. The results of calculations for different tire life
Model of tire
State guidelines, km
Guidelines of producer, km
Michelin XZY-2
65000
164000
Michelin XDY-3
65000
234000
ID-304
80000
-
Fig. 1. Charts of tire life after state and actual data, km
The results of calculations show that tire life to writing off does not correspond to
the facts, under the recommended [17] standards, as the tire foreign and domestic
production. According to the data received during the experiment, tire Michelin XZY-2
which are installed on operated axes of dump truck Volvo FM 400, by the time of
writing-off on the average overcome 123,5 thousand km, and Michelin XDY-3 that are
installed on leading axes of the same dump trucks, to writing off overcome 220
thousand km.
Tires model ID-304 Y-4 which are installed on all axes concrete mixer vehicle
model KAMAZ 6520-61 leave operation after overcoming, on the average 47 thousand
km.
TIRE LIFE ADJUSTMENT ON THE COEFFICIENTS OF OPERATIONAL
127
CONCLUSIONS
Having analysed the above-stated, it is can conclude following:
1. To this effect necessary to design high-quality tires and norms the average tire
life.
2. It is necessary to consider in details factors which influence indicators of
reliability of automobile tires. The main factors note that influence the tire life.
3. For real operating conditions wheeled vehicles it is necessary to consider
norms average tire life and their correct.
4. Mathematical models concerning calculation wear rate of tires do not consider
the real conditions in which the wear process of tire wheeled vehicles is taking.
5. Design procedure of run of run of tires of wheeled vehicles from the correction
coefficients is the most practical and based on statistical data of tire in specific
conditions.
6. The mentioned facts indicate the need to revision the adjustment factors for all
models of tires.
7. It is necessary to improve system concerning control over elements of
suspension mechanized of wheeled vehicles.
REFERENCES
1. Ellis D.R., 1975.: Controllability of the vehicle. - Moscow: Mechanical engineering. – 216 р.
2. Larin A.N., Chertok E.E., Yurchenko A.N., 2004.: Wheel components of modern cars. Kharkiv: “S.M.A.”. – 206 p.
3. Litvinov L.S., 1971.: Controllability and stability of the vehicle. - Moscow: Mechanical
engineering. – 416 р.
4. Levine A.A., Fufaev N.A., 1989.: The theory of rolling of a deformable wheel. - M.: Science.
- 370 р.
Rules of operation of automobile tires. - Moscow: Chemistry, 1983. - 37 р.
Kovalchuk V.P., 1972.: Operation and repair of tires. - M.: Transport. - 256 р.
Larin A.N., 2003.: Pneumatic tires. - Kharkov: HNADU. - 137 р.
Evretsky V.G., 1986.: Material standards for motor transport: Development and evaluation of
the use / V.G. Evretsky, V.A Tregubov. – Moscow: Transport. – 128 p.
9. Norms of fuel consumption for cars, norms of tire life and accumulators / [has made
Kuznetsov]. – X. : Factor, 2009. – 528 p.
10. Kravchenko A.P., Sakno O.P., 2010.: On the analysis of the reliability of tires // Visnik of the
Volodymyr Dal East Ukrainian National University. Scientific Journal. – Lugansk: ENU of
the V. Dal. – № 6 (148). – P. 218 - 222.
11. Kravchenko A.P., Sakno O.P., Lukіchev A.V., 2010.: The comparative analysis of the norms
and the actual resource tires of vehicles in the Donbas's conditions // Visnik of the Volodymyr
Dal East Ukrainian National University. Scientific Journal. – Lugansk: ENU of the V. Dal, –
№ 7 (149). – P. 110 - 114.
12. Zakharov S.V., Kravchenko A.P., Sakno O.P., 2010.: Before the analysis of reliability of
motor-car tires in the conditions of the operation // Journal of the Zhytomyr state
technological university / Technical sciences. – Zhytomyr: ZSTU. – № 2 (53). – P. 52 - 57.
13. Yurchenko A.N., 2003.: Tyres (requirements, maintenance, depreciation). - Kharkov: DP
HMZ "FED". - 115 р.
5.
6.
7.
8.
128
Alexander Kravchenko, Olga Sakno
14. Sakno O.P., Hnatiuk M.І., Lukіchev A.V., 2010.: Influence of operating factors on a
15.
16.
17.
18.
19.
resource and reasons of refuses of pneumatic tires of vehicle // Energy-efficient and
resource-saving technologies at operation of cars and the equipment : theses of the second
Annual Inter-University Scientific Conference Donetsk Institute of Railway Transport
(December 2–3, 2010, Donetsk: DonURT). - Donetsk: DonURT. - P. 59 - 61.
Sidelnikov G.V., 2007.: Development of a technique rate setting of tire life buses of city
bus: dis. … k. t. s.: 05.22.10. – Moscow. – 177 p.
Savchugov V.I., 2005.: Adjustment guidelines of tire life of special cars: dis. … k. t. s.:
05.22.10. – Tyumen State Oil and Gas university - Tyumen. – 180 p.
About the statement of Operational norms of an average tire life wheeled vehicles and
special machines carried on a wheeled chassis Order of the Department of Transportation
and Communications of Ukraine from May 20, 2006. - № 488.
Michelin truck tire service manual / aug. 2009. – 150 р.
Michelin truck tire data book. Mexico. 2010. – 250 р.
КОРРЕКТИРОВАНИЕ РЕСУРСА ШИН ПО КОЭФФИЦИЕНТАМ
ЭКСПЛУАТАЦИОННЫХ И ДОРОЖНЫХ УСЛОВИЙ
Александр Кравченко, Ольга Сакно
Аннотация. В статье рассмотрен вопрос корректирования ресурса шин по коэффициентам
эксплуатационных и дорожных условий. На основе методики скорректирован фактический ресурс
шин для грузовых автомобилей предприятий Донецкой области. Предложено решение по детальному
анализу и уточнения факторов, которые влияют на показатели долговечности, работоспособности и на
интенсивность износа шин в процессе эксплуатации транспортных средств.
Ключевые слова: ресурс шин, коэффициент корректирования, колесно-транспортное средство,
дорожные условия, норма среднего ресурса, эксплуатационные факторы.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 129-136
MODELLING OF DISCRETE RECOGNITION AND INFORMATION
VULNERABILITY SEARCH PROCEDURES
Valerie Lahno, Alexander Petrov
Department of Computer Systems and Networks,
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
AGH University of Science and Technology, Poland
Summary. The article to contain results of the researches, allowing to raise level of protection of the
automated and intellectual information systems enterprises (AIS). The article discusses the use of discrete
procedures to detect threats for information resources.
Key words: information security, threat detection, discrete process.
INTRODUCTION
Information security management has become a critical and challenging business
function because of reasons such as rising cost of security breaches, increasing scale,
scope and sophistication of information security attacks, complexity of information
technology (IT) environments, shortage of qualified security professionals, diverse
security solutions from vendors, and compliance and regulatory obligations.
The sophistication and effectiveness of cyber attacks have steadily advanced.
These attacks often take advantage of flaws in software code, use exploits that can
circumvent signature-based tools that commonly identify and prevent known threats,
and social engineering techniques designed to trick the unsuspecting user into divulging
sensitive information or propagating attacks. These attacks are becoming increasingly
automated with the use of botnets - compromised computers that can be remotely
controlled by attackers to automatically launch attacks. Bots (short for robots) have
become a key automation tool to speed the infection of vulnerable systems [Ahmad D.
2005, Chi S.-D. 2001, Gorodetski V. 2002, Knight J. 2002, Templeton S. 2000, Xiang
Y. 2004].
130
Valeriy Lahno, Alexander Petrov
RESEARCH OBJECT
Mission-critical information systems (MCIS) are understood as the electronic
communication development objects, by means of which collection, processing, storage
and transmission of information are performed with the purpose to ensure the handling
processes. Their exceedance of allowable values may lead to the malfunction or their
endamagement.
To evaluate security of such a system, a security analyst needs to take into
account the effects of interactions of local vulnerabilities and find global vulnerabilities
introduced by interactions. This requires an appropriate modeling of the system.
Important information such as the connectivity of elements in the system and security
related attributes of each element need to be modeled so that analysis can be performed.
Analysis of security vulnerabilities, the most likely attack path, probability of attack at
various elements in the system, an overall security metric etc. is useful in improving the
overall security and robustness of the system. Various aspects which need to be
considered while deciding on an appropriate model for representation and analysis are:
ease of modeling, scalability of computation, and utility of the performed analysis. The
analysis of the protection of information systems and automated control systems for
transport companies has yielded the following results (period 2008 -2010), fig. 1, 2.
WEB applications
(40,38% )
10,94%
25,47%
40,38%
Server Applications
(23,21% )
Client Applications
(25,47% )
23,21%
Operating System
(10,94% )
Fig. 1. Statistics application vulnerabilities AIS
14,00%
Cross-Site Scripting 65%
10,00%
65,00%
16,00%
Information Leakage 40%
Content Spoofing - 23%
Predictable Resource
Location - 17%
SQL injection - 16%
17,00%
Password cracking - 14%
23,00%
40,00%
(Abuse of Functionality 10%
Fig. 2. The probability of detecting vulnerabilities of different types
MODELLING OF DISCRETE RECOGNITION AND INFORMATION
131
The decision of questions of complex maintenance of security and stability of
functioning of the automated systems (AS) in the conditions of unauthorized access
(UNA), including, influences of computer attacks, demands the system analysis and
synthesis of possible variants of construction of means of counteraction UNA means. At
complex formation it is necessary to co-ordinate and inter connect functions and
parameters of the EXPERT, protection frames of the information from UNA, anti-virus
means, gateway screens, the communication equipment, the general and special
software and perspective means of counteraction to computer attacks [Chapman C.
2003].
The main peculiarity of the concerned recognition and software and network
vulnerability search procedures, which are later called discrete or logical procedures, is
the possibility of obtaining a result without any information about functions of character
meaning distribution and on availability of little training samples. The knowledge of
metrics in the space of objects’ description is not needed also. In this case a binary
function of value proximity should be determined for each of the characters, which
allows distinguishing the objects and their sub descriptions [Baskakova L. 1981,
Vayntsvayg M. 1973].
The main task of discrete recognition and vulnerability search procedures
(DRVSP) building is search of informative sub descriptions (or description fragments)
of objects.
We consider informative objects to be the objects that reflect certain regularities
in description of objects used for training, that is presence or, vice versa, absence of
these fragments in the object, which is being considered, allows attributing it to one of
classes. The fragments that are met in descriptions of one class objects and cannot be
met in descriptions of other classes’ objects are considered to informative in DRVSP.
The regarded fragments as a rule have a substantial description in terms of designing
information safety systems (ISS).
RESULTS OF RESEARCH
The main task of discrete recognition and vulnerability search procedures
(DRVSP) building is search of informative sub descriptions (or description fragments)
of objects.
We consider informative objects to be the objects that reflect certain regularities
in description of objects used for training, that is presence or, vice versa, absence of
these fragments in the object, which is being considered, allows attributing it to one of
classes. The fragments that are met in descriptions of one class objects and cannot be
met in descriptions of other classes’ objects are considered to informative in DRVSP.
The regarded fragments as a rule have a substantial description in terms of designing
information safety systems (ISS).
A notion of an elementary classifier is introduced by building discrete
recognition and vulnerability search procedures for information safety systems. An
elementary classifier is understood as a fragment in a description of a training sample. A
certain multitude of elementary classifiers with preset properties are built for each
132
Valeriy Lahno, Alexander Petrov
( KL1 ,..., KLl ) = ( B pa1 ,..., B pa l ) class. As a rule, the classifiers, which are used, can
be met in descriptions of one class objects and cannot be met in descriptions of other
classes’ objects, thus describing only some training objects of the class. On the other
hand, sets of character values not used in descriptions of any training objects of the
class characterize all objects of this class and are more informative form this
perspective. That is why so actual is the question of constructing discrete recognition
and vulnerability search procedures based on the principle of “nonreoccurance” of
character legitimate values’ sets, fig. 3, 4.
Another problem is presence of objects which are on borderline between classes
( KL1 ,...,KLl ) = ( B pa ,...,B pa ) among the study samples of objects. Each of such
1
l
objects is not “typical” for its class, as it resembles to descriptions of objects belonging
to other classes. Presence of untypical objects extends the length of fragments used to
distinguish objects belonging to different classes. Long fragments are less frequent in
new object, thus extending the number of unrecognized objects.
The necessity of building effective realizations for discrete recognition and
vulnerability search procedures is directly connected to problems of metric
(quantitative) characters of informative fragments’ multitudes. The most important and
technically complex are the problems of obtaining asymptotical estimates for typical
number values of (impasse) covering and the length of integer matrix (impasse)
covering and also the problems of obtaining analogical estimates for permissible and
maximum conjunctions of a logical function, which are used for synthesis of circuit
hardware-based ISS solutions.
There is, as a rule, no reliable information about the structure of PA multitude
available while solving tasks connected with projecting an effective AIS information
safety system, that’s why having built a discrete recognition and vulnerability search
procedures algorithm we cannot guarantee its high performance on new objects
different from {sp a1 ,..., sp am } . Nevertheless, if the training samples are quite typical
for the considered multitude of objects, than the algorithm that makes infrequent
mistakes in studies will show acceptable results with unknown (not included in training
samples) objects also. In this connection correctness of discerning algorithm is the
problem that should be paid great attention. The algorithm is considered to be correct if
it discerns all the training samples correctly.
The simplest example of a correct algorithm is the following: the considered
object sp an is compared to descriptions of every training sample {sp a1 ,..., sp am } . In
case if the
sp an object’s description coincides with a description of a sp an training
sample, the
sp an object is attributed to the same class as the sp ai object. In other case
the algorithm declines to recognize the object. There is no difficulty noticing that
though the foregoing algorithm is correct, it is not able to discern any object which
description does not coincide with description of any training sample.
MODELLING OF DISCRETE RECOGNITION AND INFORMATION
Classes of threats for AIS
( KL1 ,..., KLl ) =
Класс
= ( B p ,..., B p ).
источников
угроз
a1
Sources of threats
(external)
133
Signs of threats
{pКласс
ax1 ,..., paxn }
источников угроз
al
Sources of threats
(internal)
Signs of threats
{pКласс
ax2 ,..., paxm }
источников угроз
Fig. 3. The structure of the classification of “Sources of Threats”
Класс
Set of classes
of
источников
угроз
Group Vulnerability
S igns o f vulnerabilit y (1)
vulnerabilities
Signs of vulnerability (2)
……
Signs of vulnerability (n)
Fig. 4. The structure of the classification of “vulnerability”
Let’s introduce the following symbols. Let NPp
r pa , r pa
≤ MI
different integer-valued
′ ,αp′a2 ,...,αpaMI
′ ) and
Proximity of sp′a = (αpa1
a
characters of
stand for a set of
{p aj 1 ,..., p aj r } kind.
′′ ,...,αpaMI
′′ ) belonging to
spa′′ = (αp′a1′ ,αpa2
PA by the NPpa set of characters we will estimate by the following value
1, i f α p ′jti = α p ′j′ti the value of ti = 1,2,..., r p a ,
BN ( s p a′ , s p a′′ , NP pa ) =
0 otherwise .
(1)
Thus, the schematic circuit of estimation algorithm building for information
safety systems is the following. The whole range of different NPp = {p aj ,..., p a } ,
rp ≤ MI type sub multitudes is picked out inside the {pa ,..., pa } character system.
a
a
1
1
MI
jMI
Later the picked sub multitudes are named reference multitudes of the algorithm, and
their whole range is designated by ΩMI .
Further let us set the following parameters:
• po sp is a parameter characterizing significance of a sp ai , i= 1, 2,..., РА target
a
(object);
134
Valeriy Lahno, Alexander Petrov
• po NP is a parameter characterizing significance of an object belonging to a
pa
reference multitude NPpa ∈ ΩMI .
The considered object
sp an is compared to every training sample sp ai of every
reference multitude. A Г ( sp a , KL ) estimation of
sp a object belonging to KL class is
calculated for each vulnerability class of AIS KL, KL ∈ {KL1 ,..., KLl } in the
following way:
Г ( spa , KL ) =
where:
1
∑ ∑ posp ⋅ poNPpa ⋅ BN ( spa , spai , NPpa ), (2)
| LW KL | spai∈KL NPpa ∈ΩMI a
| LW KL |=| KL ∩ {sp a1 ,..., sp aMI. } | .
The sp an object is attributed to the class that has the highest estimate. In case if
there are several classes with the highest estimate, discerning fails.
Let’s regard the situation, when the objects of the considered PA multitude are
described by the characters, each possessing values of the {0, 1,..., k pa - 1} multitude.
Let’s
associate
the
( σ DOP , NPpa )
elementary
classifier,
where
σ DOP = ( σ DOP ,...,σ DOP ) , NPpa is a set of characters numbered j1 ,... j rpa , with an
1
r
σ
σ DOP r
elementary conjunction ℜ = p axjDOP 1 ... p axj
r
1
pa
pa
.
Let’s show that building a multitude of ( KLl ) = ( B p ) class elementary
al
classifiers for the models previously considered in the article adds up to finding
permissible and maximum conjunctions of the characteristic ( KLl ) = ( B p ) class
al
function, which is a double-valued logical function possessing different values for
training samples of KLl и KLl .
After completion of all the previously mentioned stages one can start
the work on forming the model of information threats for all the information
resources of the enterprise on the basis of the derived classifiers. The initial
data for simulation are classes of vulnerabilities, threats and attacks, and also
multitudes of AS attack realization means and categories (classes) of malefactors.
The problem of using proper characteristic functions was not considered in
corpore within the bounds of this research, as there are different mathematical
approaches to descriptions of characteristic functions, which can be found for each class
of information attack targets. For example, the following methods are used for solving
problems connected with simulating the speed of malicious software spreading, that is
measuring the percentage of infected computers within the network:
• models based on changed systems of differential equation, formulated in
classic epidemiologic models;
MODELLING OF DISCRETE RECOGNITION AND INFORMATION
•
•
135
models based on calculation of Hamiltonian path length in the part of the
analogous graph, where spreading is still possible;
other.
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Atighetchi M., Pal P.P., Jones C.C., Rubel P., Schantz R.E., Loyall J.P., Zinky J.A., 2003.:
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Chi S., Park J., Jung K., Lee J., 2001.: Network Security Modeling and Cyber At-tack
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Goldman R., 2002.: A Stochastic Model for Intrusions//LNCS. Vol. 2516.
Gorodetski V., Kotenko I., 2002.: Attacks against Computer Network: Formal Grammarbased Framework and Simulation Tool. RAID 2000//LNCS. Vol. 2516.
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Computer Programming 8. p. 231-274.
Hariri S., Qu G., Dharmagadda T., Ramkishore M., Raghavendra C., 2003.: Impact
Analysis of Faults and Attacks in Large-Scale Networks//IEEE Security & Privacy. р. 456459.
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Keromytis A., Parekh J., Gross P., Kaiser G., Misra V., Nieh J., Rubensteiny D., Stolfo S.,
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Knight J., Heimbigner D., Wolf A.L., Carzaniga A., Hill J., Devanbu P., Gertz M., 2002.:
The Willow Architecture: Comprehensive Survivability for Large-Scale Distributed
Applications // Proceedings of International Conference Dependable Systems and Networks
(DSN 02). Bethesda, MD, USA. p.17-26.
Lahno V., Petrov A., Skripkina A., 2010.: Construction of discrete recognition procedures,
and vulnerability scan information. Information security № 2 (4). p. 5-13.
Lahno V., Petrov A., 2009.: Prevention from Penetration into Dynamic Database of
Corporate Information Systems of Enterprises. Management of Organizatoon Finances,
Production, Information. Bielsko-Biala. p. 282-290.
Smirniy M., Lahno V., Petrov A., 2009.: The research of the conflict request threads in the
data protection systems. Proceedings of Lugansk branch of the International Academy of
Informatization. № 2(20). V 2. 2009. р. 23-30.
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Valeriy Lahno, Alexander Petrov
17. Templeton S., Levitt K., 2000.: A Requires/Provides Model for Computer Attacks. Proc. of
the New Security Paradigms Workshop. p. 274-280.
18. Vayntsvayg M., 1973.: Algorithm of teaching of pattern recognition is «Cora»// In kn.:
Algorithms of teaching to pattern recognition. p. 82-91.
19. Xiang Y., Zhou W., Chowdhury M., 2004.: A Survey of Active and Passive Defence
Mechanisms against DDoS Attacks. Technical Report, TR C04/02, School of Information
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МОДЕЛИРОВАНИЕ ДИСКРЕТНЫХ ПРОЦЕДУР РАСПОЗНАВАНИЯ УГРОЗ И
ПОИСКА УЯЗВИМОСТЕЙ ИНФОРМАЦИИ
Валерий Лахно, Александр Петров
Аннотация. Статья содержит результаты исследований, позволяющие повысить уровень защиты
автоматизированных и интеллектуальных информационных систем предприятия (AИС). В статье
предложено использовать дискретные процедуры для выявления угроз информационным ресурсам.
Ключевые слова: информационная безопасность, обнаружения угроз, дискретный процесс.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 137-144
COMPLEX RESEARCH RESULTS OF THE EVAPORATIVE
CONDITIONER FOR DIESEL LOCOMOTIVE CAB
Alexsandr Lutsenko, Valentin Mohyla
Volodymyr Dahl East-Ukrainian National University, Luhansk, Ukraine
Summary. A set of theoretical and experimental research of evaporative air conditioner unit has
provided a design that can be used on railway rolling stock and that meets the requirements of
regulations of the microclimate parameters of the locomotive cab.
Keywords: evaporative conditioner, diesel locomotive, air flow, the metal nozzle.
INTRODUCTION
When providing comfortable sanitary and hygienic indoor microclimate
parameters [Pankova, 2000] it allows people to increase the productivity of work and
reduce the probability of professional diseases. The results of statistical studies show
that the diseases of the locomotive crews’ workers depend to a large extent on the
unfavourable climatic conditions in the cab of the locomotive, and are reflected in the
cardiovascular, musculoskeletal, and nervous systems. Moreover, the absence of
favorable climatic conditions in the work of the locomotive driver and the driver’s
assistant accumulates fatigue, lethargy, and similar phenomena that affect the security
of movement in the similar way.
RESEARCH ANALYSIS
To maintain the necessary sanitary and hygienic parameters of microclimate on
the modern locomotives [Sorokin, 1996; Sokolov, 1998] the air-conditioning system,
which typically consists of a steam compressional air conditioner with hermetic
compressor or compressor of packing design and a heating-ventilation unit is used. This
scheme has many flaws which at pesent do not allow to solve the problem of
conditioning on the railway rolling stock completely:
138
Alexsandr Lutsenko, Valentin Mohyla
- taking into account the fact that locomotives use air conditioners that can not
work as a heat pump, the additional use of the heating-ventilation unit, which makes the
design of the system more complicated and increases its value becomes obvious;
- steam compressional conditioners are structurally complex, expensive and
dangerous for environment; during the operation due to vibration and sudden
accelerations, the depressurization of the cooling system is possible;
- the use of one-piece scheme of the conditioner and considering its complex
structure it makes the layout of the locomotive and the further rational distribution of air
masses in the driver's cab more complicated;
- steam compressional conditioners use much energy consumption, resulting in
additional operational costs.
Elimination of flaws relevant to the currently used air conditioning system in the
locomotive cab is possibly by using of the evaporative cooling water systems. The
settings of such type are clean, reliable, and structurally simple. The main advantages
that characterize the evaporative coolers are the follows: environmental cleanliness, the
use of renewable sources of energy, little energy consumption (comparing to steam
compressional air conditioners is 10 ... 15 times lower), absence of non-ferrous metals,
simple design and operation [Doroshenko, 1983; Maysotsenko, 1987; № 85.4.14.010,
1986].
The given design uses the following means of air cooling:
- evaporation of water from the surface of the porous nozzle, which is moistened
by vertical capillary rise of fluid from the reservoir;
- evaporation of water from the surface of liquid film formed by the forced
irrigation of a metal nozzle from the top to the bottom with the subsequent collection of
fluid in the reservoir;
- separation of air flow, moving on "wet"and "dry" channels of the nozzles; in the
"wet" channels the water film and nozzles are cooled, the air saturated with moisture
from the "wet" channel entering the atmosphere; in the "dry" channel the air is cooled
and then goes to the cab of the vehicle.
The presented schemes of the air coolers have the following disadvantages:
- the use of porous nozzles results in a reduction of their height taking into
account the limits of capillary rise of liquid; the reduction of heat transfer due to the low
coefficient of thermal conductivity of the nozzle material, to their pollution resulting in
the deterioration of capillary fluid rise and the reduced cooling capability of the device;
- the use of metal nozzles assumes the strict film flow in the "wet" channels,
which is structurally difficult to implement provided there are some "dry" channels on
the back of the nozzle;
- the use of both types of nozzles, which ensure the air cooling and assumes the
realization of the small values of the average coefficient of heat transfer (≈40-60
Вт/м2К) from the wall to the air flow;
- both schemes are one-piece and very complex, which causes the problems with
their installation on the locomotive and further air distribution in the driver's cab.
COMPLEX RESEARCH RESULTS OF THE EVAPORATIVE CONDITIONER
139
THE AIM AND THE TASK OF THE RESEARCH
The elimination of defects and the adaptation of the evaporative cooler to be used
on the railway rolling stock is possible when the following positions are realized:
- during the evaporation it is preferable to use the cooled water which will cool
the air directly through recuperative heat exchangers which realize the great values of
the heat transfer coefficient;
- to divide the conditioner into two parts: evaporative (with nozzles, fan, water
pump) and cooling (with a recuperative heat exchanger and fan);
- to use metal nozzles, which during the rotation come into the lower part,
irrigated by the water and further, having passed the compressor’s device go out to the
top, where they are blown by the air flow;
- to connect the cooling unit of the conditioner with the cooling system of
internal combustion engine of the locomotive and use it as a heating unit for locomotive
cab in the cold season.
RESULTS AND THEIR ANALYSIS
Mathematical modeling of the presented processes for selecting the rational
parameters of structural and regime parameters is given in the work [Lutsenko, 2011].
When considering the cooling surface of the direct evaporative cooler, the
thermal balance equation [Neduzhyj, 1981; Ysachenko, 1981] can be presented as:
(1)
qa = −qw = q β − qα ,
where: qa , qw - the heat flow density in the air and to the water film on the nozzle
respectively; qα , qβ - the heat flow density defined by the heat transfer from the air to
the water film and formed by evaporation of the water film.
Solving (1) is possible by using the analogy between hydrodynamic, thermal and
diffusive boundary layer of the air when producing the distance from the liquid film and
determining the coefficient of heat transfer, flow steam mass density and others.
The distribution of the relative velocity along the hydrodynamic boundary layer
[Shlikhting, 1974] on the flat plate was defined as u U∞ = f ′(η1 ) , where u - the current
speed in the boundary layer at the distance from the surface; U∝ - the air flow rate outside
the boundary layer and approximated by the following polynomial:
f ′(η1 ) = −3,57 ⋅ 10 −2η12 + 0,377η1 ;
(2)
where: η1 = 5 y δ
- dimensionless boundary layer coordinate; δ = 5 ⋅ ν x U∞ -
boundary layer thickness; х – distance from the starting edge of the plate to the given
point; ν - kinematic air viscosity.
With the flow mode in the channel between the nozzles, we finally get the
equation for the flow outside the boundary layer:
GΣ
GΣ
; Umax =
.
U∞ =
(3)
ρ b ( H − 0,7δ )
0,65 ρ bH
140
Alexsandr Lutsenko, Valentin Mohyla
Considering the thermal boundary layer, the temperature distribution will be
t − tw
ϑ
=
= f ′(η2 ) , where the distribution function on the basis of
defined as
ϑ∞ t ∞ − tw
previously obtained distribution of the relative speed (2)
With the temperature gradient at the nozzle surface, the coefficient of heat
transfer is defined as:
λ ∂ϑ
1,89λ
α=
,
=
(4)
ϑ∞ ∂y y =0
k
Based on the analogy of speed and concentration profiles of the water steam at
the border layer, the density of mass flow of steam in the boundary layer is defined as
D ( pн − p∞ )
j п = 1,89
.
(5)
δ RпT
where pн - saturated steam pressure near the surfaces of the water film; p∞ - steam
pressure outside the boundaries of the boundary layer in the channel between the
nozzles.
The given analysis of the processes occuring in the channel between the nozzles
between the air flow and the basic platform of the nozzle allow to solve the equation (1)
and determine the change of the air flow parameters.
Based on the equations of the density of heat flow going through the nozzle,
taking into account the heat taken away from it and the liquid film at a time, the
temperature difference of on the surface of liquid film contacting with air when
changing the thermal state of the “nozzle - liquid – air” is defined as:
qw ∆τ − (ψ − ψ ′ ) ( χ н δ w + χw (δ н + 2δ w ) 2 )
(6)
,
∆tw =
χ н + χw
where:
ψ ′ = ( t н′ − tw′ ) (δ н + 2δ w ) ,
ψ = ( t н − tw ) (δ н + 2δ w ) ,
χ н = сн ρ н δ н 2 ,
χw = сw ρw δ w 2 - equation coefficients.
With the heat taken away from the air at a time we can specify the current
temperature change in the thermal boundary layer
2qα ∆τ − 0,74k ∆tw c p ρa
.
∆t ∞ =
(7)
( H − 0,74k ) cp ρa
Let’s define the specific steam mass located between the wall of the nozzle and
the middle of the channel between the nozzles:
2
5
p H
0,622 δ pн − ( pн − p∞ ) A1η1 + B1η1
∫
mпF =
dη1 + ∞ − δ .
(8)
2
Ra 5 0 Tw + (T∞ − Tw ) A2η1 + B2η1
T∞ 2
(
(
5
When giving
) dη
+Bη )
pн − ( pн − p∞ ) A1η12 + B1η1
∫T
0
(
)(A η
)
)
w
+ (T∞ − Tw
2
2 1
1
2 1
= pн F1 − ( pн − p∞ ) F2 we get:
COMPLEX RESEARCH RESULTS OF THE EVAPORATIVE CONDITIONER
(q − 5) s
1
,
ln
A2 (T∞ − Tw )( q − s ) ( s − 5 ) q
(9)
1
( A1χ1 + B1χ2 ) ,
A2 (T∞ − Tw )
(10)
q −5
s −5
1
2
− s 2 ln
5 ( q − s ) + q ln
,
q −s
q
s
(11)
q −5
s −5
1
− s ln
q ln
.
q −s
q
s
(12)
F1 =
F2 =
χ1 =
141
χ2 =
where: s, q – the root of quadratic equation Tw + (T∞ − Tw ) ( A2η12 + B2η1 ) = 0 .
Using similar methods of mathematical and physical picture of the coolant one
can get some dependences, describing the processes of heat exchange in the rrigated
part of the evaporation unit, such as:
- the speed of the fluid in the core of the flow in the channelbetwen the nozzles
U∞ = G∞ ρ b ( H − δ1 ) ;
−1
(13)
- displacement thickness of the turbulent boundary layer:
1
ν 5
δ1 = 4,6 ⋅ 10 x
;
U∞ x
- local heat transfer coefficient:
λ ∂ϑ
λ
α′ =
= ,
ϑ∞ ∂y y =0 k1
−2
(14)
(15)
The definition of speed and air and water pressure in curvilinear flow is defined
by the following equations:
u = exp (C1 − ln R ) ,
(16)
where: C1 = ln ( um Rm ) - integration constant; um = GΣ ( ρ HRm )
−1
- the average speed
in the channel between the nozzles; Rm - radius of the middle of the current lines.
p = C2 − 0,5 ρ exp 2 (C1 − ln R ) ,
(17)
where: C2 = patm + 0,5 ρ exp 2 (C1 − ln Rm ) - integration constant; рatm – atmospheric
pressure at the entrance of air flow in the curvilinear plot.
Since the calculation of the process of heat and mass exchange at evaporative
cooling was performed numerically [Karimberdieva S., 1983, Patankar S.V., 1984,
Peyre R., Teylor T.D., 1986], the nozzle and the direction and heat carriers were
covered by polar nets, and when constructing them the minimum radius of the air flow
lines was determined from the dependence:
R a min = Rн 2cos (α 2 )
(18)
where: Rн - nozzle radius; α - angle of the coverage of the irrigated nozzle surface.
142
Alexsandr Lutsenko, Valentin Mohyla
The maximum radius of the current water lines was defined as:
R w max = Rн tg α 2 .
(19)
Polar coordinates of the net knot are defined as:
- in the air
R a i = R amin + i ∆R;
(20)
a
a
φ j = φ j max − j ∆φ,
- in the water
R w i = R w max − i ∆R;
(21)
w
w
φ j = φ j max − j ∆φ,
where: ∆R, ∆φ - the step of the change of radius and angle of the net model; φ a j max maximum angle of the net opening to air at the current Ri ; φ w j max - maximum angle of
the net opening for water at the current Ri ; i, j – net knot indices.
Based on the developed model and calculation program, numerous experiments
with the influence of cooling efficiency of mode and design parameters of the
evaporation unit have been carried out and the results are presented as approximating
dependencies:
Qxp = 688,48 + 69,83z1 + 7,67z2 − 3,57z12 − 10,87z22 + 8,98z1z2 ,
(22)
Qxр = 1722,8 − 185,6 x1 + 885,5 x2 + 330,1x3 + 43,2 x12 + 10,9 x22 −
(23)
-251,1x3 2 -40,8x1x2 − 10,1x1x3 + 76,4 x1x2
where: z1 – the air speed when entering the channel, м/с; z2 – the speed of the nozzle
rotation, хв-1; x1 – the nozzle radius, мм; x2 – nozzle thickness, мм; x3 – the distance
between the nozzles.
The analysis and the calculations based on the developed mathematical model
allowed to identify the main design parameters that affect the energy, mass and size
characteristics and identify their rational measures: the rotating nozzle diameter, which
determines the surface area of heat and mass exchange Dн=200…400 мм; the nozzle
thickness, which characterizes the possibility of accumulation and transfer of heat (cold)
δн=1,5…2,5 мм; the distance between nozzles, which determines the flow of heat
carriers H=7…8 мм.
The experimental studies on stand models [Idelchik I., 1975, Bagan I.P., 1989,
Gerschenko O.A., 1984] of the air conditioner of the evaporative cooling and its
elements resulted in obtaining its power, aero-and hydrodynamic characteristics
depending on the mode characteristics of the heat flow and heat carriers and
environmental parameters [Mohyla V.І., Lutsenko О.А., 2011].
COMPLEX RESEARCH RESULTS OF THE EVAPORATIVE CONDITIONER
143
CONCLUSIONS
The results of the research present the following:
- the increase of the air flow speed in the channel between the nozzles to the
values of 8 m / s allows to increase the cooling capacity ranging from 1900 to 4000 W
without any deterioration in the work of the device, the great values of the air speed
corresponding to the great values of the nozzle rotation and consequently on the
contrary;
- when the rotation frequency of the nozzle is 100 and 80 rpm and consequently
the air speed in the channel between the nozzles is 10 and 16 m/s and more, one may
notice the drop removing of the liquid phase, with the smaller values of the nozzle
rotation and in the range of the air speed, the moisture removing hasn’t been observed;
- the realization of the maximum cooling capacity of the unit, which amounted to
4200 W when the removing of the liquid phase is absent provides the rotation speed of
1980 rpm and the air flow speed of 12 m/s, which allows to define these modes as
rational;
- aerodynamic resistance of the air path for these parameters is 340 Pa;
- the cost of mechanical power to the nozzle drive when changing the rotation
speed from 40 to 100 rpm amounted to the value in the range from 25 to 100 W.
Considering the experimental studies and the obtained results [Reho, 1987] we
may state thefollows:
- there are rational parameters of the air flow speed in the channel between
nozzles and the nozzle rotation speed corresponds to 12 m /s and 80 rpm, which
provides the maximum cooling capacity of the evaporative unit of the conditioner; these
modes do not allow any drop removing of the water environment, which provides the
best possible technical and economic parameters of the device of this type;
-the optimum water flow rate was defined (6⋅10-3 м3/s) in the irrigated part of
the evaporative unit of the conditioner, which provides the maximum cooling capacity
and consequently the heat balance between the energy processes of evaporative cooling
in the air part of the nozzle and the processes of heat and mass trasfer in the irrigated
part of the nozzle;
- the change of the water temperature entering the evaporator unit of the
conditioner makes the proportional impact on its cooling capacity, which contributes to
the flexible regulatory characteristics when changing the parameters of microclimate in
the locomotive cab;
The use of the results obtained allows to realize the cooling efficiency of the
conditioner to the values of 2580 W, which provides the temperature of +26 °C in the
locomotive driver’s cab 2TE116 at the environmental temperature +45 оС and the
relative humidity 90%.
REFERENCES
1.
2.
Doroshenko А.V., Rzhepishevsky К.I., 1983.: The working characteristics of indirect
evaporative air coolers // Refrigerator technique. – №4. – PP.38 – 43.
Kotnov А.S., 1999.: The development and investigation of the cooling device of the regenerative device
for locomotive. Thesis abstract for candidate degree of the technical science. - Luhansk, – 16 p.
144
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
Alexsandr Lutsenko, Valentin Mohyla
Mohyla V.І., Lutsenko О.А., 2011.: The influence of the mode and design parameters of the
conditioner of the evaporative cooling // The collection of scientific works of the EastUkrainian National University named after Volodymyr Dahl. – Luhansk, – №1(155).P2 –
PP. 147 – 150.
Maysotsenko V.С., Smyshlyayev О.Y., Mayorsky А.R., Naleta А.P.,1987.: The air cooler
of regenerative indirect evaporative type for the cab of the vehicle // Refrigerator
technique.-№2.–PP.20–23.
Neduzhyj I.А., Alabovsky А.N., 1981.: Technical thermodynamics and heat transfer:
Reference book for the high schools. – К.: High School. Main publishing house. – – 248 p.
Pankova V.В. , Stepanov S.А. , Belyakova N.А., Artemenkov Y.М., Glebova G.М.,
Sergeyeva Y.I., 2000.: Clinical approbation of hygienic criteria of the estimation of the
working conditions // Hygiene and sanitary. М.: Medicine. – PP. 26-28.
The make of the condinioner of regenerative indirect evaporative cooling and its
approbation on the stand and natural sample of the locomotive cab in the climatic chamber
(The last report)., 1986.: – № 85.4.14.010. – Kolomna. – 50 p.
Rego К.G., 1987.: Metrological analysis of the results of technical measurements.
Reference book. К.: Technique. – 186 p.
Sokolov А.I., Samsonkin V.N.,1998.: Agenda – human factor // Railway transport of
Ukraine - № 1(4-5). – PP.28-31.
Sorokin О.N., 1996.: Medical and social health problems // Railway transport. М.:
Transport. - №6. – PP. 56-62.
Heat transfer: Textbook for high schools / Isachenko V.P. and others., 1981.: – М.:
Energoizdat. – 416 p.
Shlikhting G., 1974.: The theory of boundary layer. – М.: Science. – 712 p.
Idelchik I., 1975.: Directory on hydraulic resistance. М: Mechanical engineering.– 559 p.
Bagan I.P., 1989.: Directory on heat exchanges to devices. - М: Mechanical engineering. –
187 p.
Gerschenko O.A., 1984.: Temperature measurements. A directory. Kiev: Наукова dumka. –
204 p.
Karimberdieva S., 1983.: Numerical methods of the decision differentsialno-raznostnyh the
equations in a parallelepiped, a sphere and the cylinder. Tashkent: the Fan. – 113 p.
Patankar S.V., 1984.: Numerical methods of the decision of problems of heat exchange and
dynamics of a liquid. М: Energoizdat. – 150 p.
Peyre R., Teylor T.D., 1986.: Computing methods in problems of mechanics of a liquid. L:
Gidrometeoizdat. – 351 p.
РЕЗУЛЬТАТЫ КОМПЛЕКСНЫХ ИССЛЕДОВАНИЙ ИСПАРИТЕЛЬНОГО
КОНДИЦИОНЕРА ДЛЯ КАБИНЫ МАШИНИСТА ТЕПЛОВОЗА
Александр Луценко, Валентин Могила
Проведений комплекс теоретичних и експериментальних исследований испартельного кондиционера
обеспечил получение конструкции устройства, которая может использоваться на подвижном составе
железных дорог и отвечает требованиям нормативных документов относительно параметров
микроклимата кабины машиниста локомотива.
Ключевые слова: испарительный кондционер, тепловоз, поток воздуха, металлическая насадка.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 145-150
METHOD OF THE DYNAMIC ANALYSIS OF THE MECHANISM
Valery Malkov, Alla Vlasova, Pavel Nosko, Valery Stavitsky
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine;
Science research end design construction institute “ISKRA”, Lugansk, Ukraine
Summary. The iterative method of the law of movement of an initial link of the lever mechanism in time of
settled regime definition, not connected with dynamic synthesis, is offered.
Key words: lever mechanism, link of reduction, settled regime, dynamic analysis, law of movement
INTRODUCTION
As it is known from the educational literature (see the list of referred sources),
for the decision of a problem of the dynamic analysis of the mechanism, it is necessary
to know parameters of its dynamic model (the angular speed, the resulted moment of
inertia, change of kinetic energy) at least in one position defined in the generalized
coordinate. Traditional methods [Korenyako 1970] suggest to use as such position,
where angular speed of a link of reduction has extreme value set by the coefficient of
non-uniformity of movement. But maintenance of the set coefficient of non-uniformity
of movement is a condition of dynamic synthesis of the mechanism, which is not always
necessary. Thus, it appears that without dynamic synthesis, when this factor is not
known also it only it is necessary to define, the dynamic analysis is impracticable.
Possibility of definition of the law of movement of an initial link in this case opens the
nonconventional approach to the decision of a problem of dynamic synthesis [Malkov
2008].
OBJECTS AND PROBLEMS
Let the resulted moment of inertia of the lever mechanism will be presented as
follows:
J (ϕ ) = J const + J var (ϕ ),
where:
J const - the constant component allocated in such a manner, that a variable
component J var (ϕ ) has the minimum 0;
ϕ
- the generalized coordinate.
146
Valery Malkov, Alla Vlasova, Pavel Nosko, Valery Stavitsky
Fig. 1. To the dynamic analysis of the mechanism
In figure 1 the curve of energy-mass (Vittenbauer’s diagram) received in the
traditional way in system of coordinates JO∆A , expressing conformity of values of
total work ∆A(ϕ ) to values of the resulted moment of inertia of the mechanism J (ϕ )
is represented. After an exception of a constant component of the resulted moment of
inertia
J const , having passed to new system of coordinates J var O1 ∆E , it is possible to
write down:
J var (ϕ ) = J (ϕ ) − J const
and
∆E (ϕ ) = ∆A(ϕ ) − ∆A* ,
where:
J const - the minimum value of the resulted moment of inertia in old system
JO∆A , ∆A * - ordinate corresponding to this value in the same system, ∆Е (ϕ ) - a
METHOD OF THE DYNAMIC0020ANALYSIS OF THE MECHANISM
147
variable component of change of kinetic energy of the mechanism in new system of
coordinates J var O1 ∆E .
Point О2 of crossing of tangents to a curve of the energy-mass, defining unknown
the maximum ω max and minimum ω min values ω (ϕ ) , is the beginning of system of
JO2 E , in which the curve of energy-mass describes dependence of full
kinetic energy of the mechanism from the resulted moment of inertia Е = Е (J ) . It is
coordinates
possible to present this dependence as follows:
( J const + J var (ϕ )) ⋅ ω 2 (ϕ )
Е = Е 0 + ∆E (ϕ ) =
.
(1)
2
J
⋅ ω 02
Here E 0 = const
- an unknown constant component of kinetic energy,
2
where ω 0 - some unknown angular speed at J var (ϕ ) = 0 and ∆Е (ϕ ) = 0 . To this
speed on fig. 1 there corresponds straight line О2O1, inclined at an angle
of abscisses.
Thus, having
ψ0
to an axis
Е 0 , from expression (1) it is possible to define current values of
angular speed:
ω (ϕ ) =
2 ⋅ ( Е 0 + ∆E (ϕ ))
=
J const + J var (ϕ )
2 ⋅ ( Е 0 + ∆E (ϕ ))
J (ϕ )
(2)
The problem of the dynamic analysis can be solved an iterative way, using the
received dependence (2). The method essence is easy for understanding, having
addressed to figure 1. In this case the curve of energy-mass set in system of coordinates
JO∆А , it is necessary to transfer in system of the coordinates JO2 Е , which
beginning
O2 settles down on continuation of an axis of ordinates ∆А in a point of
intersection from the straight line corresponding to set average angular speed ω av , i.e.
inclined at an angle ψ av to an axis of abscisses. It is required to define position of this
point. The block diagram of algorithm of the decision of a problem is represented in
figure 2.
Having set by the initial data J (ϕ ) , ∆A(ϕ ) , ω av and an admissible relative
deviation from size of average angular speed
∆ ω , it is necessary to pass from system
JO∆А in system J var O1 ∆E , as it is described above. The least value of the resulted
moment of inertia J min = J const is thus defined. Then its greatest value J max , and also
the greatest ∆Е тах and least ∆Е min values of function ∆Е (ϕ ) are also defined.
148
Valery Malkov, Alla Vlasova, Pavel Nosko, Valery Stavitsky
Fig. 2. The block diagram of algorithm of the dynamic analysis of the mechanism
О2 is defined by size of kinetic energy E0 , which it is offered
to search a method consecutive approaches. It is obvious, that the point О2 settles
down on a piece О2′ О2′′ , which borders О2′ and О2′′ will arrange from the top and
Position of point
bottom points of a curve of energy-mass on distances, that with sufficient accuracy are
2
2
and 0,5 J max ω av
, and from an axis of
defined by energy sizes accordingly 0,5 J min ω av
abscisses of system of coordinates J var O1 ∆E in sizes
2
2
E0 min = 0,5 J min ω av
− ∆Emax and E0 max = 0,5 J max ωav
− ∆Emin .
At the first stage it is possible to accept, that E 0 = 0,5 ⋅ (E0 min + E 0 max ) . Then
under the formula (2) angular speed of a link of reduction in all positions of the
′
mechanism is calculated. Its extreme values and new value of average angular ω av
speed are defined. The last is compared to the set ω av . If the absolute relative size of
their difference exceeds the set admission
the beginning
∆ ω , it is necessary to find new position of
О2 of system of coordinates JO2 Е , having accepted new value Е0 .
METHOD OF THE DYNAMIC0020ANALYSIS OF THE MECHANISM
149
′ > ω av , the point
Thus in a case, when ω av
О2 settles down on the midpoint of piece
О2 О2′ , differently – on the midpoint of piece О2 О2′′ . Procedure repeats. Iterative
process proceeds until the deviation of the calculated value of average angular speed of
a link of reduction from a preset value will not appear within the admission.
Angular acceleration of a link of reduction can be defined traditional [Frolov
1999] or nonconventional [Malkov 2008] methods.
CONCLUSIONS
Some advantages of the stated method.
• Possibility of performance of the dynamic analysis without dynamic
synthesis.
• Possibility of creation of simple algorithm for the machine account.
• Continuity in relation to traditional methods and basic ideas.
• Presentation owing to possibility of application of a simple graphic
illustration.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
Artobolevsky I. I., 1988.: Theory of mechanisms and machines. Textbook for higher
technical educational institutes, «Science», Мoscow, 640 p.
Belokonev I. M., 1990.: Theory of mechanisms and machines. Methods of automatic
designing. Educational appliance for higher technical educational institutes, «Higher
school», Kiev, 208 p.
Frolov K. V., etc., 1999.: Theory of mechanisms and machines. Textbook for higher
technical educational institutes, «Higher school», Мoscow, 496 p.
Gavrilenko V. A., etc., 1973.: Theory of mechanisms. Educational appliance for higher
technical educational institutes, «Higher school», Мoscow, 511 p.
Iosilevich G. B., Lebedev P. А., Strelyaev V. S., 1985.: Applied mechanics. For students of
higher technical educational institutes, «Machine-building», Мoscow, 576 p.
Kinitsky Ya. Т., 2002.: Theory of mechanisms and machines. Textbook, «Science idea»,
Кiev, 660 p.
Kogchevnikov S. N., 1973.: Theory of mechanisms and machines. Educational appliance for
students of higher educational institutes, «Machine-building», Мoscow, 592 p.
Kolchin N. I., Movnin M. S., 1962.: Theory of mechanisms and machines. Textbook for
mаchine-building higher educational institutes, «Sudpromgiz», Leningrad, 616 p.
Korenyako A. S., 1976.: Theory of mechanisms and machines. Educational appliance for
higher technical educational institutes, «Higher school», Kiev, 444 p.
Korenyako A. S., etc., 1970.: Theory of mechanisms and machines year designing.
Educational appliance for higher technical educational institutes, «Higher school», Kiev, 330 p.
Kulbachny O. I., etc., 1970.: Theory of mechanisms and machines. Designing. Educational
appliance for higher educational institutes, «Higher school», Moscow, 287 p.
Levitskaya O. N., Levitsky N. I., 1985.: Course of theory of mechanisms and machines.
Educational appliance for higher educational institutes, «Higher school», Moscow, 279 p.
Levitsky N. I., 1990.: Theory of mechanisms and machines. Educational appliance for higher
educational institutes, «Science», Мoscow, 592 p.
150
Valery Malkov, Alla Vlasova, Pavel Nosko, Valery Stavitsky
14. Malkov V. N., Vlasova A. A., 2008.: An advanced method of dynamic synthesis and the
dynamic analysis of the mechanism [the electronic resource] / Herald of V. Dahl EastUkrainian National University, № 3Е. An access mode to magazine:
http://www.nbuv.gov.ua/e - journals/vusnud.
15. Margolin Sh. F., 1968.: Theory of mechanisms and machines. Textbook. «Higher school»,
Minsk, 357 p.
16. Mashkov A. A., 1971.: Theory of mechanisms and machines. Textbook. «Higher school»,
Minsk, 469 p.
17. Popov S. A., 1986.: Theory of mechanisms and mechanics of machines year designing.
Educational appliance for higher technical educational institutes, «Higher school», Мoscow,
295 p.
18. Yudin V. A., Petrokas L. V., 1977.: Theory of mechanisms and machines. Textbook for
higher technical educational institutes, «Higher school», Мoscow, 622 p.
19. Zablonsky K. I., Belokonev I. M., Schekin B. M., 1989.: Theory of mechanisms and
machines. Textbook, «Higher school», Kiev, 376 p.
20. Zablonsky K. I., etc., 1979.: Applied mechanics. Educational appliance for higher
educational institutes, «Higher school», Kiev, 280 p.
21. Zinoviev V. A., 1972.: Course of theory of mechanisms and machines. Educational
appliance for higher educational institutes, «Science», Moscow, 384 p.
МЕТОД ДИНАМИЧЕСКОГО АНАЛИЗА МЕХАНИЗМА
Валерий Мальков, Алла Власова, Павел Носко, Валерий Ставицкий
Аннотация. Предлагается итерационный метод динамического анализа, позволяющий определить
закон движения звена приведения механизма при установившемся режиме независимо от
динамического синтеза.
Ключевые слова: рычажный механизм, звено приведения, установившейся режим, динамический
анализ, закон движения.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 151-159
THE THEORY OF MATRIX MAGNETOSENSITIVE SENSOR
ON THE BASIS OF FERROPROBES
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary: The mathematical models of field, which allow to determine the interaction of ferroprobe cores in
a matrix with the influence of a constant magnetic field of article are considered. The models allow to execute
numerical calculation of an electromagnetic field in cores created by both the field of a defect, and the field
excitation. The calculation allows to receive datas for the rational arrangement of ferroprobe cores in the
matrix, and also to determine the transformation function of the matrix sensor.
Key words: control of defect, field of defect, ferroprobe.
INTRODUTION
The matrix disposition of ferroprobes for control of defect in ferromagnetic
article has a number of advantages such as possibility of surface control without
mechanical scanning, forming a three — dimensional information signal about defect
with the help of computer, possibility of curvilinear surface control. The impulse
schemes of excitation [Krotov L.N. 1985; Gaichenko V.Y. 1992] are applied
simplification of the schemes of treatment of output signals of ferroprobes. The close
disposition of elements in the matrix sensor (MS) influences the transformation function
of every ferroprobe by the inductive connection of a coils of excitation. In this paper
two problems are decided. One problem allows to determine the magnetization in the
cores caused by the magnetic field of defect, the second one assesses the influence of
MS elements on each other, caused by a current in windings of excitation.
OBJECTS AND PROBLEMS
For the construction of the mathematical model the following assumptions are
made:
•
the magnetization area, in which the defect is located, does not vary at a
measuring of the MS field;
152
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin
•
the field strength of the source, which magnetized of an article is
considered to be known.
The mathematical model of the field of defect represents an integral equation
[Vinokurov V.E. 1991]
1 M R ′ ⋅ n R − R′
divM R ′ R − R ′ dV ′
+ H0 ,
(1)
dS ′ − ∫
H =
∫
3
3
4π S
V'
R − R′
R − R′
[ ( ) ](
(
)
)
( )(
)
(
)
where: M is the vector of a ferromagnetic material magnetization; R and R ′ are
vectors of points of observation and sources; n is the normal to a ferromagnetic
surface; H is the magnetic field strength in a point of observation; H 0 is the
magnetized field strength.
By the approximation of area or a ferromagnetic material with elementary
volumes (EV), which have the shape of rectangular prisms, inside which the vector of a
magnetization is constant, the equation (1) will be transformed in a system of the
algebraic equations
H i = Aij M ij H j + H 0i ,
(2)
[ ] ( )
where: i, j are points of observation and source.
The elements of the matrix Aij are determined by geometric parameters of the
[ ]
defect and the space adjoining to it and are calculated for each EV by the following
formula:
1 6 n Ri − R j
(3)
dS k .
aij =
∑∫
4π k =1S k R − R 3
i
j
(
(
)
)
The system of equations (2) is supplemented by the function of a nonlinear
dependence of the module of the ferromagnetic material magnetization vector of an
inspected article on the strength for the first and the second quadrant of the hysteresis
loop
Mj = f Hj ,
(4)
( )
which is approximated by the cubic splines. The system of equations (2) is solved by an
iterative mode with the help of algorithm offered in [Shvedchicova I. 1996].
Electric circuit of the ferroprobe is shown on the fig. 1.
For excitation circuit it is possible to write down
d
(ψ a1 + ψ b1 ) + H b l R = e(t ) ,
dt
W
(5)
where: ψ a1 , ψ b1 — magnetic-flux linkage of excitement windings of ferroprobes semielements a and b; Hb — field intensity in the cores of semi-elements; e(t) — excitation
voltage of ferroprobe.
THE THEORY OF MATRIX MAGNETOSENSITIVE SENSOR
Output voltage of ferroprobe is determined from the following expression
d
u 2 = (ψ a 2 − ψ b 2 ) ,
dt
153
(6)
where: ψ a 2 , ψ b 2 — magnetic-flux linkage of output winding of ferroprobe. The task
of further theoretical construction is the determination of magnetic-flux linkages
ψ a1 , ψ b1 , ψ a 2 , ψ b 2 .
Fig. 1. Electric basic circuit of ferroprobe
According to the theorem of reciprocity [Polivanov K.M. 1974] the magneticflux linkage in the winding of the semi-element is equal to
1 U
ψ u = ∑ ∫ H u ⋅ M u dVu + ∫ H p ⋅ M p dV p
(7)
iu u =1V
V
where: M u — magnetization in the cores of ferroprobes, caused by excitation voltage;
M p — magnetization of the defect area; H u , H p — field intensity, created by
excitation current in the cores and in the area of defect location.
While dividing the ferroprobes cores into EV (each core is given as K EO located
along the core length), ratio (7) is presented in the form of U-quantity of semi-elements
in the group.
P
1 U K
ψ u = ∑ ∑ H uk ⋅ M uk ∆Vuk + ∑ H p ⋅ M p ∆V p ,
(8)
i u u =1 k =1
p =1
where: ∆Vuk , ∆V p — EV of corresponding areas; P — quantity of EV in the area of
defects.
154
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin
Functioning of MS takes place both under excitation of one ferroprobe, and
under excitation of the group or all ferroprobes.
It is quite sufficient to consider the influence of a group of cores on each other
and located near each other.
There are three variants of a group of cores location, influencing each other in the
matrix MS (fig. 2) — groups 10, 6, 4 according to the number of cores of semi-elements
in the group, surrounding one ferroprobe (the cores of the considered ferroprobe are
lined, the direction of the excitation field are shown by crosses and dots).
As a mathematical model of the vector field of magnetization in the cores an
integral equation (1) is used. It is represented by a system of algebraic equations while
dividing the volume of ferroprobes cores into EV
H i = C ij M j H j + Dip M p + H b ,
(9)
[ ]
[ ]
[ ]
[ ]
where: C ij the matrix with dimension L×L , where L = K ⋅ U ; Dip — matrix for
calculation of intensity in i-EV, created by j-m magnetized EV defect; H b — intensity
vector of excitation field.
The system of algebraic equations (9) is added by the dependence of
magnetization on the field intensity for ferromagnetic material of ferroprobes cores
Mj =ϕHj
(10)
( )
The elements of the matrix [C] and [D] are calculated through the formula
analogous to (3).
Transformation function of ferroprobe is determined by the following ratio:
U
(11)
S = 2m
H0
where: U2m — amplitude value of outlet ferroprobe signal, H0 — intensity of the
measured field.
While calculating the transformation function the system of equations (9) is
simplified, as the vector H0 is used instead of the vector Dip M p in (9). Its direction
[ ]
coincides with longitudinal axis of ferroprobe.
The algorithm of the coefficient of ferroprobe transformation is the following.
The function of the excitement voltage of the ferroprobe is approximated by the
function
e(n ) = e(n∆t ) ⋅ 1(t − n∆t ) ,
(12)
where: n = 1 ... N ; 1(t − n∆t ) — single function; ∆t — the time of quantization; N —
quantity of time intervals of quantization
Differential non-linear equation (5) is solved through numerical method
[
]
ψ (an1) + ψ b( n1) = ψ (an1−1) + ψ b( n1−1) + e(n ) − qH n ∆t ,
where: q =
l
⋅R.
W
(13)
THE THEORY OF MATRIX MAGNETOSENSITIVE SENSOR
155
Fig. 2. The disposition of the ferroprobe matrix over the inspected surface
The intensity of magnetic field in the core of ferroprobe is calculated by the
method of sequence approximations
1
1
1
H (n ) = e(n ) −
ψ ( n ) + ψ b( n1) +
ψ ( n −1) + ψ b( n1−1)
(14)
q
q∆t a1
q∆t a1
[
]
[
]
the value of magnetic-flux linkage in the cores of ferroprobes is determined by formula
(8) after the solution of algebraic equations (9). All the calculations being made with the
account of the direction of current in the windings of semi-elements of ferroprobes.
In the usual of numerical calculations the values of magnetic-flux linkages of the
excitement windings ψ a1 (n), ψ b1 (n) are obtained and it permits to determine the
output voltage of ferroprobe from the ratio
1
[ψ a 2 (n) − ψ b 2 (n)] ⋅ 1(t − n∆t )
u 2 (n ) =
(15)
∆t
156
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin
ω2
ω
; ψ b 2 (n ) = 2 ;
ω1
ω1
and output winding.
where: ψ a 2 (n ) =
ω2 — number of turns of excitement windings
CONCLUSIONS
The output signal of the single ferroprobe which measured the vertical
component of the scattering field of defect with a breadth 2b=0,2 mm, depth t=0,5 mm
and length a=10 mm on a flat surface of steel ШХ18 are calculated. The distance
between ferroprobe and surface of steel h was 0,2 mm. The ferroprobe core has a
geometric parameter 3×0,5×0,025mm; a winding of excitation has ωe = 50 coils; an
output winding — ω 2 = 30 coils. The ferroprobe was excited by unipolar impulses
with an amplitude 15V and duration 1 mks. In the fig. 3 the plot of an output signal
single ferroprobe is shown at transition one above the defect (dashed line) and
ferroprobe, which were in an environment 10, 6 and 4 ferroprobes in the matrix.
The distances between the cores of ferroprobe made up α = d = 1 . Relative
l
change of the transformation coefficient of the ferroprobe in the groups 10, 6 and 4
form the value α is shown on the fig. 4.
The charts snow that the stronger change of the transformation coefficient is
obtained at α < 1 and depends on the quantity of cores which surround the ferroprobe.
The obtained data correspond to experimental ones given in [Vinokurov V.E. 1991].
Fig.3. The plot of output signal of ferroprobe for the three groups of cores 10, 6, 4 at α = d
l
=1
THE THEORY OF MATRIX MAGNETOSENSITIVE SENSOR
157
Fig. 4. The plot of conversion coefficient of ferroprobe in groups
10, 6 and 4 again the distance between cores
REFERENCES
1. Fener R.T., 1975.: Finite element method for engineers. Mac Millan, New York.
2. Forsayt J., Malkolm M., Mouler K., 1980.: Machine methods of mathematical calculations.
Moscow: Mir, 277.
3. Gaichenko V.Y., Yakovenko V.V., Shagrov G.N., Loyko A.V., 1992.: The digital
accelerometer residual induction. Instruments and Experimental Techniques. 1, 239.
4. Kalantarov P.L., Tseytlin L.A., 1986.: Calculation of inductance. Reference book. Leningrad:
Energoatomizdat, 488.
5. Krotov L.N., Shleenkov A.S., Scherbinin V.E., Bulychov O.A., 1985.: The converter of the
magnetic field on the basis of transition processes in a circuit with nonlinear inductance. Flow
Detection. 1, 27 — 33.
6. Miroshnikov V.V., 1999.: Ferroprobe with enhanceable hidrancestability for polyelement
sensors. Technical Electrodynamic. 2, 74 — 76.
7. Miroshnikov V.V., 2000.: The function of transformation of second harmonica ferroprobe.
Vestnik East-Ukrainian National University. 9 (31, part 2), 122 — 125.
8. Miroshnikov V.V., Romanenko A.V., 2000.: Matematicheskaya model polya datchika nad
ferromagnitnoy poverxnostu. Visnik dergavnogo yniversitety “L’vivs’ka polytexnica”, 387,
480 — 483.
9. Pekker I. I., Pekker M.I., Kirsanov A.G., 1975.: Raschet magnitnogo polya s vozdushim
zazorom metodom integrirovaniya po istochnikam polya. Electromechanika. 1, 118 — 122.
10. Polivanov K.M., 1974.: Theoretical basics of an electrical engineering, part III. Moscow:
Energy, 282.
11. Samoylovich G.S., 1976.: The nondestructive control of metals and wares. Reference book/
Edited of G.S. Samoylovich. Moscow: Mashinostroenie, 203 — 284.
12. Shimoni K. 1984.: Teoreticheskaya electrotechnika. Moscow: Mir, 763.
13. Shvedchicova I., 1996.: Three-dimension numerical magnetic field calculation in the
ferromagnetic cores. Electromagnetic phenomena in nonlinear circuits. Poznan, 121 — 124.
14. Stepanov A., Sikori R., 1990.: “Modelirovanie elektromagnitnix poley v electrotexnicheskix
ystanovkax”/ Pod red. Stepanova A., Sikori R.. Kiev: Technika, 188.
158
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin
15. Suhorukov V.V., 1975.: A mathematical design of the electromagnetic fields is in
conductingenvironments. Moscow: Energy, 152.
16. Tamm I.E., 1989.: Osnovy teorii electrichestva. Moscow: Nayka, 504.
17. Tozoni O.V, 1964.: Matematicheskie modeli dlya rascheta electricheskix i magnitnix poley.
Kiev: Naykova dymka, 304.
18. Vinokurov V.E., Zolotovitsky A.B., Shleenkov A.S., 1991.: “To the problem on application
multi-element ferroprobe converters for a measurement of distribution inhomogeneous
magnetic fields” Flow Detection. 12, 70 — 78.
ТЕОРИЯ МАТРИЧНОГО МАГНИТОЧУВСТВИТЕЛЬНОГО ДАТЧИКА
НА ОСНОВЕ ФЕРРОЗОНДОВОВ
Вадим Мирошников, Николай Карманов, Сергей Костин
Аннотация: В статье рассматриваются математические модели поля, которые позволяют определять
взаимодействие феррозондовых элементов в матрице с влиянием постоянного магнитного поля.
Модели позволяют выполнять численное вычисление электромагнитного поля в элементах, созданных
как областью дефекта, так и полем возбуждением. Вычисления позволяют получать данные для
рационального использования феррозондовых элементов в матрице, а также для определения
передаточной функции матричного чувствительного элемента.
Ключевые слова: контроль дефекта, область дефекта, феррозонд.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 159-168
CALCULATION OF THREE-DIMENSIONAL FIELDS
IN TASKS OF DEFECTOSCOPY
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin,
Natalie Martynenko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary: The mathematical models of magnetic field, which allow to determine. leakage field of defects
considering of a presenting the researched domain ferromagnetic cores of the magnetically sensitive element
are considered in article. The models allow to execute numeral calculation of an electromagnetic field in cores
created by both the field of a defect, and the field excitation. The calculation allows to receive datas for the
rational arrangement of ferromagnetic cores, and also to determine the transformation function of the
magnetically sensitive element.
Key words: magnetic field, field of defect, defectoscopy.
INTRODUCTION
In defectoscopy the solution of field tasks of calculation of leakage field of
defects, forming of a field in cores of magnetic systems etc. is the basic condition of
creation of highly effective inspection systems. The task of calculation of a
magnetostaticfield can be divided into three stages. At the first stage the mathematical
formulation of a problem based on the Maxwell's equation is developed and reduced to
getting the integral or differential equations for a considered boundary problem. At the
second stage the simplifications and assumptions in distribution of fields and sources in
considered domains are entered. The third stage is devoted to getting of numerical
results.
According to the modern publications devoted to problems of the numeral
solution of magnetostatics tasks, three methods are the most common: finite difference
method (FDM), finite element method (FEM) and integral equation method (IEM).
In FDM the problem is initially formulated as differential equations in partial
derivatives [Demirchan K.S., Chechyrin V.L., 1986; Il’in V.P., 1985; Marchyk G.I.,
1980; Samarskiy A.A., 1971]. In the researched domain a quantity of discrete points
associated with the set — grid, and functions of continuous argument associated with
functions, determined on a grid. For each mesh point differential difference equation
160
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin, Natalie Martynenko
associated with differential is written approximately, which consideration of boundary
conditions, make system of the algebraic equations.
The theory FEM for the solution of the elliptic equations is expound in works
[Zenkevich O., Morgan K., 1986; Sil'vester P. Ferrari R., 1986; Streng G. Fix J., 1977;
Norri D., de Friz J., 1981]. This method is reduced to research of global function
representing the considered phenomenon in all points of analyzed domain. The whole
domain is divided into final adjacent subareas (final elements), the sought global
function is drawing in parts on each of these elements.
The main drawback of FEM and FDM is the necessity to limit the calculated
domain which leads to more calculation errors. The error of results of calculation by
these methods can be determined by realization of repeated calculation with increased
number of elements.
Recently IEM based on the theory of the potential of surface or volumetric
distribution of field sources has been used widely [Grinberg G.A., 1962; Aleksandrov
G.A., Fillipov E.S., 1983; Tozoni O.V., 1975]. Transition from differential equations of
the electromagnetic field to integral equations is done by the Green function.
Characteristic in IEM is the existence of the large variety of the integrated equations,
differed on properties of solution and of the forms of writting. Therefore the search of
economic mathematical models and constructions of effective computing algorithms of
the solution of the integrated equations is rather urgent. The analysis of the references
on IEM shows, that its using is most expedient to calculation of three-dimensional
fields.
OBJECTS AND PROBLEMS
The magnetic field in homogeneous anisotropic environment is created by
r
distribution of direct currents with density δ , located in domain Vi, limited surface S.
r
r
The vector of inductance B and the field vector H submit to the equations
r r
rotH = δ
(1)
r
divB = 0
(2)
in domain Vi and to the equations
r
rotH = 0
r
divB = 0
(3)
(4)
in unlimited domain Ve, which is external in relation to Vi. Choosing the Cartesian
system of coordinates, where datum lines x, y, z are parallel to the main lines of tensor
~ = µ µ , and let µ
~ a diagonal tensor of relative
of absolute permeability µ
a
0 ij
a
permeability, and µ x , µ y , µ z to be its diagonal components (other components are
equal to zero). Then
r r
r
r
B = i µ0 µ x Hx + j µ0 µ y Hy + k µ0 µz Hz .
(5)
CALCULATION OF THREE-DIMENSIONAL FIELDS IN TASKS OF DEFECTOSCOPY
161
r
r
r
r
B
Put vector potential by means of a correlation B = rotA . Granting that H =
is
µ%a
r
from (1) and we get the equation relative to A
r
r
1
rot
rotA = µ0δ .
(6)
µ%a
r
r
Having entered new expression for vector potential A1 = µ% A , assume
r
divA1 = 0 . (That the given condition can be really executed as it is established below).
Then, after replacement variables x = µ x x1 , y = µ y y1 ,
z = µ z z1 , the equation
(6) can be written down as one vector Poisson's equation
r
r
r
r
∂ 2 A1 ∂ 2 A1 ∂ 2 A1
+
+
= − µ0 µ x µy µzδ .
∂x12
∂y12
∂z12
(7)
The solution of the given equation can be written down as
r
r dV
1
A1q = µ0 µ x µy µz
δ1q 1q .
∫
4π V
R1
(8)
1q
r
Passing to original coordinates x, y, z and function A , we receive for it the
following expression
r
r dVp
1
δp
,
(9)
A q = µ0 µ x µy µz
∫
4πµ% V
Ra
i
where:
( xq − xp ) + ( yq − y p ) + ( zq − zp )
2
Ra =
2
µx
µy
µz
2
.
(10)
r
r
r
Granting that A1 = µ% A , it is easy to notice, that a condition divA1 = 0 , with the
help of which (6) received (7) is carried out, if
r dVp
div q ∫ δ p
=0.
(11)
Ra
V
i
r
If div δ = a 2 + b 2 in volume Vi, that follows from the equation (1), then the
equality (11) will be identity at anyone differentiable function, put on a place R -1
a
[Tamm I.E., 1976]. Thus, the formula (9) really gives the solution of the equation (6),
r
r
through which vectors B and H can be evaluated in equations (1) — (4). In particular
r
r rotA
for the field vector H =
we receive the formula
µ%a
162
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin, Natalie Martynenko
r
Hq =
r
δ p ,
∫
4π µ x µy µz Vi R3a
1
r
r
dVp ,
(12)
r
r
r r
where: r = i xq − x p + j y q − y p + k zq − zp ; and the function R a is determined
(
) (
) (
)
by the formula (10). For a linear current with force I in the closed circuit l the formula
(12) becomes
r
r
dIp , r
r
1
dV .
Hq =
(13)
∫
p
4π µ x µy µz l
R3a
This formula evaluates the Biot-Savart-Laplace law for homogeneous anisotropic
environment.
There is the formula similar to (9) that will be used in construction of the integral
equations:
r
1 r dSp
(14)
Aq = µ0 µ x µ y µz
dVp ,
∫ ip
4πµ% S Ra
r
where i p is density of superficial currents.
The exceptional vector potential also needs the scalar potential for calculation of
a magnetic field in piecewise homogeneous anisotropic environment. The differential
equation for it, is got out from the equations (3) and (4):
µx
∂ 2ϕ
∂x 2
+µy
∂ 2ϕ
∂y 2
+ µz
∂ 2ϕ
∂z 2
=0.
(15)
The fundamental solution of the given equation is the function R -1
a , where R a is
determined by the formula (10). Considering, that in some domain of anisotropic
environment V the volumetric magnetic charges with density ρ are located, doing the
same as at a formula construction (9), it is possible to find:
dVp
1
ϕq =
∫ ρp R
4π µ x µy µz V
a
— and the similar expression for potential of a simple layer of charges distributed on a
surface S:
dSp
1
ϕq =
(16)
∫ σ p R
4π µ x µy µz S
a
Nothing, that potential (16) satisfies equation (15) everywhere outside of S.
Considering nowadays the technique of the construction of the integral equations,
r
we use the following model problem. The constant currents with given density σ 0 are
located in unlimited domain Vе of anisotropic environment with diagonal tensor of
~ =µ µ
~
magnetic permeability µ
ae
0 e (fig. 1).
CALCULATION OF THREE-DIMENSIONAL FIELDS IN TASKS OF DEFECTOSCOPY
163
Fig.1.
The internal limited domain Vi is also filled with anisotropic environment with
~ =µ µ
~
~ ~
the diagonal tensor of magnetic permeability µ
ai
0 i ( µ i ≠ µ e ). The constant
r r
currents are located in domain V0 ∈ Ve . The vectors Hi , He of a secondary field
r
caused by secondary sources S, should submit to the equations: He — equation (1) in
r
domain V0 and equation (3) in domain Ve − V0 ; a vector Hi — equation (3) in domain
r
Vi. The vector B should satisfy with the equation (2) in all space, excluding S.
On environment interface the conditions of a continuity tangential components of
r
r r
r
r
r
making complete field vectors should be carried out: H′i = Hi + H0i , H′e = He + H0 e .
r
The vector H0i of a field of the given currents is determined only in domain Vi on
conditions that all space is filled of homogeneous anisotropic environment with
r
~ , similarly the vector H
tensor µ
ai
0 e is determined only in domain Vе on conditions that
~ . According
all space is filled of homogeneous anisotropic environment with tensor µ
ae
to the given representation of an external field, tangential components of vectors of a
secondary field should submit to a boundary condition
r
r
r r
r r
n,He − Hi = n,H0i − H0 e .
(17)
Besides on a surface S the normal components of the induction of a complete
r r
field Bi′, Be′ should be continuous. It will give one more boundary condition
r
r
r
r
r
r
n, µ%e He − µ% i Hi = n, µ%i H0i − µ%e H0 e .
(18)
(
) (
)
To construction of the integral equations in the given task it is necessary to apply
the domain separated method, according to which the domains Vi, Vе, the special
r r
representations for field vectors Hi , He should used. In domain Vе a sought vector we
r
r
r
shall present as H = rotA e , where Ae we shall determine by the formula (14). In result
r
Hiq =
ip , re
1
dS ,
∫
p
4π me S R3ae
(19)
164
where:
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin, Natalie Martynenko
me = µ x µ y µ z ;
R ae
is
determined
by
the
formula
(10)
µ x = µ xe , µ y = µ ye , µ z = µ ze , x = x e , y = y e , z = z e .
r
In domain Vi vector Hi is determined as gradient of potential (16):
r
r
1
r
Hiq =
σ p 3 dSp ,
∫
4πµ%i mi S
R ai
where:
mi = µ x µ y µ z ;
R ai
is
determined
by
the
at
(20)
formula
(10)
at
µ x = µ xei , µ y = µ yi , µ z = µ zi , x = x i , y = y i , z = z i .
r r
In expressions (19), (20) vectors Hi , He are determined outside of S. To use
boundary conditions (17), (18), it is necessary to find limiting value of expressions
r
r
r r
r r
r
r
n,He , n,Hi , n, µ%e He , n, µ% i Hi on a surface S. Considering that the point q
is normal to a surface S in domain Vе (outside of S). According to it S as a Lyapinov
surface [4], we shall take up expression
r
nr q i p , rre
r r
1
nq,Heq =
dSp .
(21)
∫
3
4π m
R ae
eS
r r r rr r
rr r
r r r
Using the formula a b , c = b (a , c ) − c a , b , where a , b , c are an arbitrary
vectors, reduce (21) to assume:
r r
r r
r nq ,re
r r
r nq , i p
1
1
nq,Heq =
∫ i p 3 dSp − 4π m ∫ re 3 dSp . (22)
4π m
R ae
R ae
eS
eS
(
) (
)
[[ ]
( )
(
(
)
)
In this expression at q ∈ S the second part is improper integral, that is possible to show
with the help of the theory of potential [Gunter N.M., 1953]. In the first part we shall
x
ye
z
make replacement of variables: x1 = e , y1 =
, z1 = e , with the result
µ xe
µ ze
µ ye
that it looks like
where:
R1 =
index
(
)
r r
1 r n1q,R1
dSp1 ,
∫ i1p
3
4π S
R
1
1
"1"
indicate
on
using
( x1q − x1p ) + ( y1q − y1p ) + ( z1q − z1p )
2
2
coordinates
2
y1,
z1;
and
This expression is normal
r
derivative of potential of a simple layer with density i1 p . Its limiting value on S is
known [Gunter N.M., 1953]:
.
x1,
CALCULATION OF THREE-DIMENSIONAL FIELDS IN TASKS OF DEFECTOSCOPY
1
4π
(
)
r r
r n1q,R1
dSp1
∫ i1p
R13
S1
r
i1q
q →S1
1
=
+
2 4π
(
165
)
r r
r n1q ,R1
dSp .
∫ i1p
R13
S1
(23)
Coming back to variables xе, yе, zе and substituting the received expressions in
(22), we shall receive, that on S:
r
r
nr q i p , rre
i1q
r r
1
n ,H =
+
dSp .
(24)
∫
3
q eq 2 4π m
R
eS
ae
r
r r
The limit of expression n,Hi on a surface S, where the vector Hi is submitted
by the formula (20), is singular integral existing as the principal value [Mixlin S.G.,
r r
r r
1977]. In result, substituting the received expressions for n,Hi , n,He in boundary
conditions (17), we receive first of the sought integral equations:
r
r r
nr q i p , rre
nq,re
r
r
r
1
1
dS = 2 nr ,H
iq +
dSp −
σp
∫
∫
p
q 0iq − H0 eq (25)
3
3
2π me S
2πµ%e mi S
R ae
Rai
For construction of the second integral equation it is necessary to calculate
r
r
r
limiting value on S with the expression n, µ% i Hi , where Hi is determined by the
formula (20). Doing the same as at a formula construction (23), we shall receive, that on
S
r r
r
nq ,ri
σp
r
1
n, µ% i Hi = −
+
(26)
∫ σ p 3 dSp .
2 4π mi S
R ai
(
(
)
(
)
)
(n,r µ%e He )
r
r
on a surface S, where the vector He is
r
r
submitted by the formula (19), is singular integral. In result, substituting n, µ% i Hi and
The limit of expression
(
)
(24) in boundary conditions (18), we receive second of the sought integral equations:
r r
r
r r
(nq,ri )
nq µ%i i p , re
r
r
r
1
1
σp +
σ p 3 − k1 dSp +
dSp = 2 nq, µ%i H0i − µ%e H0e .(27)
∫
∫
3
2π mi S Rai
2π me S
Rae
(
)
(
)
The equations (25), (27) form sought system of integral equations are for the
solution of the following model problem. The constant k1 is added to a nucleus of first
integral that is equivalent to execution of a condition
(28)
∫ σ p dSp = 0 ,
S
which is necessary for unique system solution (25), (27).
166
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin, Natalie Martynenko
Fig. 2.
If the sources of an external field are located in area Vi, the sought system of the
equations can be constructed on the same way. In area Vi tensity of a secondary field is
r
r rotA
, where:
determined as H =
µ%a
r
r dSp
1
Ai =
ip
∫
4πµ%ae mi S Rai
r
There is this area Vе He = −∇ϕe , where:
dSp
1
σp
∫
4π me S
Ra e
r
r r
r
The formulas for defined values n,Hi and n, µ%e He on S are
r
nr q i p , rri
iq
r r
n,Hi = − + 1
dSp
∫
3
2 4π mi S
Rai
ϕe =
(
)
(
(29)
)
r r
r
nq ,re
σp
r
1
n, µ%ae He = −
+
(30)
∫ σ p 3 dSp
2 4π me S
Ra e
r
r
After substitution of expressions for H0 , He in boundary conditions (17), (18)
and using the correlations (29), (30) the following system of the equations similar on
structure to system (25), (27) will turn out:
r
r r
nr q i p , rri
nq ,re
r
r
r
1
1
dS = 2 nr ,H
dSp +
σp
iq +
∫
∫
p
q 0i − H0 e (31)
3
3
2π mi S
2πµ%ae me S
R ai
Ra e
(
)
(nq,re ) dS
r r
1
σp +
∫ σ p 3
2π me S
Ra e
p
+
1
∫
2πµ%ai me S
(nr
r
q i p ,
R3ai
r
ri
) dS
p
(
r
r r
= 2 nq,H0i − H0e
)
(32)
This system has the unique solution, if area Vi is one connected system. The
integrated operator rather σ in the second equation does not need updating, as the
CALCULATION OF THREE-DIMENSIONAL FIELDS IN TASKS OF DEFECTOSCOPY
167
integrated equation of an external Neumann's problem has the unique solution. If the
area Vi is biconnected and limited by surface of a toroidal type, it is necessary to use an
additional condition as
rr
∫ i,ne dI = 0 ,
Ie
(
)
r
where: Ie is closed circuit laying on the external part of S; ne is the unit vector of
normal to Ie , laying in a flatness, which is tangent to S (fig. 2). The given condition
r
provides equality to zero of circulation of a vector He on any circuit covering the
r
surface S. After multiplication on k1ne it should be added to the equation (31), that will
supply the unique system solution of (31), (32).
CONCLUSIONS
The offered technique of construction of the integrated equations allows to
calculated leakage fields of defect considering of a presenting the researched domain
ferromagnetic cores of the magnetically sensitive element. As the cores deform a field
of defect and they are sources of an electromagnetic field, so exact definition of size of
a field of defect necessary for the subsequent definition of the size of defect, needs the
joint solution of system of the equations describing as a field of the core, as a field of
defect on a surface of test object.
REFERENCES
1. Aleksandrov G.A., Fillipov E.S., 1983.: Raschet elektricheskix cepey i elektromagnitnix
poley na EVM.: Moscow: Radio i svyaz', 344.
2. Benergy P. Batterfield R., 1984.: Metod granichnix elemetov v prikladnix naykax: per. s
angl./ pod red. R.V. Golshteina.: Moscow: Mir, 494.
3. Brebbia K. and others, 1987.: Metodi granichnix elemetov.: Moscow: Mir, 524.
4. Grinberg G.A., 1962.: Izbrannie voprosi matematicheskoy teorii elektricheskix b vfgnitnix
yavleniy.: Moscow: Fizmatiz, 727.
5. Gunter N.M., 1953.: Teoria potenciala i prilogenie k osnovnim zadacham matematicheskoy
fiziki.: Moscow: Gostexizdat, 360.
6. Demirchan K.S., Chechyrin V.L., 1986.: Mashinnie rascheti electromagnitnix poley.:
Moscow: Vicshay shkola, 240.
7. Zenkevich O., Morgan K., 1986.: Konechnie elementi i approksimaciya.: Moscow: Mir, 318.
8. Il’in V.P., 1985.: Chislennie metodi resheniya zadach electrofiziki.: Moscow: Nayka, 336.
9. Kadnikov S.N., 2003.: Metod integralnix yravneniy dlya rascheta electromagnitnix poley/
Ivan. gos..energ. yniversitet.: Ivanovo, 340.
10. Kryz T., Ricyo F., 1976.: Metod GIY./ pod red. Kryz T., Ricyo F.: Moscow: Mir, 207.
11. Kurbatov P.A., Arinchin A.S., 1984.: Chislenniy raschet electromagnitnix poley.: Moscow:
Energoatomizdat, 168.
12. Mayergoyz I.D., 1972.: Raschet staticheskix poley v kysochno-odnorodnixanizotropnix
sredax/ Izv. ANUSSR: Energetika i transport, 2, 117 — 125.
13. Marchyk G.I., 1980.: Metodi dichislitelnoy matematiki/: Moscow: Nayka, 536.
168
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin, Natalie Martynenko
14. Mixlin S.G., 1977.: Lineynie yravneniya v chastnix proizvodnix.: Moscow: Vicshay shkola,
431.
15. Norri D., de Friz J., 1981.: Vvedenie v metod konechnix elementov: per. s angl./ pod red.
G.I. Marchyka.: Moscow: Mir, 304.
16. Samarskiy A.A., 1971.: Vvedeniev teoriy raznostnix sxem.: Moscow: Nayka.
17. Sil'vester P. Ferrari R., 1986.: Metod konechnix elementov dlya radioingenerov i ingenerovelektrikov: per. s angl./ pod red. F.F.Dubrovki.: Moscow: Mir, 229.
18. Streng G. Fix J., 1977.: Teoriya metoda konechnix elementov.: Moscow: Mir, 342.
19. Tamm I.E., 1976.: Osnovi teorii electrichestva.: Мoscow: Nayka, 504.
20. Tozoni O.V., 1975.: Metod vtorichnix istochnikov v elektrotexnike.: Moscow: Energiya, 296.
РАСЧЕТ ТРЕХМЕРНЫХ МАГНИТНЫХ ПОЛЕЙ В ЗАДАЧАХ ДЕФЕКТОСКОПИИ
Вадим Мирошников, Николай Карманов,
Сергей Костин, Наталья Мартыненко
Аннотация: В статье рассматриваются математические модели поля, которые позволяют определять
поле рассеяния дефекта с учетом нахождения в расчетной области ферромагнитных сердечников
магниточувствительных элементов. Модели позволяют выполнять численное вычисление
электромагнитного поля в элементах, созданных как областью дефекта, так и полем возбуждением.
Вычисления позволяют получать данные для рационального использования ферромагнитных
сердечников, а также для определения передаточной функции магниточувствительных элементов.
Ключевые слова: магнитное поле, область дефекта, дефектоскопия.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 169-175
THE COOLING DEVICE OF LOCOMOTIVE
WITH VAPORIZING COOLANT
Valentin Mohyla, Nikolay Gorbunov, Yaroslav Sklifus
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary: The analysis of the intensification methods of heat transfer processes, a comparative analysis of
the effectiveness of the radiator sections when they work in the traditional system and using them as a
condensing unit in the evaporative cooling system have been presented.
Key words: diesel, radiation section, condensing unit, coolant, heat transfer ratio, pressure.
INTRODUCTION
The cooling devices of modern locomotives are known to be the main consumers
of the power transferred from the diesel for the auxiliary engine needs. For instance, for
locomotive 2ТЭ116 this power is 225,5 кW [Filonov S. P, Gibalov A. I, Nikitin E. A.,
1996] (10,02% of the diesel power), 183,2 кW giving out on the fans and pumps drive
of the cooling device of the locomotive. Besides, the heat exchangers of diesel engines
are made of expensive scarce non-ferrous metals (mainly copper and its alloys)
[Lebedev P. D., 1972], and significant dimensions of the elements of cooling devices
are serious obstacles when weighing and setting today's powerful diesel locomotives
[Drobinsky V. A., Egunov P. M., 1980]. All these facts indicate a great importance of
measures and scientific publications devoted to the improvement of the cooling device
of the locomotive.
THE MAIN OBJECTIVE OF THE ARTICLE
To improve the efficiency and to reduce the dimensions and materials of heat
exchangers of the locomotive cooling device, it is necessary to analyze and systematize
the methods of intensification of heat transfer, and to consider their impact on the flow
of heat transfer process and the functioning of the cooling system as a whole. Much
attention will be paid to the water-air radiator section (the most expensive element of
the cooling system) where locomotive 2ТЭ116 will be taken as an example. In this
170
Valentin Mohyla, Nikolay Gorbunov, Yaroslav Sklifus
paper, a comparative analysis of the effectiveness of the radiator sections of the size BC
(68 tubes, plates step 2.3 mm, the surface area of 29 m2, operating height 1206 mm)
[Kulikov U. A., 1988] for their work in the traditional system and using them as a
condensing unit in evaporative cooling system.
RESEARCH ANALYSIS
There is a great deal of scientific works devoted to the problem of improving the
efficiency of the radiator locomotive sections. In this research it was determined that the
main factors affecting the intensity of heat transfer are [Isachenko V. P., 1975]:
1) geometrical parameters of the radiator (and the presence of turbulators)
[Vinogradov S. N., Tarantsev K. V., Vinogradov O. S., 2001];
2) the velocity of coolant circulation in the tubes;
3) the mass flow rate of cooling air in front of the radiator sections;
4) temperature difference.
The influence of these parameters on the dimensions of the radiator can be
represented in the following formula [Kamaev А. А., Apanovich N. G., Kamaev V. А.,
1981]:
ns =
Q
1
1
1
+
+
;
(
'
t w − t a KF 2u wc pw S w 2u a c pa S a
'
(1)
where: ns – the required number of radiator sections;
Q – the heat load of the device, W;
t' – the input temperature of the radiator, oC;
К – the heat radiator section ratio, W/(m2К);
F – the surface area washed by air, for one section, m2;
u – the mass velocity, kg/(m2s);
ср – average specific heat capacity, kJ / (kgK);
S – a cross section for heat transfer, m2.
Indices w and a are used for water and air respectively.
To go back from the mass velocity to linear one can through simple relation: u =
wρ [Wong H., 1979].
Fig. 1 shows the dependence of the heat transfer ratio of pure radiator sections on
the factors listed above [Shamshin A. A., Renov A. I., 1971] (Note: the graph also
shows the curve corresponding to the mass rate of air 8.6 kg /(m2s), which is of the the
same actual value as on locomotive 2TЭ116 [Bugaevsky S. B., 2006]).
As it can be seen from the graph, the effect on heat transfer ratio of the radiator
coolant circulation speed in the tubes is much lower than the influence of the mass
velocity of cooling air. This is explained by the fact that the heat transfer ratio of the airwater section of the radiator can be presented in the following formula [Kamaev А. А.,
Apanovich N. G., Kamaev V. А., 1981]:
1
K=
(
1
α1
δ F2 1
+
λ F1 α 2
+ )
(2)
THE COOLING DEVICE OF LOCOMOTIVE WITH VAPORIZING COOLANT
171
where: К – the heat transfer ratio of the radiator section, W/(m2К);
α – the heat transfer ratio, W/(m2К);
δ – the wall thickness, m;
λ – the ratio of thermal conductivity of wall material, W/(mК);
F – the surface area washed by the coolant, m2.
Fig. 1. The dependence of the heat transfer ratio of pure radiator sections on the rate of coolant
circulation in the coolant tubes in sections at different values of mass velocity of cooling air
Indices 1 and 2 are used for water and air respectively.
In this case, the heat transfer ratio from the air is 58 ... 175 W / (m2K), while the
heat transfer ratio from the water is equal to 4650 ... 6400 W / (m2K) [Kamaev А. А.,
Apanovich N. G., Kamaev V. А., 1981]. It is quite obvious that the heat transfer ratio of
the radiator section depends mainly on the component 1/α2. However, when comparing
the traditional cooling system and evaporative system, mass flow rate of cooling air is
not tied to the processes occurring in the coolant, and depends only on the fans
performance [Malinov M. O., Kulikov U. A., Chertok E. B., 1962]. Hence, the further
mass velocity of the cooling air will be taken as constant and equal to 8.6 kg/(m2s)
[Bugaevsky S. B., 2006].
THE PROBLEM SOLVING
Now taking an example of "cold" circuit (the cooling of the engine’s oil), we
consider in more detail the influence of the circulation rate of the coolant in the radiator
tubes of the sections on the effectiveness and efficiency of the cooling device of the
locomotive. As it is seen in Figure 1, the increase in the circulation speed of the coolant
leads to an apparent increase in the ratio of heat radiator sections. However, it also
increases the value of hydraulic resistance ∆р radiator sections (fig. 2), and
consequently, the costs of power for pumping the coolant in the cooling system. In
addition, the continuity equation of fluid flow [Tchizhyumov S. D., 2007] shows that
172
Valentin Mohyla, Nikolay Gorbunov, Yaroslav Sklifus
the increase in fluid circulation rate in the radiator sections results in increase in fluid
circulation rate in pipes and water-oil heat exchanger. Hydraulic resistance ∆р of wateroil heat exchanger can be calculated by the formula [Kamaev А. А., Apanovich N. G.,
Kamaev V. А., 1981]:
(3)
L
2
∆pw = z w (0,31
t
d it
β t + 1,4)(ww ρ w ) / 2
where: ∆рw – hydraulic resistance of water-oil heat exchanger of the water way of
water-oil heat exchanger, Pa;
zw – the number of coolant moves (water), W/(m2К);
Lt –the full length of the tubes, m;
dit – the inner diameter of the tubes, m;
βt – the ratio depending on temperature and water velocity;
ww – the speed of water in tubes, m/s;
ρw – the water density, kg/m3.
It is seen from formula 3 that the value of hydraulic resistance ∆р of water-oil
heat exchanger is also steadily increasing (fig. 2.) with the rate of coolant circulation in
the cooling system.
Fig. 2. The dependence of hydraulic resistance on the velocity of circulation of coolant:
1 - hydr. resistance of one section of the radiator, 2 - hydr. resistance of water-oil heat exchanger;
3 - total hydr. resistance of "cold" circuit
Let’s consider the work of "cold" circuit of evaporative cooling system [Mohyla
V. I., Gorbunov N. I., Sklifus Y. K., Shevchenko R. K., 2010]. The main features of
such a system are:
a) the speed of the liquid coolant in the evaporator (water-oil heat exchanger) is
zero;
b) the movement of steam from the evaporator to the condenser unit is
independent (without any work applied) because of pressure difference in the
THE COOLING DEVICE OF LOCOMOTIVE WITH VAPORIZING COOLANT
173
evaporator and condenser units associated with phase transitions [Isachenko V. P.,
1977].
Point a indicates the absence of power costs in the evaporator, except for small
costs for adding the coolant to maintain a constant liquid level. However, considering
the fact that the mass flow of coolant by evaporation is at about 54 times less than when
heated (at a temperature drop in heat exchanger 10 oC) [Mohyla V. I., Sklifus Y. K.,
2010], we can conclude about low power costs power for adding the coolant and can
neglect them in future.
Point b makes even greater interest. If the heat transfer surface of the capacitor
unit is reduced, the amount of exhaust heat won’t be enough for the condensation of the
incoming steam. Having arranged a compressor before the condensing unit, it is
possible to achieve a constant value of mass flow of steam, having applied a certain
amount of power. It will result in the steam pumped into a closed volume with high
pressure, leading to an increase in its actual temperature [Vukalovich M. P., Novikov I.
I., 1968] and the condensation [Mohyla V. I., Sklifus Y. K., 2010]. The consequence of
the above given information is that we get the increase in the temperature drop, which
leads to the increased intensity of the heat transfer of condensing unit according to the
formula [Zhukauskas A. A., 1982]:
(4)
Q = F ⋅ K ⋅ ∆t
where: Q – the quantity of the heat output, W;
F – the heat exchange surface area, m2;
К – the heat transfer ratio, W/(m2К);
∆t – temperature difference (the difference of average temperatures of the coolant), оС.
For water and liquid solutions of [Gerasimov Y. I., Gejderih V. A., 1980] the
increase in pressure within the three atmospheres entails the increase in the temperature
of condensation (boiling) of about 0.198 oC per kPa [Pozin М.Е., Grigorov О. N.,
1966]. Thus, having applied the same power to the coolant circulation in the radiator
sections working in the traditional system and when using them as a condensing unit,
we also obtain the increase in temperature drop in the evaporative cooling system.
Taking into account the fact that the heat transfer ratio α1 during the condensation
is equal to α1 of the traditional system, and is significantly higher than α2, and ignoring
the slight increase in K when the temperature drop is increased, we will make a
comparative graph of the dependence of required relative surface area of the heat
transfer F’ on the pressure of coolant in the radiator sections of р’ for "cold" traditional
circuit and evaporative cooling systems (fig. 3.). In the graph on the vertical axis the
relative heat exchange surface area F', which represents the ratio of the actual surface
area of heat transfer surface area F of a radiator section (F2 = 29 m2) is shown. The
horizontal axis represents the pressure of coolant in the radiator sections р’ which is the
ratio of the actual pressure taking into account ∆р to atmospheric pressure раt .
The graph in fig. 3 shows that when р’ = 1,334 (which corresponds to the
hydraulic resistance of radiator sections ∆р = 33.77 kPa at a coolant circulation rate w =
1,4 m/s [Bugaevsky S. B., 2006] in the traditional cooling system), the required relative
area of the heat transfer surface F’ of the condensing unit 2.767 (13.766 %) lower than
F’ of traditional radiator system. With further increase in р’ this difference increases.
174
Valentin Mohyla, Nikolay Gorbunov, Yaroslav Sklifus
Fig. 3. The dependence of the required relative surface area of the heat transfer on the pressure
of coolant in the radiator sections: 1 - traditional cooling system; 2- evaporative cooling system
CONCLUSIONS
When using the radiator sections in the evaporative cooling system of diesel
engine it is possible to raise the temperature difference by increasing the coolant
pressure by means of a compressor that has a positive effect on the overall size of the
refrigerator of the locomotive. Thus, evaporative cooling system is superior to the
traditional one, even under the existing costs of power and with the further increase of
the section capacity of the locomotive this superiority is becoming more significant.
REFERENCES
1.
2.
3.
4.
5.
6.
Bugaevsky S. B., 2006.: Locomotive 2ТЭ116М cooling device of diesel. Calculation.
2624.00.00.000 PP1. Lugansk: “Лугансктепловоз”. p. 16.
Drobinsky V. A., Egunov P. M., 1980.: As diesel locomotive arranged and works. Moscow:
“Транспорт”. p. 133.
Filonov S. P, Gibalov A. I, Nikitin E. A. and other, 1996.: Diesel locomotive 2ТЭ116.
Moscow: “Транспорт”. p. 10.
Gerasimov Y. I., Gejderih V. A., 1980.: Thermodynamics of solutions. Moscow: Publishing
house of the Moscow university. p. 91.
Isachenko V. P. and other, 1975.: Heat transfer. The textbook for high schools. Moscow:
“Энергия”. p. 39.
Isachenko V. P., 1977.: Heat transfer in condensation. Moscow: “Энергия”. p. 67.
THE COOLING DEVICE OF LOCOMOTIVE WITH VAPORIZING COOLANT
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
175
7. Kamaev А. А., Apanovich N. G., Kamaev V. А. and other, editor – Kamaev А. А.,
1981.: Construction, calculation and planning of locomotives. The textbook for the students
of institutes. Moscow: “Машиностроение”. p. 182.
Kulikov U. A., 1988.: Systems of cooling of power-plants of locomotives. Moscow:
“Машиностроение”. p. 135.
Lebedev P. D., 1972.: The heat-exchanging, torrefing and refrigerating machinery. The
textbook for students of technical colleges. Moscow: “Энергия”. p. 81.
Malinov M. O., Kulikov U. A., Chertok E. B., 1962.: Cooling devices of locomotives.
Moscow: “Машгиз”. p. 157.
Mohyla V. I., Gorbunov N. I., Sklifus Y. K., Shevchenko R. K., 2010.: Way of cooling of
the diesel engine of the diesel locomotive. The deklorating patent of Ukraine. The bulletin
№ 22. p. 1.
Mohyla V. I., Sklifus Y. K., 2010.: The prospects of increasing the effectiveness of the
cooling device of a diesel locomotive. TEKA Commission of Motorization and Power
Industry in Agriculture. Lublin. Volume XC, p. 198.
Mohyla V. I., Sklifus Y. K., 2010.: Improvement of the cooling device of a diesel
locomotive by change of characteristics of the heating-element. Visnik of the East Ukrainian
National University named after Volodymyr Dahl . Lugansk. Volume 5 part 1, p. 177.
Pozin М.Е., Grigorov О. N. and other, editor - Nikol'skiy B. P., 1966.: Chemist’s reference
book. Moscow: “Химия”. Volume 1, p. 740-747.
Shamshin A. A., Renov A. I., 1971.: Design procedure of cooling system of a locomotive’s
power-plant. Lugansk: “Лугансктепловоз”. p. 43.
Tchizhyumov S. D., 2007.: Hydrodynamics bases. The study manual. Komsomolsk-onamoure: «КнАГТУ». P. 84.
Vukalovich M. P., Novikov I. I., 1968.: Technical thermodynamics. Moscow: “Энергия”.
p. 261.
Vinogradov S. N., Tarantsev K. V., Vinogradov O. S., 2001.: Choice and calculation of heat
exchangers. Penza: Publishing of state university of Penza. p. 107.
Wong H., 1979.: Basic formulas and data on heat exchange for engineers. Moscow:
“Атомиздат”. p. 21.
Zhukauskas A. A., 1982.: Convective carrying over to heat exchangers. Moscow: “Наука”.
p. 9.
ОХЛАЖДАЮЩЕЕ УСТРОЙСТВО ТЕПЛОВОЗА
С ИСПАРИТЕЛЬНЫМ КОНТУРОМ ТЕПЛОНОСИТЕЛЯ
Валентин Могила, Николай Горбунов, Ярослав Склифус
Аннотация. В статье представлен анализ методов интенсификации процессов теплообмена, проведен
сравнительный анализ эффективности радиаторных секций при работе их в традиционной системе и
при использовании их в качестве конденсаторного блока в испарительной системе охлаждения.
Ключевые слова: дизель, радиаторная секция, конденсаторный блок, теплоноситель, коэффициент
теплопередачи, давление.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 176-183
IMPROVING THE ENERGY EFFICIENCY OF DIESEL
LOCOMOTIVES BY RATIONAL USING THE ENEGRY OF
ELECTRODYMANIC BRAKING
Valentin Моgila, Yelena Nozhenko,
Oleg Ignatev, Vladimir Nozhenko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The results of the studies of rational using the energy of electrodynamic braking of the locomotive
have been presented. A locomotive scheme where some amount of the braking energy is taken away to fuel
zonation, the efficiency of which is confirmed by the results of theoretical and experimental research, as well
as the scheme of the locomotive where some amount of the braking energy is taken away to produce hydrogen
have been developed.
Key words. A locomotive, a diesel, an electrodynamic braking, a fuel.
INTRODUCTION
The railway transport holds one of the leading positions in Ukraine's economy.
The traffic volume of the Ukrainian railways takes the 4th place on the Eurasian
continent, and the traffic density exceeds the leading European states’ indicators in 3-5
times [Sergienko 2010]. However, the moral and physical wear of the rolling stock of
Ukrzaliznytsya (UZ) (99% diesel locomotives and 83% of electric locomotives
[Sergienko 2010]) and accordingly, the increased cost of rail transport reduce its
competitiveness, which is especially important for Ukraine to get out of economic crisis
and for the Final of European Football Championship in 2012.
One of the major priorities of restructuring UZ is to take measures to reduce the
energy consumption.
OBJECTS AND PROBLEMS
The main factor determining the cost effectiveness of any means of transport is
the complete use of its technical facilities [Kuznecov 2004], the rational use and
economic consumption of energy resources. According to [Osipov, Mironov, Revich,
IMPROVING THE ENERGY EFFICIENCY OF DIESEL LOCOMOTIVES
177
1979], the efficiency ratio (ER) of the locomotive depends on the technical perfection of
all the systems of the locomotive on the whole:
η lok =η diesel ⋅η p.t . ⋅ β ,
(1)
where:
η diesel
- ER of the diesel;
η p.t .
- ER of the power transmission;
β
- the
coefficient taking into account the amount of power taken away for the additional
needs.
Thus, the issues of increasing the energy efficiency of the locomotive cover the
operation of the vehicle as a complex multifunctional system, both at the design stage,
operation, the solution of the above mentioned problem requiring a complex system
approach.
When the energy efficiency of the locomotive in operation is increased, the
greatest effect can be achieved from the use of the energy of electrodynamic braking of
the locomotive, the maximum value of which is 1 - 1,2 Ne of the diesel locomotive
[Basov, Bykadorov, Mishchenko, Naysh, 2006]. To identify the ways of rational use of
the energy of electrodynamic braking for the needs of the locomotive, including the
increase in its fuel efficiency, more research and evaluation of the expediency and its
possible use are needed.
The experiments on the locomotives in the mode of electrodynamic braking
showed that the power developed by the traction motors is 1300 - 4000 kW, and diesel
locomotive power in a brake mode is superior in traction in the 1,2 - 1,3 times (table. 1)
[Krasnyanskaya 1979].
Таble 1. Diesel locomotive power in traction and brake mode
The series of the diesel
locomotive
130
140
ТE114
2ТE116
ТEP 70
ТEP 75
2ТE121
Power, кW
in traction mode
2206
2941
1912
2206
2941
4411
2941
in brake mode
1300
1800
1300
2700
3600
3600
4000
The analysis of existing designs of electrodynamic brakes showed that according
to the method of accumulation and use of obtained braking energy, all the known
technical solutions can be divided into [Golubenko, Mogilа, Nozhenko 2007]:
- an energy storage device with a mechanical energy accumulator in which
the energy is used for acceleration (the flywheel [Nikishin 2005], the
pneumatic accumulator [Miagkov 2002], the springs [Vahrushev 1999]);
− an energy storage device with the heat energy accumulator in which the
energy is used for additional needs of vehicle [Lakhno 2003];
− an energy storage device with electrical and chemical energy accumulator
in which the energy is used for additional needs of vehicle [Коssov, Аzarenko,
Коmarnitsky, 2007].
178
Valentin Моgila, Yelena Nozhenko, Oleg Ignatev, Vladimir Nozhenko
The analysis of the use of braking energy on the locomotive showed [Mogila,
Nozhenko 2007] that the efficiency of electrodynamic brake does not meet the modern
requirements as for the economic criteria:
- 84 - 90% of the energy is absorbed by the electrodynamic braking resistors that
are through transforming it into heat, dissipate it into the environment;
- other ways to use this energy in the locomotive (the creation of the compression
moment in diesel, the drive of auxiliary machines, the use of energy storage, the use of
energy storage devices etc.) proved to be ineffective and therefore are not currently
used.
Taking into account the above mentioned facts and based on the complex
approach to solving the problem of energy efficiency of the locomotive, there was an
attempt to construct a locomotive scheme with the ‘ideal’ use of braking energy (fig. 1)
[Mogila, Nozhenko 2010],where it was proposed to use it for various needs of the
locomotive, beginning from the use of energy storage devices [Коssov, Azarenko,
Kornev, Komarnitskiy, 2008], activation of the working media [Golubenko, Tiupalo,
Nozhenko, Mogila, Vasilev, Ignatev, 2009], electrification of sand [Gorbunov,
Kravchenko, Popov, Kovtanec, Nozhenko, 2009], obtaining hydrogen [Lakhno 2003]
and ending with production of carbon monoxide from the exhaust gases to use it for
creating the microclimate and improving the traction characteristics [Gorbunov,
Kravchenko, Kovtanets 2009].
Fig. 1. The locomotive scheme with rational use of the braking energy
All the proposed methods to use the energy of electrodynamic braking, many of
which seem to be extravagant, are perspective and require a detailed study.
The scientists from the East-Ukrainian National University named after
Volodymyr Dahl worked out two of the proposed methods to use the energy of
electrodynamic braking, i.e. the activation of the fuel and lubricants by ozone and
obtaining the hydrogen to be added it to the fuel.
IMPROVING THE ENERGY EFFICIENCY OF DIESEL LOCOMOTIVES
179
The use of ozone as an oxidizing additive to fuel is not new in the scientific
world. Even in the 50 years of the twentieth century there were studies on the use of
ozone as an oxidizer of rocket fuel [Pappok, Semenido 1962], which afterwards were
implemented into life [Doktorov 2000]. For the motor fuel, the ozone was considered as
an oxidant instead of the traditional air mixture. The researches in this direction were
carried out in the late 80's - early 90's both in our country [Stepanov, Dychkov, 1968;
Lewis, Elbe, 1968] and abroad [Lee, Park, Cha, Chung 2005; Stan, Guibert, 2004;
Gluckstein, Morrison, Khammash, 1955; Nasser, Morris, James, 1998]. The
prerequisites of using ozone instead of oxygen are based on its physical and chemical
properties. A detailed study of petrol ozonation with the purpose of reducing fuel
consumption and the emissions of exhaust gases [Stoliarenko 2000] has been done and
it was proved that the ozone delivery in the fuel is more efficient than the delivery of the
ozonized air to the carburetor.
The scheme of implementing the proposed method of increasing the energy
efficiency of the locomotive is shown in fig. 2 [Nozhenko, Mogila, Basov ets. 2010]. It
includes the following: some energy of electrodynamic braking, which is generated by
traction motors TEM, is taken from the braking resistors Rr and is spent for ozone
production, which is in the bubble chamber (for example, located in the fuel tank) fills
the fuel with ozone (DF+О3), activating it and giving it new properties (because of its
high oxidative capacity), and further the power installation of the locomotive works on
the ozonized fuel (DIESEL).
Thus, the increase of the fuel efficiency of diesel and the rational use of the
energy of electrodynamic braking are achieved, which allows eventually to improve the
efficiency of the locomotive as a whole.
Fig. 2. The scheme of use of the energy of electrodynamic braking
for obtaining ozone with further ozonized fuel
Experimental and theoretical studies of the ozone activation of diesel fuel
showed that when implementing the proposed system on locomotive 2ТE116U,
produced by JSC HC “Luganskteplovoz” at a certain rational ozone concentration in the
fuel k O3 = 0,125 g/l the decrease in average operational fuel consumption of the
effective specific fuel consumption was 1, 6% (the results of the studies on the positions
of controller driver are shown in fig. 3).
180
Valentin Моgila, Yelena Nozhenko, Oleg Ignatev, Vladimir Nozhenko
Fig. 3. Changes in specific fuel efficiency for diesel 16GHN 26/26 of locomotive 2ТE116U
in operation according to the diesel characteristic
Thus, the greatest effect of the fuel ozonation was observed in 11 position of
controller driver, where the effective specific fuel consumption decreases by 2,5%. The
results of changing the exhaust opacity of the exhaust gases on the positions of the
controller driver are shown in fig. 4.
It is also developed and tested by us method of using a worthless power of EDB
for producing hydrogen from water or steam that is of great interest due to its technical
uniqueness. Hydrogen, when combined with an oxidizer, takes the first place in calories
per 1 kg of among all the fuels used to generate electricity and heat. An obstacle to the
wide use of hydrogen in energy is an expensive way to obtain it, which in certain cases
is not economically justified, as the electrolysis or reactor installations applied are
inefficient and energy intensive.
IMPROVING THE ENERGY EFFICIENCY OF DIESEL LOCOMOTIVES
181
Fig. 4. The change of the exhaust opacity at operation according to the locomotive
characteristic of diesel 16GHN 26/26 of locomotive 2ТE116U
Therefore, in our opinion, on locomotives with EDB there is a real opportunity
periodically to produce hydrogen and then use it as diesel fuel. One of the features of
the method and system as a whole is the superheated steam by heating water of the
cooling wall of the electrolysis or reactor installations. The investigations showed that
the final products of the molecular decomposition of superheated steam may be
hydrogen and oxygen in proportion 1:5; hydrogen-oxygen-nitrogen mixture; the
hydrogen-nitrogen mixture, and ozone. It depends on the design and technological
parameters of the installation associated with the voltage and amperage values applied
to the electrodes, the water vapor and temperature consumption, air consumption and
many other factors.
CONCLUSION
The analysis of the problem of energy efficiency has shown that it is reasonable
to use the energy of electrodynamic braking of the locomotive. It was found out that the
percentage of energy when it is returned to the contact network by electrical diesel
locomotives is 5 - 8% (Lviv Railway, 2004 - 2008) and is growing every year, and on
01.01.2004 the recuperation of the electrical diesel locomotives’ energy was equivalent
to 1,7% of total UZ costs. In this regard the proposals for improving the energy
efficiency of diesel locomotives by means of using the energy of electrodynamic
braking are the promising way of improving the modern rolling stock.
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Gluckstein, M.E., Morrison, R.B., Khammash, T.B., 1955.: Combustion With OzoneModification of Flame Speeds and C2 Hydrocarbon-Air Mixtures, Reports Control No.
OSR-TN-227, 1 August.
Golubenko A.L., Tiupalo N.F., Nozhenko Y.S., Mogila V.I., Vasilev I.P., Ignatev O.L.,
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qualities of the diesel locomotives by using the perspective method of purification the
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scientists and students, 27-29 April. Kyiv, КNUBA, pp. 30 - 32.
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2010.: Patent of Ukraine № 48104 System zhivlennya Diesel dviguna vnutrіshnogo
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Thermodynamische Grundanlagen, MTZ. Vol. 65, №1. PP. 56 – 62.
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Metallurgy, 312 p.
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ПОВЫШЕНИЕ ЭНЕРГЕТИЧЕСКОЙ ЭФФЕКТИВНОСТИ ТЕПЛОВОЗОВ
ЗА СЧЕТ РАЦИОНАЛЬНОГО ИСПОЛЬЗОВАНИЯ ЭНЕРГИИ
ЭЛЕКТРОДИНАМИЧЕСКОГО ТОРМОЖЕНИЯ
Валентин Могила, Елена Ноженко,
Олег Игнатьев, Владимир Ноженко
Аннотация. Представлены результаты исследований по рациональному использованию энергии
электродинамического торможения тепловоза. Разработана схема локомотива с отбором части энергии
торможения на озонирование топлива, эффективность которой подтверждена результатами
теоретических и экспериментальных исследований, а также схема локомотива с отбором части
энергии торможения на получение водорода.
Ключевые слова. Локомотив, дизель, электродинамическое торможение, топливо.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 184-189
MANPOWER ROLE IN TRANSPORT LOGISTICS
IN GLOBALIZATION CONDITION
Grigoriy Nechaev*, Galina Garkusha**, Mаrina Makarenko**
*Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
**Azov maritime institute ONMA, Mariupol, Ukraine
Summary. In the conditions of economy globalization the international transport lanes, providing accelerated
promotion of great substantial goods streams between the countries and continents on the basis of introduction
of modern logistics technologies of cargo delivery are intensively formed.
Key words: transport, logistics, globalization, economic, intercargo.
INTRODUCTION
The basic signs of economy globalization are international trade expansion,
activation of the migratory processes covering resource base of world production,
strengthening of integration interaction of the countries.
In international transport lanes (ITL) goods gravitation zone great traffics are
concentrated and the coordinated interaction of the various types of transport providing
accelerated and qualitative transportations of cargoes with a high degree of service on
the basis of uniform documentary based ones, the through rate of tariffs is carried out
and at full responsibility of the forwarding agent (operator) for all transportation
process.
ANALYSIS OF LAST RESEARCHING AND PUBLICATIONS
Recently development mainstream development and perfection of transport
service in manufacturing sphere, distribution and production consumption abroad is the
logistics. 25-30% of a total national product of leading foreign countries are connected
with logistical systems, such, as the USA, Japan, the Great Britain, France, Germany.
Industrial production and standard of living growth in these countries in 70-80th years
are often connected with introduction in practice of principles of logistics [ Arnold B.
Maltz, James R. Giermanski, David Molinf 1996, INTERCARGO, 2010.,
INTERCARGO, 2005, Caren W. Currie 1996].
MANPOWER ROLE IN TRANSPORT LOGISTICS IN GLOBALIZATION CONDITION
185
GOAL OF RESEARCHING
In article importance of application and the further development of logistical
system is proved. Thus, improvement of professional skill of corresponding manpower strategic problem in which the system of remote training substantially helps to solve,
improvements of professional skill.
MATERIALS AND RESULTS OF RESEARCHING
Logistics consideration as the factor of increase of competitiveness assumes, that
consequences of accepted decisions in the given area should be given into measurement
in respect of their influence and functional expenses and for incomes from sales of the
goods and services. In this connection the problem of finding away the control of costs
and the indicators most correctly reflecting communication of logistics with the basic
economic and financial indicators of firms is staticized.
As the logistics influences almost each aspect of the account of profits and losses
of firms, therefore respective alterations in logistical strategy influence financial results
of activity of firms and bring the mite in maintenance of their long-term viability. The
firms which have taken as adopted logistical strategy, constantly analyze it. The profit
and the invested capital are exposed to the careful analysis also to be convinced as peak
efficiency of use of resources.
Experience testifies, that use of principles of logistics allows to reduce essentially
the cost price of production at the expense of any decrease in "stocks" by delivery under
the minute schedule of raw materials, the half-finished products, completing products,
etc. to a bookmark place, to a workplace at the conveyor, during installation; reduction
of expenses by packing and marks at the expense of use of a wide spectrum of kinds of
containers and returnable container; reductions of terms of preselling preparation of the
goods; use of the paperless documentation; decrease in expenses for installation and
installation of the equipment at the expense of use of railway and automobile
conveyors, ships with horizontal or dock loading and unloading (type vessels "ro-ro"
and "ro-flow") [IMO 1996].
The considerable part of logic operations on a way of movement of a material
stream from a primary source of raw materials before final consumption is carried out
with application of various vehicles. Expenses for performance of these operations
make to 50% from the sum of the general expenses for logistics.
The technologies of cargo transportation connected with concentration of
transport streams and growth of container transportations on intermodal to transport
lines, become a basis of a uniform global transport network of the XXI-st century and
should be improved constantly.
Transport - branch of national economy which satisfies requirements of all
branches of a national economy and the population as for transportations of cargoes and
passengers [IMO 2004].
Transport is organically entered in industrial and trading processes. Therefore the
transport component participates in setting of logistics problems. At the same time there
is independent enough transport area of logistics in which the multidimensional
coordination between participants of transport process can be considered beyond direct
186
Grigoriy Nechaev, Galina Garkusha, Mаrina Makarenko
communication with the interfaced is industrial - warehouse sites of movement of goods
stream.
As problems of transport logistics first of all are referred the problems which
decision strengthens coordination of actions of direct sites of transport process.
Logistics application in transport is the same as in manufacturing or trade,
transforms counterparts of the competing parties into the partners, complementary with
each other in transport process [Jankowski J., Bogdaniuk M. 2007; John L. Kent, Daniel
J. Flint 1997].
The logistics as it was marked, is the uniform technics, technology, economy and
planning. Accordingly, it is necessary to carry maintenance of technical and
technological associativity of participants of transport process, the coordination of their
economic interests, and also use of uniform systems of planning problems of transport
logistics.
The aggravation of competitive situation in the transport market in the conditions
of scientific and technical process in 60-80 years has demanded from agency and
forwarding firms in close cooperation with industrial and transport agencies carrying
out of the whole complex of the actions directed for perfection of management by their
activity on the basis of use of electronic-computer facilities, and also the interconnected
technical, organizational and commercial actions allowing most rationally to provide
transportation of cargoes in concrete directions from the sender to the consignee. Thus,
improvement of professional skill of corresponding manpower - strategic problem in
which the system of remote training substantially helps to solve, improvements of
professional skill.
These actions in large firms have poured out in new system of the organization
and management of transport-technological systems (ТТS) [Lloyd's List 2010; Lloyd's
List 2008; Paul R. Murphy, James M. Daley 1995].
One of them represents close combination of daily operational practice in market
conditions with research activity for creation or introduction of new methods of ways of
cargoes processing, transfers goods being dared, goods accomplished as well as with
other documentation, loan and designing of new kinds of packing, marks of cargoes and
design of the goods which are meeting the requirements of safety, safety of using,
transportation and demands of corresponding skill level of shots are referred different
aspects of international logistics, which differs from inside logistics for example by
papers exchange channel availability. A number of papers referred to international cargo
shipping as a rule is great. Besides international logistic efficiency depends on currency
exchange variations because these variations cause merchant flows change. Government
of different countries try to influence to foreign trade particularly due to the fact that
goods and services export favor currency economy, influences positively balance of
trade of the country and national currency course. Governments may also act against
import, inducing fees and other limits which are called sometimes non-tariff barriers.
Governments subsidues development of national Merchant fleet and airlines [Douglas
C. Long, Donald F. Wood 1995; Philip B. Senary, Tage Skjott-Larsen 1995].
International raw materials and substances supply supposes the search all round
the world initial substances for a certain technological process.
As international logistic being complex type of activity, many companies refer to
professional for rendering assistance in export and import bargain. As these foreign
professionals are considered cargo forwarding agencies, carriers not in ships tonnage
MANPOWER ROLE IN TRANSPORT LOGISTICS IN GLOBALIZATION CONDITION
187
possession (NVOCC), customs brokers, export packers and others [Arnold B. Maltz,
James R. Giermanski, David Molinf 1996; Donald F. Wood, Anthony Barone, Paul
Murphy, Daniel L. Wardlow 1995].
At last separate elements of forwarding process taking place in export goods
forwarding are referred in the chapter. These are trans shipments to the port or air port
loading on air craft board of the ship and goods shipping by sea. International goods
substance stores maintenance problems are exposed in the chapter briefly.
So, for example, for constant directions of transportations and for the cargoes
defining the basic turn of forwarding firm, COMPUTER programs are made, working
under demands of certain personnel knowledge.
Forwarding firms personnel should provide economic and rational delivery of the
goods (beginning from raw materials and finishing with finished article) in demanded
quantity and in demanded terms. It has appeared possible when technical maintenance
of computers communication of commodity producers with forwarding agents
computers has been reached, and including use of telespace communications, an
exchange between them is provided by electronic documentation and the information
and acceptance by means of the COMPUTER of the general optimum operative
decisions.
More important role in logistics will be held by electronic data interchange. It
differs from traditional exchange of oral messages and document, EDI provides
Computer data interchange between sellers and buyers. At present EDI in logistics is
widely used for booking orders transferring and clients requirements handling for
rendering services. EDI not only speeds up the process of handling orders but lessens
mistake possibility [Caren W. Currie 1996; David G. Frentzel, Gary J. Sease 1996;
Donald Skelton, Donald Thoma, Michael E. Walczak 1996].
Internet appearance has changed basically logistics activity, because new forms
of business appeared and develop and this reliable and cheap all round the world
network is being explored by logistics managers. Systems of scientific intellect will be
widely spread in logistics operations, considering their high potential in orders and
rendering services [Global Logistics Research Team at Michigan State University
1995].
Having been trained specially competent and having got corresponding education
in the field of transport logistics, the personnel has an opportunity to use methods and
conclusions of transport logistics as a control facility industrial and trading processes,
intraindustrial inspection behind movement of raw materials, materials, finished
articles.
From the end of 80th the experts problem in the field of transport logistics have
started to become complicated: shipper of cargo transportations in the mixed message
has started to be transformed to the forwarding agent-operator of the general
distribution that includes direct participation in it and the bank financing all operation in
its complex.
As the basis of corporate logistics the thought that each campaign, and in some
cases and branches, it is expedient to separate taking into account the integrated
planning manufacturing it is reasonable to separate manufacture and trade from
distribution by transfer in full or in part logistics functions in hands of the specialized
companies owning all completeness of accumulation, storage and information sale. To
leave on the one hand calculation of requirements and resources, the equipment,
188
Grigoriy Nechaev, Galina Garkusha, Mаrina Makarenko
manufacture, the capital, shots, and with another to fix purchase of materials and energy
carriers, storage and transportation, sales management, recycling and waste utilization.
During similar logistical problems decision forwarding and agency firms take up
production functions of completion, profound processing of raw materials and halffinished products, distribution of its finished articles between consumers. For
simplification and rationalization of these operations they carry out intermediate
purchases and resale’s of the goods and by that specialize on the centralized supplying
activity.
Management of transportations – the typical logistical function directed on
maintenance of productivity and efficiency of regular transportations of cargoes and
passengers.
Application of logistics principles in practice became possible only at certain
level of development of computer facilities, skill level of the personnel, its ability to
accept, process and transfer the information. So, an integral part of all kinds of logistics
is obligatory presence of logistical information stream (information logistics), including
data about stream of the goods, their transfer, processing and ordering with the
subsequent delivery of the ready information.
Thus, problems of managers, experts in the field of transport logistics have
become complicated much more. New prospects in the field of the organization of the
international transportations, opening in the conditions of globalization, demand
knowledge and practice in various areas of the given science, ability to work with huge
files of the information, and to be able to transfer it.
Shots are the important component of system of logistics. Shots are a potential of
any organization, a source of increase of competitiveness of the enterprise in long-term
prospect. The great value is given to their selection and preparation.
In the conditions of the market interest in improvement of professional skill of an
available manpower is considered as the factor providing effective activity of firms –
participants of process from manufacture before realization of finished goods and
competitiveness of the enterprises participating in ТТS.
CONCLUSIONS
In the last chapter are referred some problems which mostly will influence future
development of logistics. It is supposed that these trends will change substantially
logistics sphere. Fast growing trade and operations will take new shape. National
companies will depend upon export and import at more full extent. Some companies
will become multinational.
Services sphere extension is expected in the world. It means that the economical
activity share concerning rendering services will increase and a share of economy
connected with goods manufacturing will decrease. Logistics systems is required to be
reorientated from substantial goods delivery for rendering services.
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David G. Frentzel, Gary J. Sease 1996.: Logistics ... Taking Down the Walls. Annual
Conference Proceedings of the Council of Logistics Management, p. 643-654.
David L. Anderson et al. 1996.: A Distribution Network for the 21st Century: Creating
Strategic Alliances with Third Party Providers. Annual Conference Proceedings of the
Council of Logistics Management, p. 71-78.
Document MSC 81/6/14 submitted by Germany, IMO, 2006.
Donald F. Wood, Anthony Barone, Paul Murphy, Daniel L. Wardlow 1995.: International
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Donald Skelton, Donald Thoma, Michael E. Walczak 1996.: Implementing Electronic Communication with Carrier and Supplier Partners: Guide to Electronic Commerce and Information Technology in Carrier Partnerships. Annual Conference Proceedings of the Council
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Douglas C. Long, Donald F. Wood 1995.: The Logistics of Famine Relief. Journal of
Business Logistics, p. 213-229.
Global Logistics Research Team at Michigan State University, World Class Logistics: The
Challenge of Managing Continuous Change (Oak Brook, IL: Council of Logistics
Management, 1995).
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Comments, 2004.
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regular scheduled international voyages between or from designated ports in North West
Europe and the Baltic Sea, SLF40/INF.14, 1996.
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session, item 6, 2004.
Jankowski J., Bogdaniuk M. 2007.: Risk Model Used to Develop Goal - Based Standards for
Ship Structures of Single Bulk Carrier. The Royal Institution of Naval Architects, London.
John L. Kent, Daniel J. Flint 1997.: Perspectives on the Evolution of Logistics Thought.
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РОЛЬ ТРУДОВЫХ РЕСУРСОВ В ТРАНСПОРТНОЙ ЛОГИСТИКЕ
В УСЛОВИЯХ ГЛОБАЛИЗАЦИИ
Григорий Нечаев, Галина Гаркуша, Марина Макаренко
Аннотация. Приводится обзор проблем формирования международных транспортных коридоров, в
условиях глобализации экономики, обеспечивающих ускоренное продвижение крупных
товароматериальных потоков между странами и континентами, даются практические рекомендации
внедрения современных логистических технологий доставки грузов.
Ключевые слова: транспорт, логистика, глобализация, экономика, международные перевозки.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 190-197
METHOD OF QUASIFREQUENCY-PHASE SPEED
CONTROL OF INDUCTION MOTORS
Boris Nevzlin, Dmitry Polovinka, Dmitry Serhienko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. Method of speed control of induction motors down from the nominal, multiple of integer, by
overturning the corresponding half-waves of sinusoidal voltage is proposed. Through the use of the phase
method of voltage regulation, this method allows to withstand the constant ratio between the frequency and
voltage. The circuit diagram that implements quasifrequency-phase method is developed, and design formula
for determination of the moment of time of the phase angle
t α of the speed of asynchronous motors. Figs. 3,
sources 20.
Key words. Quasifrequency-phase method, speed control, underfrequency, speed control, induction motor
INTRODUCTION
Speed control of induction motors (IM) is necessary for many technological
processes. For example, IM are used as a drive in the exhaust fan on the boiler and,
depending on the intensity of the burning fuel is necessary to adjust the value of draught
in the exhaust air ducts, notably, induction motor speed.
There are following methods of speed control of IM: change in the number of
pole pairs, undervoltage, rheostatic control (only for IM with wound rotor), frequency
control. Undervoltage is inefficient because the voltage drop leads to a reduction in the
rigidity of the mechanical characteristics,so this method is used for speed control drives
with a fan loading. Rheostatic speed control of IM is used only for motors with wound
rotor, and electric drive that implements this method has low efficiency. These two
methods allow to adjust the speed of IM just down from the nominal. Frequency method
allows to adjust the speed of IM both up and down from the nominal. However to
realize this method is not always possible, because it is expensive due to the presence of
controlled rectifier, autonomous inverter, which should work in the modes of forced,
artificial and natural commutation. For IM of high capacity to solve problems with
commutation is rather difficult because of the large inductance value. [Chilikin M.G.,
1981]
METHOD OF QUASIFREQUENCY-PHASE SPEED CONTROL
191
UNDERFREQUENCY OF SUPPLY SINUSOIDAL VOLTAGE OF IM BY
PARTIAL RECOMMUTATION OF HALF-WAVE
The essence of the proposed method is to lower the frequency of supply
sinusoidal voltage in integer number of times by turning relative to the axis of time t
some half waves of sinusoid. For example, with decreasing of frequency in half, as
shown in fig. 1, is necessary in the first period T1 to turn the negative half-wave, and
the second T 2 turn positive half. Next, in odd periods all repeats as in the first period
T1 , and in even periods, as in the second period. As a result, in odd periods will be two
positive half-wave, and in even two negative.
From the oscillogram in the fig. 1, shows that the 1st harmonic of voltage on the phase
winding of IM has period:
T1 / 2 = T1 + T2
(1)
Hereby, the frequency of the supply voltage in BP drops two times, compared to
the frequency of the network, properly, and the speed decreases two times.
In this case, the ratio should be maintained:
U
= const
(2)
f
where: U - the effective voltage on winding of IM, f - the frequency of 1st harmonic of
supply voltage of IM [Gusev V.G., 1990].
Fulfillment of the correlation (2) is realized by using the phase method of
regulating the effective supply voltage, notably, control valves are opened to the delay
in the phase angle α and, properly, the winding of the IM is fed by only the shaded part
of the half-wave of sinusoid (fig. 1). Due to this, the area of half-wave of the first
harmonic of supply voltage with low frequency could be equal to the sum of the areas
of shaded parts of two half waves of supply voltage and the condition (2) will be
implemented.
Fig.1. Oscillogram of underfrequency of supply voltage in 2 times
192
Boris Nevzlin, Dmitry Polovinka, Dmitry Serhienko
With decreasing frequency in three times as shown in fig. 2, it is necessary in the
first period T1 to turn a negative half-wave, the second period T 2 to leave intact and in
the third T 2 to turn a positive half-wave. Next, all repeats in a cycle: in 4, 7, 10, ...
periods of half-waves turn, as in the 1st period, 5, 8, 11, ... periods remain intact, as in
the second period, and periods of 6, 9, 12, ... half-waves turn, as in the 3rd period.
From the oscillogramin the fig. 2, shows that the 1st harmonic of voltage on the
phase winding of IM has period:
T1 / 3 = T1 + T2 + T3
(3)
Fig.2. Oscillogram of underfrequency of supply voltage in 3 times
The proposed method allows to adjust the speed of IM down from the nominal
and in reasonably wide range, while the frequency of supply voltage of IM is a multiple
integer.
SCHEME AND OPERATION
OF QUASIFREQUENCY-PHASE CONVERTER
The process of turning half-waves of sinusoidal supply voltage is realized by
thyristor quasifrequency-phase converter, by commutation of windings ends of BP at a
certain time with a corresponding phase, or "zero".
The stator winding of IM is connected to one end through a thyristor or transistor
group of valves (thyristors or transistors) of converter by turn with phase and with
"zero" (single-phase or three-phase motor, connection –star) or the other phase (threephase motor, connection –delta). The other winding end of IM is also connected through
another group of valves (thyristors or transistors) of converter by turn with phase and
with "zero" (single-phase or three phase motor, connection – star) or the other phase
(three phase motor, connection – delta), but in antiphase relatively the first group of
valves of the converter.
METHOD OF QUASIFREQUENCY-PHASE SPEED CONTROL
193
Fig. 3. Scheme of thyristor quasifrequency-phase converter
In parallel, oppositely connect thyristors VS1 with VS2, VS3 with VS4, VS5
with VS6 and VS7 with VS8. Winding beginning of the phase L1 is connected with
thyristors VS1, VS2, VS5 and VS6, and the end of this winding is connected with
thyristor VS3, VS4, VS7 and VS8. Not connected to the phase winding of IM leads of
thyristors VS1, VS2, VS3 and VS4 are connected with the phase of the power supply 1,
not connected to the phase winding of IM leads of thyristors VS5, VS6, VS7 and VS8
are connected with another phase of the power supply (or the neutral wire) 2. Block 7
maps connection of winding L1, thyristors VS1-VS8, phase 1 and second phase
(neutral wire) 2 for one phase winding of induction motor. Controlling electrodes of
thyristors VS1-VS8 are connected with control circuit 10. The other two phase windings
of the induction motor, which are contained in blocks 8 and 9 in fig. 3, are connected
with other phases of the power supply (or neutral wire) 3, 4, 5 and 6 through the
thyristors, which as well as phase windings are not shown in blocks 8 and 9. Blocks 8
and 9 are structurally the same as block 7, but connected with other phases of supply
voltage. Controlling electrodes of thyristors in blocks 8 and 9 are also connected with
control scheme 10.
When dividing the frequency of power by 2 circuit in fig. 3 works as follows. In
the first period of network frequency when on phase 1 comes a positive half-wave, then
must be opened thyristors VS1 and VS8 (see fig. 2), but when comes a negative half-
194
Boris Nevzlin, Dmitry Polovinka, Dmitry Serhienko
wave, then must be opened thyristors VS4 and VS5. Hereby, in the first period on the
winding beginning of phase L1 will pass only the positive voltage half-waves. In the
second period the network frequency when on phase 1 comes a positive half wave, then
must be opened VS3 and VS6 (see fig. 2), but when comes a negative half-wave, then
must be opened VS2 and VS7. Hereby, during this period on the winding beginning of
phase L1 will pass only the negative voltage half-waves.
In the control circuit 10 implemented phase voltage regulation, ie by changing
the angle of thyristors unlocking α , which is shown in fig. 1 and fig. 2. Changing the
order of the turning on of thyristors can be obtained decrease of frequency by 3 times
(see fig. 2), as well as any other integral number of times.
DETERMINATION OF THE DEPENDENCE OF INSTANT TIME OF PHASE
ANGLE t α ON VALUE OF REQUIRED SUPPLY VOLTAGE FREQUENCY
Since it is necessary to comply with correlation (2), for voltage and frequency, as
well as frequencies and voltages, decreased in 2, 3, 4, etc. correlation (2) is written:
U N U2 U3
U
=
=
= ... = k = const
(4)
fk
fN
f2
f3
where: U N , U 2 , U 3 , U k – effective network voltage, voltages by dividing the
frequency by 2, 3 and k , f N , f 2 , f3 , f k – network frequency, the frequencies of 1st
harmonic, obtained by dividing the network frequency by 2, 3 and k [Gusev V.G.,
1990].
Network frequency f N and voltage U N are known values. Decreased
frequencies f 2 , f 3 , ..., f k can be determined through network frequency f N :
fN
f
f
; f 3 = N ; ...; f k = N
(5)
2
3
k
Hereof we get the correlation for determining the required voltage with
decreasing frequency.
U
U
U
U 2 = N ; U 3 = N ; ...; U k = N
(6)
2
3
k
In the phase regulation effective voltage with decreasing frequency is determined
for the half-period as:
( t − t ) ⋅ U N1 + ( t 2 − t α ) ⋅ U N 2
Uk = α 1
(7)
t 2 − t1
f2 =
where: t1 , t 2 – instant time of beginning and end of a half period of network frequency,
sec., t α - instant time of beginning of thyristor unlocking at the phase angle α , sec.
U N1 , U N 2 –effective network voltage before and after thyristors unlocking [Nevzlin
B.I., 2007].
METHOD OF QUASIFREQUENCY-PHASE SPEED CONTROL
195
S11
= 0 , since thyristors at this site of half-period are closed.
t α − t1
Effective voltage is determined as:
Accept U N1 =
t2
U N2
∫t U m 2 ⋅ sin( 2 ⋅ π ⋅ f ⋅ t )dt
S
= 12 = α
t2 − ta
t2 − tα
(8)
where: S11 and S12 – curvilinear area on plots from t1 = 0 to t α and from t α to t 2 (see
fig. 1 and fig. 2).
Since voltage U N1 = 0 (see fig. 1 and fig. 2), the effective voltage with
decreasing frequency is determined for the half-period as:
t2
Uk =
∫t α U m 2 ⋅ sin( 2 ⋅ π ⋅ f ⋅ t )dt
(9)
t 2 − t1
Since effective voltages of network and decreased frequencies must be equal, it is
appropriate to switch over stom the correlation of equality of effective voltages to the
correlation of areas equality of the half-period of decreased frequency:
t
S1 = k ⋅ ∫t 2 U m 2 ⋅ sin( 2 ⋅ π ⋅ f ⋅ t )dt
α
(10)
U m2
f
⋅ sin( 2 ⋅ π ⋅ ⋅ t )dt
(11)
k
k
where: S1 –the total area which consists of k half-periods in the half-period of
decreased frequency, S2 - the area of half-period of decreased frequency.
After integration, the dependence (10) and (11) take the form:
cos(2 ⋅ π ⋅ f ⋅ t α ) − cos(2 ⋅ π ⋅ f ⋅ t 2)
S1 = k ⋅ U m 2 ⋅
(12)
2⋅π⋅f
f
f
cos 2 ⋅ π ⋅ ⋅ 0 − cos 2 ⋅ π ⋅ ⋅ t 2
Um2
k
k
⋅
(13)
S2 =
f
k
2⋅π⋅
k
With the fulfillment of condition of areas S1 and S2 equality (see fig. 1.) obtain:
cos(2 ⋅ π ⋅ f ⋅ t α ) − cos(2 ⋅ π ⋅ f ⋅ t 2)
1 − cos(2 ⋅ π ⋅ f ⋅ t 2)
= Um2 ⋅
k ⋅ Um2 ⋅
(14)
2⋅ π⋅ f
2⋅ π⋅ f
As a result of (14) gives the dependence of instant time of the phase angle t α on
network frequency and division factor of frequency:
f
arccos1 − n − cos 2 ⋅ π ⋅ t 2 ⋅ k
k
(15)
tα =
2⋅π⋅f
Parameter t 2 directly depends on network frequency f and can be defined as:
k⋅t 2
S2 = ∫0
t2 =
k
2f
(16)
196
Boris Nevzlin, Dmitry Polovinka, Dmitry Serhienko
After the transformation (15) with (16) finally obtain the dependence of instant time of
the phase angle t α on network frequency and division factor of frequency:
2−k
arccos
k
(17)
tα =
2⋅π⋅f
The results of calculations with underfrequency in 2-6 times are tabulated in
Table. 1
Table. 1. The dependence of the instant time of phase angle t α
on the division factor k of frequency at network frequency f = 50Hz
k
t α x , sec.
2
0,005
3
0,006082
4
0,006667
5
0,007048
6
0,007323
The received analytical dependence of instant time of phase angle t α on network
frequency f and division factor of underfrequency k , allows to calculate precisely
instant time of phase angle t α at which the ratio will be observed (4).
CONCLUSIONS
1. The proposed method quasifrequency-phase speed control of induction
motors allows discretely control the speed with constant rigidity of mechanical
characteristics of IM.
2. The analytical dependence of instant time of phase angle t α on network
frequency f and the frequency decrease factor k at which the observed
correlation U / f = const is obtained.
3. Proposed a method for decreasing of electrical losses in BP with
quasifrequency-phase speed control of IM by changing the instant time of phase angle
t α x depending on sequence number of half-wave of supply voltage during half-period
of decreased frequency.
REFERENCES
1. Baranov V.N. Electrohydraulics tracker drives of oscillation machines. – Moscow:
Mashinostroenie, 1988. – 264 p., fig.
2. Braslavskiy I.Ya. Asynchronous electromechanical with tyrystor transformers of tension
(modern state of developments). – Moscow: Informelectro, 1989. – 56 p.
3. Chilikin M.G. Fundamentals of electric drive: university textbook. Moscow: Energoizdat,
1981. – 576 p., fig.
4. Denisov Yu.O. Dynamics of the systems of adjusting of electromechanical of high exactness
with the latitudinal and quasiresonance impulsive transformers of permanent tension: thesis of
dissertation on competition c.e.s.: Special 05.09.03 – electrical engineering complexes and
systems. – Kyiv: NASU Institute of electrodynamics, 2006. – 20 p.
METHOD OF QUASIFREQUENCY-PHASE SPEED CONTROL
197
5. Golc M.E., Gudzenko A.B., Ostrerov V.M. Fast-actings electromechanical of direct current
with latitudinal-impulsive transformers. – Moscow: Energoatomizdat, 1986. – 183 p.
6. Gorbachev G.N., Chapligin E.E. Industrial electronics: tutorial, 1985, – 400 p.: fig.
7. Gusev V.G., Gusev Y.M. Electronics: tutorial, 1991, – 662p.: fig.
8. Ilyinskiy N.F. Automated electromechanical. – Moscow: Energoatomizdat, 1990. – 544p.
9. Ilyinskiy N.F., Yunkov M.G. Automated electromechanical. – Moscow: Energoatomizdat,
1986. – 446 p.
10. Lohmatov A.G. Determination and warning of malfunctions of the asynchronous frequencymanaged electromechanical: thesis of dissertation on competition c.e.s.: Special 05.09.03 –
electrical engineering complexes and systems. – Donetsk: NDU, 2007. – 20 p.
11. Mazur R.A. Improvement of the managed and power descriptions of multi-engine
asynchronous electric drive of mechanism movement of coke machines: thesis of dissertation
on competition c.e.s.: Special. 05.05.12 – electrical engineering complexes and systems. –
Donetsk: NDU, 2010. – 20 p.
12. Mihaylov O.P. Automated electromechanical of machine-tools and industrial robots. –
Moscow: Mashinostroenie, 1990. – 302 p.
13. Mucaelyan E.S. Reference book on adjusting of controls and measuring devices and
electromechanical of plug-forming armature on power-stations. – Moscow: Energoatomizdat,
1991. – 304 p.
14. Nevzlin B.I., Polovinka D.V., Turchin A.I. Decreasing of losses in three-phase induction
motors, supplied by invertors.//Works of Luhansk department of International Academy of
informatization. – 2007. – № 1(14). – P. 118-123.
15. Perelymuter V.M., Evzerov I.H. Complete tyrystor electromechanical. – Moscow:
Energoatomizdat, 1988. – 318 p.
16. Perelymuter V.M., Sydorenko V.A. Control systems by tyrystor electromechanical of direct
current. – Moscow: Energoatomizdat, 1988. – 394 p.
17. Pevzner E.M., Yaureе A.G. Exploitation of faucets tyrystor electromechanical. – Moscow:
Energoatomizdat, 1991. – 104 p.
18. Rassudov L.N., Myadzel V.N. Electromechanical with the up-diffused parameters of
mechanical elements. – L.: Energoatomizdat, 1987. – 143 p.
19. Rudarov V.V. Asynchronous electromechanical with the vectorial management. – L:
Energoatomizdat, 1987. – 134 p.
20. Zadorojniy N.A., Zadorojniya I.N. Analysis и synthesis electromechanical systems by the
control occasion of machines of with resilient mechanical connections: dissertation on
competition c.e.s. – Kramanorsk: DDMA, 2010.-192 p.
СПОСОБ КВАЗИЧАСТОТНОФАЗОВОГО РЕГУЛИРОВАНИЯ ЧАСТОТЫ
ВРАЩЕНИЯ АСИНХРОННЫХ ДВИГАТЕЛЕЙ
Борис Невзлин, Дмитрий Половинка, Дмитрий Сергиенко
Аннотация. Предложен способ регулирования частоты вращения асинхронных двигателей вниз от
номинальной, кратной целым числам, за счет переворачивания соответствующих полуволн
синусоидального напряжения питания. За счет использования фазового метода регулирования
напряжения этот способ позволяет выдерживать постоянным соотношение между частотой и
напряжением. Разработана принципиальная электрическая схема, реализующая квазичастотнофазовый
способ, и предложены расчетные формулы для определения момента времени фазового угла t α от
частоты вращения асинхронных двигателей. Рис. 4, ист. 20.
Ключевые слова. Квазичастотнофазовый способ, регулирование частоты вращения, понижение
частоты, асинхронный двигатель.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 198-206
TECHNOLOGICAL PECULIARITIES OF FORMING
OF AXISYMMETRIC UNREINFORCED CONCRETE PIPES
Vladimir Pilipenko
Donbass National Academy of Construction and Architecture
Summary. The results of experimental theoretic investigations of properties of modified concrete for
manufacturing of axisymmetric unreinforced products are introduced in this article. There have been proposed
the ways of passage the main contradiction of technology of concrete with the aim to get special high quality
concrete.
Key words: modified concrete, cement matrix, extraction, polyroll, liquid phase.
INTRODUCTION
The recovery of high effective artificial building conglomerates is possible by
modifying the structure of cementing matrix and concrete [Ramachandran, Feldman,
Boduen 1986, Batrakov 1998, Adylkhodzhaev, Solomatov 1993, Pilipenko 2010]. Thus,
the modification of concrete’s structure is destined to improve technologic and service
properties of material. It’s possible the change of kinetics of gain of physical
characteristics and final values of concrete strength by modifying [Sviridov, Kovalenko,
Chesnokov 1991, Babkov, Sahybgareev, Kolesnik and other 2006, Kaprielov, Travush,
Karpenko and other 2006, Solomatov, Vyrovoi 1991, Paschenko 1991, Glukhovsky,
Runova, Maxunov 1991, Rudenko 2010].
At present only separate attempts of physical modification of concrete, for
example, at its vacuum processing are famous [Bazhenov 2005, Batrakov 1998,
Glukhovsky, Runova, Maxunov 1991, Sakai, Sugita 1995]. In this case the limited
quantity of water of mixing is spiked in concrete mix providing optimal response
execution of hydration of cementitious agent. The subsequent vacuum dewatering
changing the initial concrete composition leads to the deep modification of its structure
formation. In particular, the density and strength of a material is considerably
increasing. It should be marked that the physical modification of concrete leads to the
change of character of fixation of particles of cementitious agent [Hewlett 1998, Glekel,
Kopp, Akhmedov 1986, Adylkhodzhaev, Solomatov 1993, Tomosawa 1997].
TECHNOLOGICAL PECULIARITIES OF FORMING OF AXISYMMETRIC
199
OBJECTIVE AND SUBJECT OF RESEARCH
The objective of present research is the development of scientific and technical
foundations of technology of modified concrete for the production of unreiforced
axisymmetric goods.
The limited quantity of produced and applied unreinforced concrete pipes is
explained by the circumstance that the resistance of concrete by intensity of tension is
not considerable and makes up only 7…11 % of strength of concrete under compression
[Gvozdev 1987, Ruben 1986, Trifonov, Dodonov, Kuznetsov 1998]. This problem is
complicated by the main contradiction of technology of concrete:
- for the elevation of strength of concrete under tension is necessary the decrease
of water-to-cement ratio (W / C) up to the values near to the normal density of cementwater paste at simultaneous fiscal cement restraint;
- for the elevation of placeability of concrete mix is necessary the contrary
condition which – the elevation W / C, the increase of water content and, thus, the
cement content.
The development of scientific foundations of technology of high quality concrete
for the unreinforced pipes is possible by the complex solution of specified
contradictions. For this is necessary to accept the following initial statements of
developing technology of high quality concrete:
1. The properties of concrete mix must be defined by technological conditions of
products’ forming;
2. The concrete composition is defined by predesigned project properties of
material in the product and, if necessary, it can differ from the initial concrete mix
composition;
3. The process of vibro impact impulsive compression of concrete of forming
product must provide the recovery of utmost compact structure of material, especially
on coating surface of a product.
RESULTS OF EXPERIMENTAL RESEARCH
As the result of experimental theoretic research work there have been developed
the scientific foundations of the recovery of extra high quality concrete, technological
foundations of forming axisymmetric products, including the new installation for
forming the concrete unreinforced pipes by vibro impact impulsive pressing. The
installation is destined for forming pipes with little lift having a nominal inside diameter
from 500 to 1500 mm and length up to 2000 mm. Forming of pipes can be done in plant
and testing area conditions, on outdoor area, including temporary placing.
As it was supposed to achieve maximum strength and waterproofing of concrete
by unwatering of concrete mix in the process of vibro impact impulse pressing, the great
attention has been paid to the definition of optimal conditions of removal the surplus
amount of water of mixing out of it [Pilipenko 2010].
Intensive unwatering of concrete mix by vibro impact impulse pressing can be
achieved at optimal quantity of cement-water paste and mixture which is not only filling
the gapes between grains of carcass, but also removes them from each other on the
200
Vladimir Pilipenko
minimum distance. Thus, the concrete composition and regime of vibro impact impulse
pressing were defined under the condition of the recovery of concrete with the
minimum remnant W / C and maximum strength. The criteria of full compression of
concrete mix are the given level of extraction of surplus water of mixing and
achievement of average density of molded concrete near to the theoretical
(Кc = ρc / ρtheor ≥ 0,97).
Experimental investigations of voluminal state of stress have been made on the
special laboratory installation. The special device gave the opportunity to realize
pneumatically the impulsive air-feeding on cylinder piston. That has been imitating
vibro impact impulse compression of concrete mix and concrete with the simultaneous
modification in the developed technological process of production of axisymmetric
products.
The concrete mix of the product between pressing clamping device and
perforated timbering wall turns out to be in compressed state. Stress and strain state of
concrete mix leads to the motion of filler raw staff, cement and water one from another
under condition of the elevation of strain of ultimate strength to shearing. The great
meaning for the process of compression of mixture has the cycling of application of
stress from impulsive waves of compression and shuttle movements of moving form
[Fedyaevsky, Ginevsky, Kolesnikov 1993, Shlikhting 1989].
The advantage of technology of vibro impact impulse compression of concrete of
pipes is:
- the combination of laying, compression and modification of concrete mix and
concrete in one process, including floating of inner cylindrical surface of a product;
- a high accuracy of geometrical dimensions of forming products;
- an increased degree of mechanization of production at minimal metal
consumption of equipment;
- a high productivity at a low energy consumption;
- an immediate demoulding operation at products making metal saving of
technology.
The installation is also equipped with measuring and registering apparatus for the
analysis of the value of inner pressure and motions.
It was established by the research work that at physical modification of concrete
mix with the usage of vibro impact, shearing and impulsive compression, the process of
structure formation leads to the change of morphology of crystallohydrates in
comparison with the usual vibrated concrete.
It was established by complex methods of chemical, X-ray phasic,
submicroscopical, adsorptive, porometric analysis that the morphological structure of
cementing matrix of concrete is characterized by the change of quantitative ratio of
volumes of cryptocrystalline, needle-shaped fibrous and plate like prismatical
ingredients at the end of structure formation, which is 1,5 times exceeding vibro
compressed and vacuum treated concretes.
The analysis of hygrometric state and differential thermic analysis of concrete
confirmed that the quantity of chemically connected water in cementing matrix of
modified concrete exceeds on 23…39 % the analogical data of concrete subjected to
vacuum treating and vibro compression.
TECHNOLOGICAL PECULIARITIES OF FORMING OF AXISYMMETRIC
201
Due to undertaken studies was obtained the system of regularities of vibro impact
impulsive influence on concrete mix which revealed the considerable differences of the
process of compression from the single impact and vibro compression. By this was
proved the appearance of zones of high intensive compression and strain which
alternatively change in time in the pyller of compressing mixture, there were also
gained the quantitative characteristics for the definition of parameters of compression.
It was established that the physical modification of concrete is carried out by the
extraction of surplus water which takes place in laminar, turbulent and non-continuous
modes. There have been obtained formulas describing the regularities of movement of
water-to-air phase depending on applied pressures and parameters of transmissibility of
concrete mix and filtrational ports of form.
The developed technology is based on the combination of high intensive vibro
impact impulsive compression and decrease of actual W / C in molded concrete up to the
level equal to the normal density of cement-water paste. Thus, the optimal parameters of
developed technology are provided due to the compression near to the theoretical level
at simultaneous extraction of surplus water of mixing collectively with water-to-air
phase of concrete mix.
There have been defined the technological parameters of proportional unwatering
of concrete at the height of molded product due to the results of undertaken studies
(W / C)remn = const.
The analysis of strength properties of concrete obtained by vibro impact
impulsive method of compression has been carried out on the samples-cylinders and
kerns of equal diameter drilled out of unreinforced pipes. The results of research work
of strength properties of concrete are introduced in table 1.
The results of experimental investigations show that with the increase of the
quantity of extracted water from 18 to 24 % the strength of concrete of vibro impact
impulsive pressing is notably increased. The strength of the samples from which is
extracted the equal quantity of surplus water of mixing at the equal regime of vibro
impact impulsive pressing with the usage of different diameters and conicity of filter
ports is nearly equal. But only with the increase of the thickness of the layer of
compressing concrete mix is increasing the time of extraction and the necessary
quantity of filter ports. It testifies that exactly the quantity of extracted water of mixing
defines the structural strength of compressed concrete by vibro impact impulsive
pressing.
As the criteria of evaluation of properties of filter ports proposed by us defining
the efficacy of the process of vibro impact impulsive pressing of concrete mix and
concrete was proposed the coefficient of effective compression (CEC), which shows the
approaching of values (W / C)remn to the index of planned [W / C] = 0,253.
It was carried out the series of experiments to study the dependence of CEC on
given quantity of extracting surplus of water of mixing. For the increase of accuracy of
obtained values of CEC of filter was defined as simple average of the results of three
observation values CEC at the quantity of extracting water of mix from 18 to 24 %.
It was marked that in the process of effective pressing of concrete mix at inlet
part of filter ports of form the compacted layer can be formed. [Altshul 1990, Vulis,
Kashkarov 1985].
202
Vladimir Pilipenko
Table 1. Physical mechanical characteristics of modified concrete,
drilled out of unreinforced pipes with the length 1500 mm
№№
Sample of test
concrete
Density, kg / m3
average
in kerns
index
Strength, MPa
average
in kerns
index
Concrete, obtained by vibro impact impulsive method of compression
1
2
3
Cylinder
laboratory
Kerns,
drilled out
of pipes
with diameter
500 mm
Kerns,
drilled out
of pipes
with diameter
1000 mm
2480
2498
2511
2516
2516
2517
2527
2529
2531
2530
2531
2480
2512
2530
91,3
96,7
97,4
98,6
101,0
101,7
104,8
107,0
111,6
113,4
114,7
91,3
99,1
110,3
Concrete, obtained by traditional method
1
2
3
Cylinder
laboratory
Kerns,
drilled out
of pipes
with diameter
500 mm
Kerns,
drilled out
of pipes
with diameter
1000 mm
2235
2273
2285
2302
2314
2316
2300
2314
2329
2340
2354
2235
2298
2327
45,8
45,3
45,7
46,2
46,8
46,5
46,0
46,7
46,8
47,1
47,6
45,8
46,1
47,0
The results of experimental investigations show that with the increase of the
quantity of extracted water from 18 to 24 % the strength of concrete of vibro impact
impulsive pressing is notably increased. The strength of the samples from which is
extracted the equal quantity of surplus water of mixing at the equal regime of vibro
impact impulsive pressing with the usage of different diameters and conicity of filter
ports is nearly equal. But only with the increase of the thickness of the layer of
compressing concrete mix is increasing the time of extraction and the necessary
quantity of filter ports. It testifies that exactly the quantity of extracted water of mixing
defines the structural strength of compressed concrete by vibro impact impulsive
pressing.
As the criteria of evaluation of properties of filter ports proposed by us defining
the efficacy of the process of vibro impact impulsive pressing of concrete mix and
concrete was proposed the coefficient of effective compression (CEC), which shows the
approaching of values (W / C)remn to the index of planned [W / C] = 0,253.
TECHNOLOGICAL PECULIARITIES OF FORMING OF AXISYMMETRIC
203
It was carried out the series of experiments to study the dependence of CEC on
given quantity of extracting surplus of water of mixing. For the increase of accuracy of
obtained values of CEC of filter was defined as simple average of the results of three
observation values CEC at the quantity of extracting water of mix from 18 to 24 %.
It was marked that in the process of effective pressing of concrete mix at inlet
part of filter ports of form the compacted layer can be formed. [Altshul 1990, Vulis,
Kashkarov 1985].
In accordance with the conditions of investigations in case of pressing of
concrete mix with the usage of concrete form with filter ports which size exceeds the
sizes of particles of fine aggregate the firm ground copes out of particles of fine
aggregate will be formed at inlet part of port. Intergranular pores of these copes will
fulfill a function of filters preventing loss of cement. While using the filters with ports
removed from each other on sufficient long distance it should be expected the forming
not complete compacted layer in concrete mix but in separate compacted dome-shaped
shells. Directly at inlet part of filter ports the rate of flow of extracting fluid is
considerably higher than in separate sections near inlet part of filter ports. It can cause
external wash out of cementing particles that is their carry-over from the surface of
concrete sample on the surface of the form. Laying bare of some section of mineral
carcass of cope near filter ports is limited as the rate of flow of extracting water of mix
is decreasing proportionally to squared distance from the port. The formation of washed
out zones should increase the rate of extracting surplus water of mix because of partial
destruction of the shells with increased resistance to flow.
The truth of these statements has been checked by experiment. The main method
of the study of structure of concrete compressed by vibro impact impulsive pressing
with the usage of perforated concrete forms with diameter of filter ports 1 mm and
2 mm, it was accepted the definition of microhardness of cementing matrix of modified
concrete on thin sections with the size 55×55 mm.
The selection of method of investigation is due that the definition of
microhardness gives the opportunity to get the information of structural mechanical
properties on limited sections of the sample [Moranville-Regourd 1999]. The
microhardness depends not only on crystallized factors but also on mechanical ones:
pinhole rating; the presence of internal stresses [Blais 1999]. The type and concentration
of new formation, the peculiarity of capillary interspace, microdefects, and uniformity
of microstructure influence the microhardness of cementing matrix.
In conducted experiments was used fine grained concrete of composition 1:2. It
is due to the presence of coarse aggregate increases the variation of values of
microhardness.
At the first stage was investigated the structure of concrete compressed with the
usage of filter ports characterized by increased separation of ports to expel their
interaction. As the perforated concrete form was used steel push barrel with the
diameter and height of 150 mm, thickness of wall 6 mm, with conical filter ports of
input diameter 1mm and 2 mm at outlet diameter 55 mm. The pressing of concrete mix
has been made within 10 min. While using metal filter ports of the form on the surface
of concrete sample washed out zones are formed introduced by copes of particles of fine
aggregate. Washed out zones have the forms near to hemispheric with diameter from 14
to 2,5 mm at input diameter of filter ports 1 mm and 2 mm respectively. The obtained
204
Vladimir Pilipenko
data show that microhardness of cementing matrix on the distance of 1…5 mm from
filter port 2,0…2,7 times higher than on the distance of 25 mm.
For each of tested filter ports the character of change of microhardness of
cementing matrix at the removal from the center of the port in the direction
perpendicular its plain is the same as at the removal in parallel direction. This gives the
opportunity to make the conclusion that the shells of increased microhardness of
cementing matrix at inlet part of filter ports have hemispheric form. The values of
microhardness of the sample compressed with the usage of filter ports with input
diameter 2 mm in all points exceed the microhardness of the sample compressed with
the usage of filter ports with input diameter 1 mm. The increase of the size of input
diameter of filter ports together with the increase of washed out zones also causes the
increase of sizes of hemispheric shells of increased microhardness. This is explained by
the fact that the increase of diameter of washed zone of areneceous cope takes place
under the action of high resistance to flow. Considerable compressive impacts caused
by the action of pressing of concrete mix spread over more remote sections and this
causes the compression of larger section in size at input part of filter ports.
The analysis of experimental data show that the diameter of hemispheric shells
with increased microhardness of cementing matrix in the place of input part of filter
ports achieves 15…25 mm. At a filter port with separation 25×25 mm can be reached
the formation of overlap single complete medium of increased microhardness.
CONCLUSION
It was proved that maximal compression of concrete mix (Кc→1,0) can be
reached with the help of vibro impact impulsive influence describing by the system of
analytical regularities revealed considerable differences of the process of compression
by single impact including vibrocompaction. It was proved the appearance of
compressed mixture of alternatively changing in time zones of high intensive pressure
and strain in the pyller.
It was established that the high effect of physical modification of concrete can be
made by the extraction of surplus water of mix which takes place in laminar, turbulent
and broken regimes. The quantitative description of the process of extraction of waterto-air phase can be produced using classical laws of filtration taking into consideration
the degree of gas content of fluid by air bells and final broken regime of extraction of
water of mix.
There were established by the complex of fulfilled investigations the regularities
of placing and configuration of filter fields of concrete form taking into consideration
the form and diameter of ports preventing their fouling in the process of product’s
forming.
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Blais P.Y., Couture M., 1999.: Precast, Prestressed Pedestrian Bridge – World’s First
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Fedyaevsky K.K., Ginevsky A.S., Kolesnikov A.V., 1993.: Calculation of turbulent of
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Hewlett P.C., 1998.: Lea’s Chemistry of Cement and Concrete., 1008 p.
Kaprielov S.S., Travush V.I., Karpenko N.I. and others, 2006.: Modified concretes of new
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Moranville-Regourd M., 1999.: Portland Cement – based Binders – Cements for the next
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Pilipenko V.N., 2010.: Technology of vibro impact impulsive compression of concrete
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X International Congress on the Chemistry of Cement. // Geteborg, vol. 2, pp. 43-50.
Trifonov I.A., Dodonov M.I., Kuznetsov M.S., 1998.: Investigation of usual and previously
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strained constructions out of fine aggregate concrete // Investigation and usage of fine
grained concretes. // M.: SRIRC. Issue 35., pp. 56-58.
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ТЕХНОЛОГИЧЕСКИЕ ОСОБЕННОСТИ ФОРМОВАНИЯ
ОСЕСИММЕТРИЧНЫХ НЕАРМИРОВАННЫХ БЕТОННЫХ ТРУБ
Владимир Пилипенко
Аннотация. В статье представлены результаты экспериментально-теоретических исследований
свойств модифицированного бетона для изготовления осесимметричных неармированных изделий.
Предложены пути преодоления основного противоречия технологии бетона с целью получения особо
высокопрочного бетона.
Ключевые слова: модифицированный бетон, цементная матрица, отжим, уплотнение, жидкая фаза.
.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 207-215
THE USE OF IT-TECHNOLOGIES IN STUDENT
EMPLOYMENT USING A COMPETENCE BASED APPROACH
Sultan Ramazanov, Nataliya Kalinenko,
Larisa Rakova
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The main task of the present-day education is “the production of competent people who would be
capable of applying their knowledge in a changing environment and whose primary competence is their
ability to engage in constant self-education throughout their lives”.
Key words: information and communication technologies, educational process, competence, key
competencies, professional activity.
INTRODUCTION
The transfer from the industrial society and simple technological operations to
the postindustrial type of economy requires a large number of people who can work
with packages of modern technologies in a changing environment that makes a person
assess the situation and take responsible decisions. A new type of economy makes new
demands on graduates, among which an increasing priority is being given to demands of
systematically organized intellectual, communicative moral principles that allow the
successful organization of activities in broad social, economic and cultural contexts.
OBJECTS AND PROBLEMS
Recently job placement of graduates has become more complicated. In the
present-day labour-market there is a gap between the goals of the education system and
the real needs of graduates, employers and society [Artemenko V, Nozdrіna L,
Rudnitsky O. 2002].
The effectiveness of the interaction between employers and young specialists in
the labour-market depends on the match of young graduates’ competencies to the
requirements of the labour-market. The following three key periods are very significant
in the formation and development of such competencies:
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Sultan Ramazanov, Nataliya Kalinenko, Larisa Rakova
•
before a higher school: when choosing a profession (choice of the
profession for which demand exceeds supply);
• when studying at a higher school: formation and development of the
personal skills for which demand exceeds supply (through additional
courses, community work, work experience, etc.);
• after a higher school: creation of tools which enable graduates to better
position themselves advantageously in the labour-market and employers
– to find graduates with the required competencies [Rakova L.N. 2000].
Competence is defined as an educational result expressed as the preparedness of
a graduate in terms of knowledge, abilities and skills which will allow them to reach a
set goal. Competence is “knowledge in action”; readiness for performing a practical
activity.
Competence is a “basic characteristic” of a person which is connected causally
with the criteria of effective and successful actions in professional or work situations.
The “basic characteristic” means that the competence is a deep and stable part of a
personality so that it is possible to foresee the behavior of a person in a wide range of
situations, both professional and everyday. The causal relationship means that the
competence conditions behavior or action [Chernilevsky D.V. 2002].
While working with employers, every higher school faces a prioritized list of
qualities which a graduate has to have to be successfully employed. Traditionally,
employers have considered that a young specialist should have the potential for good
personal skills and competencies and a good professional training. Employers want to
see a young specialists’ active life, good motivation, self-development ability,
efficiency, result focused, good communication skills, and a penchant for a healthy way
of life. In fact employers list these as the main competencies which enhance the
competitiveness of a graduate in the labour market.
Today educational establishments are gradually coming to the same point of view
as employers – a graduate in demand is the one who wants, has the ability and knows
how to work in their field. The quality of competence and knowledge is dependent on
the higher school [Rakova L.N., Gass V. 2006].
Table 1. Graduate Competencies
Object and information
competencies
Action and communication
competencies
Value oriented
competencies
•Ability to work with taught •Ability of the subjects of the •Knowledge of norms, values
education process to cooperate and cultural traditions;
information;
and to create specific tasks;
•Critical perception of the
•Ability to manage, analyze
information;
•Relationship with the world,
•Conversion of information and organize activities;
themselves, and society based
from conceptual to verbal •Ability to make reasoned
on the personal needs, motives,
decisions.
and vice versa.
emotions and values.
The maturity of these competencies is shown by the following personal
characteristics:
•spirituality, humanism, tolerance;
THE USE OF IT-TECHNOLOGIES IN STUDENT EMPLOYMENT USING
209
• mobility, decision making independence, responsibility, and the ability to make
a conscious choice
• communication, social activity, and the ability to cooperate;
• creativity and constructive thinking.
Besides fundamental, scientific and professional training, the following skills are
required from higher school graduates:
- to find their bearings in related fields of knowledge;- to use unconventional
approaches to solving different problems and to find competitive solutions of
problems;- to have a command of modern communication methodologies, approaches to
economic analysis and organization of marketing activities;- to promote the results of
professional activities in relevant markets;- to maintain their professional
competitiveness throughout their career.
Generally employers consider young higher school graduates as a source of
action, dynamism and modern knowledge for the enterprise and as a dislocating
combination of reduced responsibility and high ambitions. When making a decision
about employment they basically take into account one of the two market advantages
that the graduate has:
• specific expertise which is in high demand in the market and which cannot be
replaced by any personal qualities; this specific knowledge makes graduates of certain
specialties a priori competitive;
• special personal qualities needed in the market economy and which distinguish
one graduate among many of his fellows; these qualities can make their owners
competitive even if their specialty is not in demand in the market.
There is no universal model of competencies; competencies are always
contextual. The gap (imbalance) between the content of the education and the
application of that content can be problematic. In order to avoid this issue and to create
effective higher schools activities which will assist in the development of students
personalities and to develop their professional skills the formation of students
professional self-dependence should be supported by the use of modern information
educational technologies as a basis of professional training.
The growth of social media opens up hundreds of new communication channels
allowing higher schools and organizations to cooperate in matters concerning the
coordination of graduate competencies and to promote the effective employment of
graduates by cultivating the networks of talent during their training.
An example of an application of a virtual environment is WebEx which allows
web conferences, presentation viewing, video resume recording and playback and video
lectures, etc.
WebEx is an implementation of a Web conference, the general name for the
technology and tools for online meetings and in real time collaboration. Web
conferences allow online presentations, collaborative work on documents and
applications and the ability to view sites, videos and pictures [Kalinenko N.A. 2009,
2010].
Web conferences are as a rule internet services that require installation of a client
program on each participant’s computer. Some services provide access to web
conferencing through a browser using flash, java or special plug-in.
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Sultan Ramazanov, Nataliya Kalinenko, Larisa Rakova
Services for web conferencing can include the following features and tools: Screen sharing - sharing the screen or individual applications; - Whiteboard interactive whiteboard; - Web presentations; - Co-browsing - the possibility of
simultaneous browsing;- annotation tools;- monitoring of participants’ presence;- text
chat;- integrated VoIP communication;- video communication;- Leadership
management and delegation;- Shared mouse and keyboard management;- meeting
moderation tools tools for collection of feedback (e.g. surveys);- tools for meeting
planning and invitation of participants;- recording of web conferences.
A Whiteboard is an interactive board available to all the participants of the online
meeting. This is a workspace where participants can draw diagrams, type text, make
notes – this allows the meeting participants to understand one another better and not to
spend their intellectual resources on understanding and memorizing what was said. An
Interactive Video Lecture with synchronous slides (IBCC) simultaneously displays on
the computer (or projector) window both the video of a lecturer and the slides of the
presentation changing synchronously during the video playback.
The above platforms are an effective mechanism in the process of learning and
allow us to solve the urgent issue of networking of students, higher schools and
employers during a students’ job seeking;, video interviewing and video resume
organizing. The effective use of the above platforms by both higher schools and
employers with an agreed upon model of competencies of specialists provides more
employable graduates which will be in greater demand by employers.
Recently job seeking through the World Wide Web has become more and more
popular and higher schools should respond to this challenge by active implementation
and use of appropriate technologies. This we based networking of all the interested
parties should be based on the innovations of these virtual environments.
Firstly it is information about the demand for specialists. The most appropriate
resources for students are:- specialty job websites, - portals designed specifically for
graduates, - industry portals with sections “Work” and “Employment”, - Web pages of
specialized periodicals, - social communities, - sections of available vacancies on sites
of companies-employers, etc. To minimize costs and to optimize processes in
recruitment, recruiters and internal HR services are already using modern digital
technologies and Internet communications. The use of the following modern
technologies in the employment process will help the educational services market meet
business requirements.
Video resume: A video of approximately 30 seconds during which the applicant
give a presentation about himself. After recording the video is digitized and attached to
the applicant’s CV in the Resume Bank and becomes available for viewing by
employers, HR managers and recruiters.
A high quality Video resume allows the applicant:- to take a premier position
among other applicants;- to attract more interest from potential employers;- to avoid
trial interview and to open the door to the direct employer;- to show their personal and
professional qualities to the potential employer;- to save time for job seeking and to
explain the reason for their high salary expectations;- to present much more information
than a traditional resume can contain;- to present themselves simultaneously as both a
personality and a professional.
THE USE OF IT-TECHNOLOGIES IN STUDENT EMPLOYMENT USING
211
For some specialties (sales manager, salesman, secretary) experience and skills
are not so important as personal qualities and communication skills which can be
demonstrated by applicants in their video resume. The use of text resumes and video
resumes combined allows the employer to get better acquainted with the personal and
professional qualities of applicants. The use of video resumes reduces the number of
applicants’ interviews.
The innovative format of the video resume use in companies is most applicable
when it comes to recruitment in different cities and countries. Employers invite
applicants to be interviewed online and use specific software and equipment (web
camera, headset) that allow interviewers and interviewees to see and hear each other.
There is no need to go to another city and to go through multiple stages to be
interviewed for employment. It is possible to present yourself and your professionalism
in a comfortable environment sitting at your computer. The recruiting manager can ask
to submit documents, references, resume and photo. It is necessary to prepare the
complete package of required documents in electronic form as well as originals.
It is advisable to record your online video interview yourself. The advantages of
undertaking this recording are as follows: a) managers will be able to view the video
interview (if they were not present during the interview) at any time and to make a
decision about the employment; b the applicants will be able to analyze their interview
again to evaluate the advantages and objectives of the company that may become their
employer in the near future [Sumtsov V.G., Rakova L.N. 2000].
Before the interview the interviewee must study the interview questions that the
employer may ask.
Any company that is looking to hire personnel from other cities and countries
and all recruitment agencies greatly increase their choices by using video interviews,
overcoming distance and time limitations and reducing financial costs. Video
interviewing is the know-how in the recruiting of personnel based on the use of the
online format of the Internet.
Interactive broadcasting programs can be used to connect video, voice, online
chat, online surveys, case studies, psychological and professional techniques, virtual
whiteboard and video recording. Using these tools the interview is interesting, fast and
efficient.
Key features and benefits of video interviews:
• A virtual interview is connected globally in less than one minute;
• Multiple representatives from one company located in different places (an
office, a house, vacation, business trip, a car) can be connected each with the ability to
ask questions by voice and by online chat and to see and hear the applicant;
• the ability to use test cases, tests, online surveys, live feedback;
• resumes, references, copies of diplomas and other documents submitted during
the interview can be viewed by recruiters, HR-managers, company managers during the
interview;
• A video record of the interview is available for further viewing, interpretation
and analysis by recruiters, HR-managers, and the managers who have to make a
decision about meeting the applicant in person;
• Only the following are needed: the rent of a virtual class, web-camera, headset
with a microphone.
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Sultan Ramazanov, Nataliya Kalinenko, Larisa Rakova
A Webinar or web seminar is an online event where one or more moderators can
conduct presentations on behalf of an employer or an applicant with meetings for
groups from several to thousands of participants on the Internet or a corporate network.
During the webinar each of the participants is at his computer and the contact between
them is supported by the Internet using a web application. To join the conference you
simply enter the address of a particular webinar [Kalinenko NA, Kharkovskiy TO,
2010].
The following moderator facilities area available: to broadcast using a webcamera and a microphone (webinar participants both can hear and see the moderator); to
show presentations or to draw on the whiteboard; to download and play video and audio
files; to chat; to conduct surveys; to allow webinar participants to present (audio and
video).
The following facilities are available for the participants: to see and hear the
moderator in real time; to watch presentations; to ask questions to the moderator and to
communicate with other webinar participants using chat; to take part in surveys; to
present using audio and video with the moderator’s permission.
There are many technical platforms and services available for organizing
webinars. The minimum set of functions is audio broadcasting by voice and getting
feedback in writing using chat. The maximum is the use of voice and video for the
moderator, presentation using drawing and shared work, surveys of users and the
possibility of presenting at the meeting by several participants simultaneously.
Webinars are the most convenient form of networking when it comes to virtual
teams. Besides physical and financial convenience (you don’t have to go anywhere),
webinars provides the participants with psychological support.
This multimedia approach is much more effective than traditional uses of
technology in employment. Webinars allows the use of all types of perception: visual,
auditory and kinesthetic, so the participants understand information faster and
remember the knowledge in their memory for a long time.
A virtual job fair is a unique event which enables companies and employers to
establish direct contacts with applicants using modern Internet technologies with
mediation by higher schools [Tikhomirov V., Rubin J., Samoilov V. 1999].
The advantages of job searching through the Internet are:
-simple and free access to thousands of vacancies (applicants don’t have to spend
time, money and energy visiting different personnel departments and agencies);- the
ability to create an advertisement with resume about the applicants availability on a
number of sites (employers visit these resources and so the applicant’s advertisement
will be seen by many people who are interested in recruiting).
Some sites provide guaranteed privacy to individuals.
Notification about open vacancies through e-mail (an email, unlike a phone call
does not require an immediate answer from the employer). The virtual job fair enables
applicants:- to place their video resumes on the site;- to have access to “conference
halls” where video presentations about companies and master-classes by leading
specialists take place in real time;- to get the desired job;- to get full review of
information about employing companies.
The virtual job fair enables employers:- to conduct video interviews and to save
time and money;- to choose qualified personnel;- to promote the company’s brand
THE USE OF IT-TECHNOLOGIES IN STUDENT EMPLOYMENT USING
213
amongst applicants;- to receive immediate feedback;- to search for specialists over a
wider geography.
The reasons for conducting virtual job market using mediation of higher schools:
-young people are the main part of the Internet users; they are the most
vulnerable part of the labor market in Ukraine and so need additional support;
-the trust in higher schools websites among employing companies is greater than
the trust in an individual person; leading companies are interested in attracting young
specialists with a good education which is guaranteed by the higher schools.
The functions of higher schools in organizing a virtual fair of vacancies:
- involving employing companies in participation;
- involving highly-qualified and competent business trainers to conduct masterclasses and lectures online;
- notification of higher school students and alumni about the requirements and
terms of the virtual fair of vacancies.
CONCLUSIONS
For the effective implementation of the virtual fair of vacancies it is necessary: to
find sponsors to conduct the event; to decide about the date and to place advertisements
in mass media; to determine the exact conditions for participation in the fair; to create
the base of resumes and vacancies; to create a web portal to show the process and
results of the fair. The problem of adding personnel at enterprises is complicated by
poor contacts between enterprises and higher schools, but regardless of this both
business and education understand the advantages of interaction with one another which
is why they consider it is necessary to expand and strengthen all forms of cooperation
by creating and implementing effective models of cooperation using modern IT
technologies.
Promising areas for improving the virtual fair of vacancies concept the creation
of a system of assessment of resumes and notification of the applicant about areas for
improvement (This will give the applicant ideas about the reasons for their denial of
employment and about the direction of their self-improvement); enabling employers to
create their advertising stand on the site of the virtual fair of vacancies; implementation
of mailing of “hot” vacancies and information; expansion of the geography of the
involved employing companies into a network.
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science-in-metodichnoї konferentsії "Dosvіd i with problems of distantsіynogo navchannya,
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Kupriyanov M. 2001.: didactic tools of new educational technologies / / Higher education in
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organіzatsії distantsіynogo mid-Highest "Vіrtualny navchalny Center / Zbіrnik materіalіv 2
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Pіza D. Sharpanskih O. 2001.: Realіzatsіya kontseptsії distantsіynoї osvіti in
Zaporіzhskomu tehnіchnomu unіversitetі, Osvita i vіrtualnіst - 2001, Zbіrnik Naukova
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Volume 2 , Kiev: Mіnіsterstvo pratsі that sotsіalnoї polіtiki Ukraine. National Academy of
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i bezperervna Osvita, Kyiv, Mіzhnarodny science-in-navchalny Center UNESCO, MPІ
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ИСПОЛЬЗОВАНИЕ IТ-ТЕХНОЛОГИЙ В КОМПЕТЕНТНОСТНОМ ПОДХОДЕ
К ТРУДОУСТРОЙСТВУ СТУДЕНТОВ
Султан Рамазанов, Наталья Калиненко, Лариса Ракова
Аннотация. Главной задачей современного образования является «производство компетентных людей,
которые были бы способны применять свои знания в изменяющихся условиях, и чья основная
компетенция заключалась бы в умении включиться в постоянное самообучение на протяжении всей
своей жизни».
Ключевые слова: информационные и коммуникационный технологии, образовательный процесс,
компетенция, ключевые компетентности, профессиональная деятельность.
.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 216-224
STRENGTH OF GLUEWELD SEALS
MADE OF DISSIMILAR STEELS
Aleksandr Serebrjakov
Volodymyr Dahl East Ukrainian National University, Lugansk, Ukraine
Summary. The results of experimental studies on technology trial and properties of glueweld seals, made
with resistance spot welding on steels that are used to produce the rolling stock locomotives and wagons side
sections and sections of the roof, including dissimilar joints are shown.
Key words: welding, glueweld seal, strength, corrosion resistance
INTRODUCTION
The rolling stock locomotives’ and wagons’ side sections and sections of the roof
are constructed with the corrugated sheet siding, 1,5mm thick, and stiffness frame
elements, that consist of bent skirts and Zeta Profile varying lengths, 2,0 mm.
To produce them different materials are used. For example, to produce the side
wall of diesel train passenger car sheets of steel 10Х13Г18ДУ and sections of steel
09Г2С are used.
Sections are the building framings, working with buffing loadings. Therefore,
during their manufacture there are special requirements to the technology of weld joints
are including their density, because these sections protect rolling stock from the
environment influence.
These designs have a lot of welds. They vary in their length, continuity and
spatial position and are executed generally with semi-automatic welding gas-shielded
atmosphere.
OBJECTS AND PROBLEMS
Presence in the construction a large number of welds causes an increase in its
deformation during the welding process, and the residual strain exceeds the level
permitted by the specifications [3]. It is hard to apply effectively in such construction
existing activities to reduce the because of the complexity of their distribution [15].
STRENGTH OF GLUEWELD SEALS MADE OF DISSIMILAR STEELS
217
In addition, intermittent welds do not have integrity. So after welding additional
step of sealing the connection is made. When welding steel 10Х13Г18ДУ as electric
arc, and by contact welding problems with its weldability [4,10,9,12].
While this constructions are produced the resistance spot welding may be
implemented, but the compounds that are obtained in this way, also have some
disadvantages [17]. One of them is the lack of tightness of the joint. There is a way of
fastening sheet cladding to the frame by hydro impermeable rivets using putty
Polyurethane-50FC. But this method also has some disadvantages[7].
To solve these problems spot welding by adhesives use is proposed. Glueweld
seals have several advantages over joints, that are made with electric arc or by contact
welding. The main are – impermeability of joints and lower level of residual strain.
In theory, glueweld joints on aluminum and its alloys are studied sufficiently and
in practice are widely applied [1,2]. Glueweld seals on steels of especially the dissimilar
joints are insufficiently studied.
Development of production bases of steel resistance spot welding by
adhesives.
Prepare materials for welding. To perform glueweld joints of high quality it is
very important to prepare materials’ surface. There are a lot of ways to prepare surface
of the same material. For research based on an analysis of published data and test results
when developing welding mode [1,5,6,19] the following technique of surface
preparation for welding is chosen and implemented.
For austenitic steel 10Х13Г18ДУ only degreasing with an organic solvent № 646
was used. The use of chemical method surface preparation of sheet steel in a production
environment will be with difficult due to large sized sheets sheathing module framing of
rolling stock.
For 09Г2С steel a chemical treatment etching in an aqueous solution of
hydrochloric acid (200-220 g / l) with adding the katapina (5-7 g / l) was used. Etching
time 20-30 minutes at solution temperature 18-30ºС followed by washing in cold water.
Neutralization of residual hydrochloric acid with aqueous NaCO3 (5 g / l). Solution
temperature is 50-60 º C, soaking time 2-3 minutes followed by rinsing in cold water
and drying.
Weld samples were performed on a point-phase machine AC-type MT-1614 with
a nominal welding current 16 kA and compression force of the electrodes 6.3 kN.
Welding conditions, wherein sufficiently high quality weld on the samples is
achieved are the followings [13,14,16]: Compression load 0,44 kN at the air pressure in
the system 3,0 MPa, time compression, welding and forging respectively is 1,2, 1,6, 0,3
s. The diameter of the working part of the electrode used is 10 mm, diameter of the
resulting indentation electrode is 8mm.
Selecting the type and brand of glue. The choice of adhesive to get glueweld
seals of given design is difficult, because the large range of adhesives, but there is no
universal.
When selecting adhesive the nature of the bonded materials is taken into account,
glueweld seals operating conditions (operating temperature, current load, service time,
environment etc.) technological application of the adhesive, the cost of adhesive.
218
Aleksandr Serebrjakov
Besides adhesive should not worsen the properties of glueweld seals, particularly
corrosive. Therefore, the pH of the adhesives, recommended to connect the specified
materials, should be close to 7 in accordance with ГОСТ 9.902-81.
Given the rolling stock sections temperature and operating environment, epoxy
adhesives were selected to make the research. Epoxy adhesives are convenient and
practical for use. They are available for use with environment temperature variation
from 0 to 35 º C unpretentious to the preparation of the surface bonded materials, have
low toxicity. Can be, both hot and cold hardening. Have a wide range of viscosity.
Despite the best properties of hot curing adhesives (longer-term viability of the
glue and higher bond strength) to manufacture steel sheet plating of rolling stock the use
of cold curing adhesives is appropriate, because they have more than a simple
technology application. Due to the large size of welded sections hardening of the
adhesive hot-curing at temperatures 110-180ºС additional and energy consuming
equipment, is require; that will lead to higher production costs. Therefore, the cold
curing adhesives produced by the industry at present were selected to study.
Table 1 shows the main characteristic of used adhesives - ultimate strength at
shift of glued joints under described conditions.
Table 1. Ultimate strength at shift of glued joints of some materials, Mpa
Oily steel 08кп
Degreased steel
sured
Steel 3 after
thermal cycles
UP-5-207
25
Brend of Glue
UP-5-207-1
-
UP-5-240-1
-
25
28
25
38
-50 to + 150
25
22
36
Test Temperature,
ºС
Material
310
You can make the following preliminary conclusions on the strength of adhesive
stamps: the greatest strength has glue UP-5-240-1 at temperatures up to +50ºС; Glue
UE-5-207 is most versatile and can operate at high temperatures. Also in studies we
apply epoxy adhesive, consisting of a resin EPOXY-531 and hardener TELALIT-410.
Its mechanical properties are unknown.
In compiling of cold curing adhesives the important point is the ratio between the
adhesive and hardener. Adhesives were prepared in the same proportions, recommended
by passport data [2].
Since the thickness of adhesive layer affect the weld strength, when preparing it
for welding should seek to ensure adhesive layer within 0,05 - 0,16 mm. When applying
glue in these studies thickness provides within 0,1-0,2 mm. Adhesive was applied to
each side of connected surfaces. Preparation of adhesive and welding was performed at
a temperature of 15-20 º C.
In compiling cold curing adhesives important point is the ratio between the
adhesive and hardener. Lack of hardener leads to incomplete drying of the glue. The
excess cause unwanted aggressive influence pasted on the materials. The content of
curing agent affects the ultimate strength of the adhesive joint. Adhesives for this
research are prepared in the following proportions, presented in table 2.
STRENGTH OF GLUEWELD SEALS MADE OF DISSIMILAR STEELS
219
Table 2. Ratio of resin, filler and hardener for making glue
Ratio of parts by weight of components for the preparation of the
following brands of adhesives
UP-5-207
UP-5-207-1
UP-5-240-1
EPOXY-531
100
100
70
100
30
25
25
10
20
Component
Resin
Filler
Hardener
Since the thickness of the adhesive layer affects the joint strength, when
preparing it for welding we should strive to ensure the adhesive layer within 0,050,16 mm. When applying the glue in this research thickness was provided within 0,10,2 mm. Adhesive was applied to each side of the jointed surfaces. Preparation of
adhesive and welding was performed at a temperature of 15-20 º C.
Research on glueweld seals’ strengh. For these five groups of similar samples 4
in each group were welded from the investigated steels. These are the following groups:
1 - welded samples without glue; 2 - glueweld samples with the use of glue brand UP-5240-1; 3 - glueweld samples with the use of glue brand EPOXY-531; 4- glueweld
samples with the use of glue brand UP-5-207-1; 5 - glueweld samples with the use of
glue brand UP-5-207.
Destruction of samples were carried out on tensile testing machine Р-20 with a
maximum load of 200 kN recording on tape the nature of the load changes.
The test results, as average for all groups of samples, shown in table 3 and figure 2.
Table 3. The value of the breaking load (kN) samples with welded
and glueweld seals under static tension
Glue Brand
Steel Brand
Без клея
UP-5-240-1
EPOXY-531
UP-5-207-1
UP-5-207
09Г2С
23.2
33.4
36.2
36.3
34.5
10Х13Г18ДУ
27.3
32.6
39.7
37.6
35.1
10Х13Г18ДУ +
09Г2С
24.3
32.9
37.4
35.8
34.8
According to the results of destroyed samples investigation the following was
subsisted.
1. Destruction of glueweld seal made of steel 09Г2С occurs at the welded point,
and on the adhesive interlayer. Welded point is destroyed by shear without significant
tearing of the base metal. The diameter of the destroyed contact detail – the welded and
gluewelded seals have almost the same detail and come up to 6,5- 7mm. . Destruction of
glueweld seal made of steel 10Х13Г18ДУ was more complex. None of the seals was
destroyed at the weld points, and was destroyed by the heat-affected zone. The
destruction of welded seal made of dissimilar steels occurs at the welded point with
tearing of the base metal (only steel 09Г2С is tired out).
220
Aleksandr Serebrjakov
Đ, ęÍ
45
40
35
30
25
20
15
1
10
2
5
4
3
5
0
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
n , ř ň.
Fig. 1. The results of the samples destruction at stretching the steel 09G2S: 1 – Weld Seal;
2 – Glueweld seal with Glue UP-5-240-1; 3 – Glue UE-5-207; 4 – Glue UP-5-207 -1;
5 – Glue EPOXY-531
2. In the heating zone the glue is burnt out at the weld point. Diameter of glue
burnout varies from 10 to 16mm. Each zone has a burning glue evaporating channel,
through which the combustion products of glue get out. This phenomenon leads to
deterioration of the adhesive layer and reduce seam leakage. This phenomenon is
minimal (mostly absent) when applying the glue UE-5-240-1 EPOXY-531.
3. Molten core of glueweld seal when applying the glue UP-5-207 has on its
perimeter splashes of metal.
4. When welding on the adhesive interlayer it is stated that the glue with
hardener hardens within a few minutes after welding.
STRENGTH OF GLUEWELD SEALS MADE OF DISSIMILAR STEELS
221
5. Glueweld seal on the researched joints under static stretching is stronger in
1,4-1,7 times than the same weld type. The greatest strength have seals, welded with the
glues EPOXY-531 and
UP-5-207-1. Welded and gluewelded seals on the
10Х13Г18ДУ steel have slight difference in strength while stretching. But glueweld
seal shows more stable results in strength when testing.
Nature of the observed changes in the load is shown in Figure 2.
Fig. 2. The destructive nature of the force change under static stretching in the seals:
1 – Steel 10Х13Г18ДУ 1,5 mm thickness; 2 – Steel 10Х13Г18ДУ 1,5 mm with steel
09Г2С 2,5 mm; 3 – glueweld seal made of steel 10H13G18DU 1,5 mm; 4 – glueweld seal
made of steel 10Х13Г18ДУ 1,5 mm with steel 09G2S 2,5 mm
The figure shows, that the variation in load at welded and gluewelded seals is
different. Nature of the load changes of weld seal (presented in Figure 1) has a gradual
increase of breaking force to complete destruction of the sample. Nature of the load
changes of gluewelded seal (presented in Figure 2) has also a gradual increase of
breaking force. The destruction speed increases until the loading to 30 kN and then
begins to fall. In the area of markers 33-34 kN speed drops to almost zero. This fading
of destruction force lasts about 5 seconds. Further speed of applied destruction force
begins to gradually rise to a complete destruction of glueweld seal.
It can be assumed, that the breaking load "freeze" in this area could be caused by
plastic deformation of the seal. The presence of the adhesive increases the yield plateau.
This phenomenon confirms the higher resistance to the breaking load of glueweld seals
compared with welded.
6. The nature of glueweld seals destruction depends on the thickness of the
welded plates. Plate with 2,5 mm thickness under static stretching are not deformed, and
222
Aleksandr Serebrjakov
spotwelds are cut. Plate thickness 1,5 mm in the process of destruction have the plastic
deformation and spotwelds are tired out from the basic metal;
7. Strenght of glueweld seal made of dissimilar steels (Steel 09Г2С + Steel
10Х13Г18ДУ) is determined by the strength of steel 09Г2С (less durable). The steel
09Г2С plate under static stretching is destroyed.
8. Epoxy adhesives provide a lasting seals of steels, used in the research, and are
suitable for use at glueweld seals. The strength of adhesive joint depends on thickness
of adhesive layer, it should be not more than 200 microns. The glue EPOXY-531 is able
to penetrate under the overlap of the joint to a depth of more than 25mm, that enables
its use to correct defects in the adhesive layer;
9. Glueweld seals, performed using the resistance spot welding, have a smaller
area of the heat affected zone compared to the seals without adhesives. It follows that
the construction, produced by this method, will have a smaller residual strain and stress,
than in fusible welding.
All this makes the use of glueweld seals in the manufacture process of rolling
stock sheet-sections preferable, than electric arc welding methods and welding without
adhesives.
Glueweld Seals Corrosion Properties. To determine the corrosion properties
accelerated 30 day tests of singletons glueweld seals were carried out in the hostile
environment – 3% NaCl solution. Width of the lap joint – 20mm. After holding in
hostile environment the weld points were drilled, and the samples were destroyed on the
adhesive interlayer.
The examination of the samples showed of corrosion traces presence in the
places of the combustion products of glue, where the porosity of the adhesive layer is
formed. Under the adhesive layer in all the glueweld seals no traces of corrosion were
found. Consequently, the presence of such a defect as porosity reduces the joint
corrosion resistance.
Glueweld Seals Impermeability. Testing the glueweld seals on the
impermeability of the joint was carried out on samples, welded using all four brands of
glue. Weld points were affixed along the sample. Width of the joint lap – 25mm. On
one side of lap of the welded samples purified kerosene was applied with the filling
gun. On the other side of the lapping chalky solution was put with the brush and was let
to dry before the test.
After some time where the chalk solution was deposited, in some samples there
were spots of kerosene near the weld points. After the destruction of these samples
porosity was found near a weld point. In other places of lapping, without the presence of
this defect there was no penetration under the lapping. Consequently, the porosity
reduces not only the corrosion resistance, but also the impermeability of the glueweld
seal.
CONCLUSIONS
Depending on the materials to be welded strength of the glueweld point seals
exceeds the strength of the appropriate welded joints in 1,4 - 1,5 times. The adhesive
STRENGTH OF GLUEWELD SEALS MADE OF DISSIMILAR STEELS
223
layer in the welded joint increases the plastic flow of the seal before break and makes it
more like plastic compared with welded joints without glue.
Weldability of resistance spot welding austenitic steel 10Х13Г18ДУ and
dissimilar joints from this and low-carbon steels using adhesives is better in comparison
with welding without adhesives.
Glueweld seals have a higher corrosion resistance in the case, if the
impermeability of adhesive layer is not affected. Glueweld seals has full integrity weld
under the circumstances the weld lapping is less than 25 mm.
The most technologically advanced to use in weld joints of sheet cladding and
frame modules of rolling stock is a cold curing epoxy adhesive DP-5-240-1.
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Publishing V. Dahl EUNU, p.101-118.
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cars.// VESTNIK ARSRIRT, №4. p. 34 – 39.
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steel 10Х13Г18ДУ (ДИ-61У) when manufacturing diesel and electric trains on HC
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ПРОЧНОСТЬ КЛЕЕСВАРНЫХ СОЕДИНЕНИЙ ИЗ РАЗНОРОДНЫХ СТАЛЕЙ
Александр Серебряков
Аннотация. Приводятся результаты экспериментальных исследований по отработке технологии и
свойствам клеесварных соединений, выполненных контактной точечной сваркой на сталях,
используемых для изготовления боковых секций и секций крыши кузовов локомотивов и вагонов
подвижного состава, в том числе разнородных соединений.
Ключевые слова: сварка, соединение клеесварное, прочность, стойкость коррозионная
.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 225-231
URGENT PROBLEMS OF THE WORKING
ENVIRONMENT IN THE FOUNDRY
Tatiana Shinkareva, Anatoly Gedrovich, Anatoly Golofaev
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. In the article implemented the research of the harmful factors of the working environment of
machine building enterprises with various casting techniques.
Key words: casting, harmful and dangerous factors, intensity, dust, gases.
INTRODUCTION
In Ukraine, a quarter of employees work in conditions that do not meet sanitaryhygienic standards. The social insurance fund’s statistics about compensation payment
for the loss of efficiency from accidents and occupational diseases each year is 520
million UAH., nonrecurrent payments established by diagnosis "occupational disease" –
about 160 million UAH., additional payments to pensions – about 150 mln. [Krishen,
2006].
The number of enterprises also increases, labor conditions on which are harmful
to the health of the workers [Timoshina 2010]. In many foundry enterprises workers are
under the influence of dangerous and harmful production factors, exceeding the
maximum allowable concentration and maximum allowable levels in the working areas.
The prolonged exposure of these factors on the labourer may lead to the lower
efficiency and aggravation of health.
PUBLICATIONS ANALYSIS
The analysis of the literary sources showed that the respiratory organs diseases of
the dust etiology prevalent in different countries: Ukraine, Russia and other CIS
countries, Europe. In Ukraine, from 1992 to 2009 the number of diseases of respiratory
organs is the highest in comparison with other diseases [Timoshina 2010]. The
breakdown of respiratory diseases over the years shown in the fig. 1.
226
Tatiana Shinkareva, Anatoly Gedrovich, Anatoly Golofaev
numb, thous.
18000
diseases of respiratory organs
16671
17000
16000
15705
16226
14485
15000
14639
14129
14528
14213
13835
14000
13894
13946
14499
13877
13000
13511
13372
13221
13308
13671
12000
11000
10000
1992
1994
1996
1998
2000
2002
2004
2006
2008
Fig.1. The number of diseases of respiratory organs on years
The reduction of the number of diseases occurred in 1996. Further, the number of
cases varies within the limit from 13000 to 15000 cases, despite the economic crisis and
the decrease in production. In 2009, the number of respiratory diseases is 14528 cases
(in 2008 - 13671 cases), namely there was a trend of growth. Diseases of respiratory
organs occupy a leading position in the structure of occupational diseases. The high risk
of the dust diseases is proper to many industrial sectors (except coal-mining), including
the foundry.
The occupational diseases is part of an overall morbidity of the population. The
diseases of respiratory organs also prevalent in the structure of occupational diseases –
36,2%, the vibration diseases – 25,8%, the diseases of musculoskeletal system – 10,3%.
With the help of researches and analysis of the causes of occupational morbidity in
Ukraine established that working conditions are the major factor of occupational
diseases, and mechanical engineering and metallurgy place the second largest number
of cases [Kundiev 2007].
The problem of occupational diseases considered in the following papers.
Rabenda Andrzej Stefan researched the patterns of influence of industrial harmful
factors on the health of workers in Poland. He explored the risk of the dust diseases of
electric welders, foundry workers and weavers.
In the work of Dmitry Pavlovich Pertsev was established the system of
preventive measures in the production of castings in the permanent metal molds. The
author considers that the principal harmful factor at the casting in permanent metal
molds is heating microclimate against the background of the harmful influence of
industrial noise. The additional production harmful factors are the dust and gas pollution
of the working zone with substances whose content is many times higher than the
maximum allowable concentration.
As of day, the working conditions of the modern foundry are not enough studied,
as well as industrial harmful and danger factors at different ways of casting. The
URGENT PROBLEMS OF THE WORKING ENVIRONMENT IN THE FOUNDRY
227
prevention of the danger occurrence (the growth of occupational diseases, injuries) can
be achieved through a comprehensive analysis of the working conditions at each
workplace, each particular enterprise of any form of property that is problem of today.
PURPOSE AND RISING OF THE TASK OF RESEARCHES
The purpose of the work is to research both traditional and new casting technologies,
analysis of harmful and danger factors of the production environment, the analysis of
the harmful factors on the each jobsite.
BASIC DIVISION
At present, developed the following methods of casting: casting in sand-clay
molds, casting on the gasified models, casting in the vacuum-film form, casting with the
cold-thicken compounds (CTC), casting with the water-glass compounds (WGC),
casting with the hot-thicken compounds (HTC), the die casting, the shell casting, the
rotary casting, the pressure die casting, the freeze crystallization casting, the magnetic
form casting, the die casting under controlled gas pressure, the graphite mold casting,
the ceramic mold casting, the suspension casting, and others [Efimov 1991, Ivanov
1990, Speransky 1995, Golofaev 2001, Budanov 2006, Kechin 2002]. All processes are
attended by various industrial harmful and danger factors.
The work executed experimentally based on laboratory researches [Bachovska
1966, Vershinin 1992, Leita 1980.], on the analysis of working conditions maps, on the
results of jobsites review and literary data. It was made an integrated assessment of
harmful and danger factors of the most common modern foundry technologies in ironcasting and steel-casting workshops, of the holding company “Luganskteplovoz”,
Lugansk casting-mechanical plant and other enterprises.
The workers in the labor process, usually undergo to the influence of several
harmful and danger factors of the surrounding production environment. The influence
of each of them is different. The industrial harmful factor passing the maximum allowed
level and the maximum allowed concentration, and prolonged action, can become the
danger factor [Gandzyuk 2004]. Therefore, on the first stage identified and studied the
harmful factors, which exceed the maximum allowed concentration and level. Also,
there were identified the most typical danger factors for the foundry industry. The
intensity of the factors determined on the exceeding the maximum allowed
concentration and level. The research results presented as the characteristics of the
intensity of the harmful and danger factors, which are contained in the author’s paper
[Shinkareva 2010].
The paper presents the results of 24 methods of casting. It was set the percentage
of the each method of casting in the mechanical engineering in Ukraine. The analysis of
the intensity of the following industrial harmful factors: dust, gases, aerosols, excessive
heat, noise, vibration, electromagnetic radiation, physical overload, neuropsychic stress.
The most intensive danger factors were revealed: sparks, spatter, high voltage electrical
circuits, moving machinery.
228
Tatiana Shinkareva, Anatoly Gedrovich, Anatoly Golofaev
In the examined work [Shinkareva 2010] for each casting method can determine
the amount of the intensive production factors. They create unfavorable conditions on
the each jobsite. For example, while the casting in sand-clay molds arise 10 intensive
factors, while the casting on the gasified models – 7, while the continuous casting – 2.
During the continuous casting add 4 more moderate factors, and 8 minor factors. The
use of the casting in sand-clay molds in Ukraine is 60%, and continuous casting – 0,9%,
namely, the new technologies did not receive the wide development yet. The produced
researches [Shinkareva 2010] confirm that the foundry – one of the most dangerous
sectors of the mechanical engineering.
The use of the modern technology eliminates some of the intensive factors, but
appear new harmful factors. For example, the electromagnetic radiation – while the
casting in magnetic forms, the release of the hydrogen fluoride, the carbon monoxide
and carbon dioxide – during the thermal decomposition of the synthetic sealing film
with the vacuum-filming method of casting. The significant emission of the toxic gases
occurs in the process of drying the rods and forms in the use of the organic binder, as
well as by pouring the metal. The complex influence on the health of employee of the
listed harmful factors requires a more careful study.
For the full characteristics of the danger of the foundry was conducted the
research of appearance of the harmful and danger factors on the main technological
jobsites. The results are presented in the authors' work “The research of the harmful
factors of the foundry at various stages of the process” [Shinkareva 2010]. The analysis
of the job hazards was conducted at the major jobsites in the technological lines for 24
methods of casting. In 18 of the 24 ways prevail the intensive harmful factor – the dust:
while the casting in sand-clay molds, the dust is on the 11 jobsites, while the casting on
the gasified models, the dust is on the 13 jobsites, while the investment casting is on the
12 jobsites, while the full-mold casting is on the 10 jobsites, and etc. The analysis of the
harmful and danger factors at the various operations of the technological process
[Shinkareva 2010] on the each workplace established that during the preparation of the
molding materials from the 24 methods of casting in 17 is the basic harmful factor – the
dust. They are such processes as the casting in sand-clay molds, the casting on the
gasified models, the casting on the vacuum-filming forms, the casting with the use of
the cold-thicken compounds, the water-glass compounds, the hot-thicken compounds,
the shell and ceramic casting, the die casting under controlled gas pressure, etc. During
the preparation of the molding sand in the 17 methods is the harmful factor – the dust
(gases in the 15 ways), during the preparation of the core mixtures, the dust is in 18
methods (gas in the 17 methods) as well as the manufacture of the half-forms and rods,
models and core boxes, during the shakeout of castings, the separation of the runners
and rods, the cleaning, the main harmful factor is the dust. Consequently, the conducted
analysis showed that the main intensive harmful factor of the foundry are dust, gases,
heat. Most of the operations in the manufacture of the castings are accompanied by the
dust concentration which is in several times higher than the maximum allowed
concentration.
The examination of the air pollution state on the iron foundry of the holding
company “Luganskteplovoz” showed that in the working area during the preparation of
the molding and core sands, the content of the dust was 8,16 mg/ m3, that exceeds the
maximum allowed concentration which is equal to 2 mg/m3, on the molding area, the
URGENT PROBLEMS OF THE WORKING ENVIRONMENT IN THE FOUNDRY
229
content of the dust equals 10,7 mg/m3, during the castings shake-out – 10,3 mg/m3,
which is coordinate with the data of the works [Ivanov, 1990, Speransky 1995].
The long-term inhalation of such air may lead to the development of such
occupational disease as pneumoconiosis [Basakov 2003, Artamonov, 2004]. The
development of this disease directly depends from the extent of dispersion of the dust
[Strizhko 1996, Demchenko, 2010], the qualitative structure of the dust and the degree
of the dust content in the air, length of service, as well as the number of other factors,
such as excessive heat, noise, weight and strength of the labor process, the presence of
other harmful substances in the working area.
The analysis of the listed ways of casting on the isolation of harmful gases
[Shinkareva TA, 2010] established that: while the casting in the sand-clay molds (gases
isolated on 11 technological processes), on the gasified models (on 10), casting with the
cold-thicken compounds (on 9), casting with the water-glass compounds (on 9), casting
with the hot-thicken compounds (on 10), the chill casting (on 8), and the shell casting
(on 11), and etc. The analysis of the jobsites in the 24 methods of casting revealed that
the most dangerous from the point of isolation of gases are: on the molding sand
jobsites (in the 14 from the 24 methods of casting) and on the core sand jobsites (in 16
from the 24 methods of casting), the manufacture of half-forms and rods (in 15 from the
24 methods), drying of half-forms and rods (in 12 out of 24), and the castings shakeout
from the mold (in 23 methods).
During the melting and it’s overheating, the casting into the molds, hardening
and cooling it in the form also isolate the large amount of gases [B.S. Ivanov, 1990,
B.S. Speransky, 1995], which depends on the choice of the casting method and the
furnace. During the melting in the induction furnaces, the main harmful factors are the
excessive heat, gases and electromagnetic radiation, during the melting in the cupolas,
the main harmful factors are the dust, fumes, the excess heat, during the melting in the
electroarc furnaces, the harmful factors are the graphite dust, the excessive heat, gases,
noise.
Thus, from the study of the variety of harmful and danger factors, the most
intensive, which are often found in all ways of casting are the dust, gases, the heat.
Obviously, in the foundry on the jobsites occur the set of adverse factors, which have
harmful effects on the health and the efficiency of the labourer. Hygienic standards are
still the main tool for evaluating the safety of the health of the workers, and exceeding
of such standards is considered as the breach of the health legislation. Measures to
protect the employee nowadays is shorter working day, week, additional days to the
vacation, early retirement, additional payments for the unhealthy working conditions,
the assignment of preventive nutrition, insurance, and etc. However, the influence of the
harmful and danger factors can cause the disturbance of the workers health, even if
these factors satisfy the maximum allowed conditions and level. Unfortunately, in the
foundry industry during the crisis, the compliance of the standards is impossible task for
the most enterprises.
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Tatiana Shinkareva, Anatoly Gedrovich, Anatoly Golofaev
CONCLUSIONS
The fight with the dust and other harmful factors is in progress mainly just after
their formation and their release into the air. To solve the problems of improving the
working conditions on the foundry workers jobsites seems necessary the following:
• study of the physical and chemical content of the intensive harmful dust factor
and the process of the dusting;
• study of the chemical content of the isolated gases;
• the conduct of the researches of other intensive factors;
• the development of the technical means intended for the creation of a
hygienically safe working conditions.
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АКТУАЛЬНЫЕ ПРОБЛЕМЫ СОСТОЯНИЯ ПРОИЗВОДСТВЕННОЙ СРЕДЫ
В ЛИТЕЙНОМ ПРОИЗВОДСТВЕ
Татьяна Шинкарева, Анатолий Гедрович, Анатолий Голофаев
Аннотация. В статье проведено исследование вредных факторов производственной среды
машиностроительных предприятий при различных литейных технологиях.
Ключевые слова: литье, вредные и опасные факторы, интенсивность, пыль, газы.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 232-244
MODELLING OF A CONTROLLED TRACTIVE WHEELSET
FOR A BOGIE OF A RAILWAY VEHICLE BASED
ON NOISE SPECTRUM ANALYSIS
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. This paper examines an intelligent railway vehicle system subjected to adjust and control a
complex mechatronical system that includes controlled wheelsets. The dynamic and tractive characteristics of
a railway vehicle are controlled based on noise spectrum analysis for the friction coefficient detection and
railway wheel squeal. In this paper, we propose a combined control system with two stages of control
strategies. The first control strategy is used for adhesion control and adjustment of railway vehicles based on
an observer, which allows the determination of the maximum tractive torque based on the optimal adhesion
force between the wheels of a railway vehicle and rails depending on weight load from a wheel to a rail,
friction conditions in the contact zone, a lateral displacement of wheel set and wheel sleep. The second control
strategy allows the adjustment of a wheel set’s position on the track to be executed by means of actions from
actuators to links of axle boxes depending on analysis of noise in the wheel-rail contact. The non-linear MBS
software package called Simpack was used for the simulation model of the proposed mechanical system. The
proposed control strategy was modeled in Matlab/Simulink. The Simpack model was linked with the control
unit in Matlab/Simulink by means of a SIMAT-interface. The system was investigated using co-simulation.
Key words: dynamics of rail vehicles, mechatronic systems, fuzzy logic controller, bogie, adhesion model,
actuator, stability control, guidance control, integrated control, rolling noise, microprocessor control system,
simulation, locomotive model
INTRODUCTION
The realization of maximum adhesion forces for a rail vehicle in straight and
curving parts of track is a very difficult process because it is connected with use of
tractive efforts and depends on the contact characteristics in the zone between the
wheels and rails.
Modern solutions in the field of the development of new control systems for
mechatronic systems of running gears allows the possibility to improve the interaction
between wheels and rails for different modes of the movement for rail vehicles. These
systems can be tentatively divided into the following groups:
• traction control systems
• suspension control systems
MODELLING OF A CONTROLLED TRACTIVE WHEELSET FOR A BOGIE
233
• brake control systems
• combined control systems.
At the present time, there has been special research attention on the problem of
reducing the wear of wheels and rails on the curving parts of a railway track. For this
research, it is necessary to determine the exact parameters of the contact between a
wheel and rail, and the displacement and position of a wheel set on straight and curving
parts.
Usually for decreasing wear and the improvement of adhesion realization in the
tractive mode, only two control systems are used from the above written classification.
One of these systems is the adhesion control system; the second one is the active
steering control system.
In our previous publications [Spiryagin M., Lee K.S., and Yoo, H.H., 2007,
Spiryagin M., Lee K.S., and Yoo H.H., 2008] we presented control systems that allowed
for the adjustment of traction efforts for different adhesion conditions. These systems
were developed based on a method of steepest descent and fuzzy logic [Pupkov K.A.,
Egupov N.D., 2004].
Active steering control system of a rail vehicle is described in . [Spiryagin M.,
Lee K.S., Yoo, H.H., Spiryagin V., and Vivdenko Y., 2007]. That system was proposed
for a two-axle bogie which uses constraints with radius links and one of the radius links
of axlebox also functions as an actuator.
The systems described above have one common feature – information about
contact characteristics for the system is obtained by means of noise analysis from the
wheel-rail contact.
However, the system that allows doing combined control of characteristics of a
wheelset’s movement, is one of the most interesting examples to improve vehicle
dynamics. This system [Perez J., Busturia J., Mei T.X., and Vinolas J., 2004] allows the
control of traction efforts as well as the active steering control by means for
mechatronic bogie vehicles with independently rotating wheels. From a practical point
of view, mechanical components of this kind of systems need further improvement. The
system has a good chance to find an application for new types of rail vehicles in the
future.
At the present time, the modernization of existing electromechanical designs of
running gears for rail vehicles is one of actual questions. In this article, we describe an
improved mechatronic system that includes two subsystems. One of these subsystems is
an adhesion control system (it is connected to the traction control). The second one is
the active steering control system. The proposed decision was estimated by means of
simulation. For the simulation, a complex model of a bogie of a rail vehicle, control
system for traction motors and actuators were developed.
OBJECT AND PROBLEMS
Model Of Rail Vehicle
The evaluation of traction and dynamic characteristics of a rail vehicle requires
an adequate representation of different modes of a vehicle’s work and an interaction
between running gear’s elements and track [Masliev V.G., 2002, Iwnicki S. , 2006,
234
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
Himmelstein, 2004]. The solution of this task is possible to reach if the friction process,
which present in the contact between wheel and rail, is described in the correct way.
The traction bogie of a rail vehicle DEL-02 manufactured by JSC “Holding
company “Luganskteplovoz”, was taken to conduct the simulation experiments. The
bogie is shown in fig. 1 and has a two-stage spring suspension. This bogie and nonmotor bogie of the same vehicle has unified parts such as the frame, brake, mountingreturning device. The traction bogie has two AC traction motors with supported-frame
suspension and two torque gears. The traction from the wheel to the pivot is transmitted
through the resilient axle box radius links, bogie frame and resilient traction rods.
We make an assumption that the bogie is equipped with wheels, which have a
profile as shown in fig. 2, and the wheels move on the track with a rail profile plotted in
fig. 3.
The value of the adhesion force is separately calculated for each wheel and
depends on a rail vehicle’s velocity, a slip velocity of contact bodies, wheel and rail
profiles, a weight load from a wheel to a rail, friction condition in the contact zone and a
position of a wheel relative to a rail.
Fig. 1. Side view of front traction bogie of the rail vehicle DEL-02
Fig. 2. Wear wheel profile, which is obtained by means of wear analysis
for locomotives’ wheels [Carev 1982]
MODELLING OF A CONTROLLED TRACTIVE WHEELSET FOR A BOGIE
235
Fig. 3. New rail profile
For the simulation of adhesion process in the contact zone, the adhesion model
[Spiryagin V., 2004, Spiryagin, M., Lee, K.S., Yoo, H.H., Kashura, O., and
Kostjukevich, O., 2007] was applied. The adhesion force can be defined as
r
r
S
Fa = N r / ( A1 / exp(ε ⋅ B ) + A2 ln(ε ⋅ B ) + A3 / (ε ⋅ B ) + A4 (ε ⋅ B ) + A5 ) T2T4T9 / T7T8 (1)
S
Here: N – weight load from a wheel to a rail;
A1, A2, A3, A4, A5 – coefficients of relation;
r
S - vector of wheel slip;
ε - relative slip, [%];
B=T1T3T5T6;
T1, T2 – coefficients, which depends on friction conditions in rail-wheel contact;
T3, T4 – weight load coefficients;
T5 – velocity coefficient dependent on the velocity V of the locomotive;
T6, T7 – coefficients, which are dependent on cross motion y of a wheel relative to the
rail;
T8 – coefficient of angle of attack of the wheel;
Т9 – coefficients, which depends on traction of braking mode of a rail vehicle’s
movement.
Coefficient Т9 should provide a safety in the braking mode. Furthermore, the
process, which has a place in a suspension and is called a suspension lock, has a big
influence on vehicle dynamics. In this case, the dynamics start worsening and, as a
result, the adhesion coefficient between the wheel and rail decreases. Based on this, the
coefficient Т9 can be equal to 1 in the traction mode and equal to 0.5 in the braking
mode.
236
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
The values of coefficients for equation (1) for the wheel and rail profiles, shown
in fig. 2 and fig. 3, are listed in Table 1. Furthermore, in this table, µ is the maximum
friction coefficient of concrete friction condition for two contact bodies.
In the next section, the possibility of obtaining information about friction contact
characteristics such as the maximum friction coefficient and the angle of attack by
means of noise analysis will be discussed.
Noise In Wheel-Rail Contact
A review of investigations on the possibility of detecting friction conditions in
the contact zone with the help of the method of using of noise analysis was published by
[Spiryagin M., Lee K.S., and Yoo H.H., 2008]. It allows making a preliminary
conclusion that the detection of the maximum adhesion coefficient is possible by means
of noise analysis.
Fig. 4. Results of noise analysis in the contact with the permanent slip
and the angle of attack ψ=0
The problem of the dependence of the angle of attack on noise characteristics has
been studied in works published by [Hsu, S.S., Huang, Z., Iwnicki, S., Thompson, D.J.,
Jones, C.J.C., Xie, G., and Allen, P. D., 2007, and Koch, M., Hentschel, F.,
Himmelstein, G., and Krouzilek, R., 2003]. The obtained results for the measurements,
MODELLING OF A CONTROLLED TRACTIVE WHEELSET FOR A BOGIE
237
made on special test rigs, show the possibility of getting information about the angle of
attack based on an analysis of the power spectral density and the sound pressure level.
Fig. 5 shows the investigation results obtained by [Hsu, S.S., Huang, Z., Iwnicki, S.,
Thompson, D.J., Jones, C.J.C., Xie, G., and Allen, P. D., 2007].
For the further confirmation of the proposed method, a series of experiments on a
specially developed test bench were made by [Spiryagin M.I., Spiryagin V.I., Klyuev
A.S., Klyuev S.A., Ulshin V.A., 2008, Spiryagin M., Lee K.S., Yoo H.H., Spiryagin V.,
and Vivdenko Y., 2008]. The obtained results show that the detection of the contact
characteristics only by noise sound pressure analysis is not possible. However, the study
on acoustical signal allows the possibility to get this information. The example of
analysis is shown in fig. 4. However, a more detailed investigation in this field is still
required.
Table 1. Coefficients for equation (1) for the definition of the value of adhesion force
in the wheel-rail contact
A1
A2
A3
A4
A5
T1
T2
T3
T4
1
-0.1419381
0.026201
4.3642
2.0729
0.026+2.38µ
µ/0.40907
0.00635+0.0000368N, N[kN]
0.9713+0.0003454N-0.0000005674N2, N[kN]
T5
(0.10108v-0.108)0,5, v[m/s]
T6
1.0002+0.1026y+0.002419y2-0.000728y3, y[m]
T7
T8
0.99976+0.0059684y-0.00006288y2+ +0.0000577856y3 , y[m]
1-0.0056|ψ|(0.1057+0.087y+0.01156y2), ψ [rad]
Based on these results, it is possible to make a conclusion that the use of noise
analysis to get the friction characteristics in the contact zone as well as the angle of
attack is a possible variant. However, it is necessary to remember that for each concrete
case of interaction between wheels and rails, the same noise can be identified only for
the same models of rail vehicles with specified design characteristics, such as wheel and
rail profiles, suspension systems and etc.
Proposed Control System
For our proposed system, we need to use the algorithms for control systems
described in works published by [Spiryagin M., Lee K.S., and Yoo H.H., 2008,
Spiryagin M., Lee K.S., Yoo, H.H., Spiryagin V., and Vivdenko Y., 2007]. In this
paper, we investigate combined work of control subsystems for the complex control of
238
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
wheelset’s dynamics. Fig. 6 shows the proposed microprocessor systems for one
wheelset.
For the correct work of adhesion control subsystem, it is necessary to make a
comparison of optimal and estimated adhesion forces.
Fig. 5. Dependence between sound pressure level of the dominant frequency and yaw angle
for rail-wheel contact [Hsu, S.S., Huang, Z., Iwnicki, S., Thompson, D.J., Jones, C.J.C., Xie, G.,
and Allen, P. D., 2007]
Optimal adhesion force can be computed according to Equation (1). In this case,
the slip value should approximately be equal to 3 percents because this slip provides a
stable work in the wheel-rail contact [Engel B., Beck H.-P., Alders J., 1998].
The detection of the adhesion coefficient, which is also used in Eq. (1), is
possible by means of noise spectrum analysis in the wheel-rail contact and using GPRS
and GPS technologies. A GPS satellite system is used for obtaining the position of a
railway vehicle at a specific moment of time. After receiving the current position on the
curve, the track characteristics for the current position can be obtained by means of the
GPRS from the station computer. The obtained noises are processed by a special
algorithm to obtain the noise characteristics for certain frequency bands. By looking up
a special database data, received from experimental and theoretical research, the
dependence of the adhesion coefficient on noise and track characteristics, vehicle
velocity, relative slip, the lateral displacement and the angle of attack can be obtained.
MODELLING OF A CONTROLLED TRACTIVE WHEELSET FOR A BOGIE
239
Fig. 6. Microprocessor control system
The estimated adhesion force can be defined based on Laplace transformation
and adapt primary order low-pass filter by the following equation
Fest =
Twheels J 1
1
− 2
(1 −
) ⋅V ( s)
r
r τ0
τ 0s +1
(2)
Here: Twheels is the tractive torque applied to a wheelset, r is a radius of wheel, J is an
inertia of wheelset, τ0 is a time constant of the observer, and V is the locomotive
velocity.
Based on a comparison of the obtained results of the values of the optimal and
estimated adhesion forces, the adjustment of the required torque of the AC traction
motor for a wheelset is provided by means of a controller, which has been developed
with the use of fuzzy logic. More detailed information on this controller used for our
proposed system can be found in [Spiryagin M., Lee K.S., Yoo, H.H., Spiryagin V., and
Vivdenko Y., 2007].
For the second subsystem for active steering of the wheelset, it is necessary to
change one of radius links of axlebox by a link-actuator in the mechanical system. This
decision does not require any change in the bogie’s design. The algorithm is based on a
comparison of values for optimal and estimated steering angles (the steering angle is a
yaw angle of wheelset relative to a bogie’s frame).
The optimal angle can be obtained with the following equation:
240
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
γ opt = arcsin ( b / 2 R )
(3)
Here: b is the distance between the leading ant trailing axles of bogie, R is the track
curvature, which can be defined by means of using GPS/GPRS technologies.
The estimated steering angle γ est can be defined as
γ est = ψ − ( y1 − y2 ) / b + i * ⋅(b / 2 R)
(4)
Where: ψ is the angle of attack (this angle can be obtained from noise analysis as
described in Sec. 3), y1 and y2 are the lateral displacements of wheelsets; i* = 2i – 3 (for
the leading wheelset i=1 and for the trailing one i=2).
The controller for the active steering control system, based on the simple
proportional control law, is described by [Spiryagin M., Lee K.S., Yoo, H.H., Spiryagin
V., and Vivdenko Y., 2007].
Design And Simulation Model
The evolution of the proposed system was performed by means of a simulation
on a traction bogie of a railway vehicle DEL-02. The weight of a half carbody was
connected unmoveable as weight forces to the supports. For the development of the
simulation model, the non-linear MBS software package called Simpack was used. The
proposed control strategy was modelled in Matlab/Simulink. The Simpack model of the
bogie was linked with the control unit in Matlab/Simulink by means of the SIMATinterface. Based on the software packages described above the system was investigated
by using co-simulation.
Fig. 7 presents the dependence between the maximum adhesion coefficient and
the distance along the track. This allows the simulation of different adhesion conditions
between wheels and rails.
Fig. 7. Dependence of the maximum adhesion coefficient on distance along
the track inputted in Simpack
MODELLING OF A CONTROLLED TRACTIVE WHEELSET FOR A BOGIE
241
The estimated rail curvature is plotted on fig. 8. For this simulation, the curvature
radius was obtained from the following equation [Koch, M., Hentschel, F.,
Himmelstein, G., and Krouzilek, R., 2003]
1/ R = Ω /V
(5)
fig. 9 shows the calculated results as a function of the time. The obtained results
confirm the satisfactory work of the proposed system.
Fig. 8. Estimated rail curvature
CONCLUSIONS
This paper presents the design of a mechatronic wheelset for a bogie of a railway
vehicle. Co-work of the adhesion control system and the active steering control system
were used to improve vehicle dynamics in curved parts of track. The work of the
proposed control subsystems is based on noise analysis.
The system performance was checked with co-simulation in Simpack and
Matlab/Simulink software. As a result, we achieved a satisfactory control system.
In conclusion, for the correct work of the system in real conditions more detailed
theoretical and experimental investigation needs to be performed on the dependence of
the adhesion coefficient and the angle of attack from noise in rail-wheel contact for
different working and friction conditions.
242
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
Fig. 9. The results obtained for a railway vehicle under different adhesion conditions
from Simpack and MATLAB/Simulink co-simulation
MODELLING OF A CONTROLLED TRACTIVE WHEELSET FOR A BOGIE
243
ACKNOWLEDGMENT
The authors wish to acknowledge our debt to all people who have contributed
their guidance and expertise in preparing this paper. The support of colleagues and
supervisors from East Ukrainian National University named after Volodymyr Dal is
also gratefully appreciated.
REFERENCES
1. Spiryagin M., Lee K.S., and Yoo, H.H., 2007.: Study on using noise for adhesion control
system of railway vehicle, Proceedings of the Fourteenth International Congress on Sound
and Vibration (ICSV14), Cairns, Australia.
2. Spiryagin M., Lee K.S., and Yoo H.H., 2008.: Control system for maximum use of adhesive
forces of a railway vehicle in a tractive mode, Mechanical Systems and Signal Processing,
Vol. 22, No.3, pp. 709-720.
3. Spiryagin M., Lee K.S., Yoo, H.H., Spiryagin V., and Vivdenko Y., 2007.: Active steering
control system of a rail vehicle based on the analysis of the sound radiation, Noise-Con 2007,
Reno, Nevada, USA.
4. Perez J., Busturia J., Mei T.X., and Vinolas J., 2004.: Combined active steering and traction
for mechatronic bogie vehicles with independently rotating wheels, Annual Reviews in
Control, Vol. 28, No.2, pp. 207-217.
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railway track, Ph.D. thesis, East Ukrainian National University named after Volodymyr Dal,
Lugansk, Ukraine, (in Russian).
6. Masliev V.G., 2002.: Scientific fundamentals of a choice of design-engineering parameters of
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7. Pearson J.T., Goodall R.M., Mei T.X. , Shuiwen S., Kossmann C., O. Polach G. and
Himmelstein, 2004.: Design and experimental implementation of an active stability system
for a high speed bogie," Vehicle System Dynamics Supplement, vol. 41, pp. 43-52.
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Adhesion for Railway Vehicles, Journal of the Adhesion Science and Technology, accepted
for publication in September.
9. Carev, I.V., 1982.: Research influence geometries flange profiles and characteristics of
stiffens-dissipation ties on horizontal dynamics, Ph.D. thesis, Bryansk Machine-Building
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11. Spiryagin M.I., Spiryagin V.I., Klyuev A.S., Klyuev S.A., Ulshin V.A., 2008.: Experimental
research on noise signal emitted from wheel-rail contact under different conditions of their
mutual installation // TEKA Kom. Mot. Energ. Roln. – OL PAN, Poland,– Vol. 8a. – pp. 142–
148.
12. Spiryagin M., Lee K.S., Yoo H.H., Spiryagin V., and Vivdenko Y., 2008.: Experimental and
theoretical investigation of adhesion based on analysis of wheel-rail noise, Proceedings of the
15th International Congress on Sound and Vibration (ICSV15), Daejon, Korea.
13. R. Stefanelli, J. Dual and E. Cataldi-Spinola, 2006.:Acoustic modelling of railway wheels and
acoustic measurements to determine involved eigenmodes in the curve squealing
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Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
14. Hsu, S.S., Huang, Z., Iwnicki, S., Thompson, D.J., Jones, C.J.C., Xie, G., and Allen, P. D.,
2007.: Experimental and theoretical investigation of railway wheel squeal, Proc. IMechE Part
F: J. Rail and Rapid Transit, Vol. 221, pp. 59-73.
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stock—Part 2: Parametric study on a 1/4 scale test rig, Journal of Sound and Vibration, Vol.
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17. Engel B., Beck H.-P., Alders J., 1998.: Verschleißreduzierende Radschlupfregelung mit hoher
Kraftschlußausnutzung, Elektrische Bahnen, Vol. 96, pp. 201-209, (in German).
18. Koch, M., Hentschel, F., Himmelstein, G., and Krouzilek, R., 2003.:Method for curve
recognition and axle alignment in rail vehicles, Patent US6571178 B61F 5/00, May 23.
19. Pupkov K.A., Egupov N.D., 2004.: Methods of the classical and modern theory of automation
control. Moscow, Edition of MSTU named after Bauman.
МОДЕЛИРОВАНИЕ УПРАВЛЯЕМОГО КОЛЕСНО-МОТОРНОГО БЛОКА ДЛЯ
ТЕЛЕЖКИ РЕЛЬСОВОГО ТРАНСПОРТНОГО СРЕДСТВА, ОСНОВАННОГО НА
СПЕКТРАЛЬНОМ АНАЛИЗЕ ШУМА
Максим Спирягин, Валентин Спирягин, Ирина Костенко
Аннотация. В этой работе исследуется система управления железнодорожного транспортного
средства объектом регулирования и управления являестя комплекс мехатронных систем управляющих
колесномоторным
блоком.Управление
динамическими
и
тяговыми
характеристики
железнодорожного транспортного средства основываются на анализе спектра шумовом контакта
колеса и рельса для содействующего фрикционнгого состояния. В статье, мы предлагаем
комбинируемую управляющую систему с двумя стратегиями управления. Первая стратегия
управления использует контроль и управление сцеплением колеса и рельса, позволяет определить
максимальный тяговый вращающющий момент, основанная на оптимальной силе сцепления между
колесами железнодорожного транспортного средства и рельсами в зависимости от вертикальной
нагрузки передаваемой от колеса к рельсу,фрикционных условий в контактной зоне, боковое
смещения колеса относительно рельса и скорости скольжения. Вторая стратегия управления позволяет
регулировать положение колесной пары относительно пути, посредством действий актуаторов
установленных в буксовой ступени подвешивания в зависимости от анализа шума в контакте колеса и
рельса. Для имитационной модели предложенной механической системы был использован пакет
программ нелинейного моделирования Simpack . Предложенная стратегия управления моделировалась
в Matlab/Simulink. Модель Simpack связывлась с устройством управления в Matlab/Simulink
посредством SIMAT-interface. В резултате чего иследовалась совмесная работа двух стратегий
управления транспорнтным средством.
Ключевые слова: Динамика рельсового транспортного средства, мехатронная система, конроллер
нечеткой логики, тележка, модель силы сцепления, актуатор, устойчивость, система упраления
направлением движения, интегральный контроллер, шум качения, микропроцессорная управляющая
система, моделирование, модель локомотива
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 245-250
DYNAMIC NON – AXIS – SYMMETRICAL
SUM ABOUT THE TORSION OF THE ELASTIC
HALF-SPACE WITH THE PUNCH
Valery Starchenko, Vyachеslav Buryak
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. In the work the sum about the joint oscillation of the elastic isotropic half-space and rigid while
stretching (compression) of the punch of an arbitrary shape in the plan to which the rotational moment
changing according to the harmonic law in time is applied. The asymptotic formulas for defining contact
shearing stresses under the punch, the angle of lagging and module of complex amplitude of the punch
oscillation.
Keywords: elastic half-space, integral transformations, frequency of oscillations, contact shearing stresses,
complex amplitude of oscillations.
INTRODUCTION
Nowadays the mechanics of contact interactions of solid deformable bodies
represents a big and actively developing branch of mechanics of continuums. Static
contact sums are quite well researched. A big problem is created by the solutions of
dynamic contact sums which have a scientific and practical value.
The main publications on the given problem are given in the works [Galin 1980,
Vorovich, Alexandrov, Babeshko 1974, Vorovich, Babeshko 1979, Seymov 1976,
Novatskiy 1970, 1975, Kilchevskiy 1976, Cherepanov 1974, Alexandrov, Kovalenko
1986, Goryacheva, Dobychin 1988, Alexandrov, Pozharskiy 1998, Alexandrov,
Chebakov 2005, Grinchenko, Meleshko 1981] which contain the review of main
scientific results dedicated to the solution of contact static dynamic and thermoelastic
sums for elastic and viscoelastic bodies. Mathematical methods of solution flat and
spatial sums while different boundary conditions on the contact squares are set out. The
main correlations of mechanics of continuums and theory of elasticity are given.
OBJECT AND PROBLEMS
The aim of the given work is the research of dynamic non-axis-symmetrical sum
about the torsion of the elastic half-space (fig. 1) with the punch and determination of
246
Valery Starchenko, Vyachеslav Buryak
contact shearing stresses under the punch the angle of lagging and module of complex
amplitude of the oscillation punch. Henceforth for shortness speaking about stresses
transferences lagging their amplitude values are meant. True values are received with
the multiplication by the multiplier eiwt . As far as it is known to the authors the similar
sum wasn’t earlier considered.
1. Постановка задачи. Putting the sum.
From a mathematical point of view the sum
comes to the solution of Lame’s [Mushelishvili
1966] equation while the absence of body forces
with the boundary conditions
u = f 1 ( x, y , o )
ν = f 2 (x, y , o )
( x, y ) ∈ Ω ,
(1)
σ z (x, y, o ) = 0, τ xz (x, y , o ) = τ yz (x, y, o ) = 0,
(x , y ) ∉ Ω .
Here u and ν are elastic transferences on
the axes x and y, and σ z ,τ xz ,τ yz tension on the
square with the normal z.
Fig. 1. The loading diagram
The use of the principle of saturable absorption [Vorovich, Babeshko 1979,
Tihonov, Samarskiy 1972, Starchenko 2005, Starchenko, Buryak 2005] and twofold
Fourier transform [Uflyand 1968], the given mixed sum will be led to the system of two
twofold integral equations of the first type
∫∫ τ 1 (ξ ,η )K11 (x − ξ , y − η ) dξdη + ∫∫ τ 2 (ξ ,η )K12 (x − ξ , y − η ) dξdη =
Ω
Ω
(2)
2
= 4π µ f 1 (x, y ), (x, y ) ∈ Ω ,
∫∫ τ 1 (ξ ,η )K12 (x − ξ , y − η ) dξdη + ∫∫ τ 2 (ξ ,η )K 22 (x − ξ , y − η ) dξdη =
Ω
Ω
= 4π µ f 2 (x, y ), (x, y ) ∈ Ω ,
Here: τ 1 (x, y ) = τ xz (x, y ) = τ 11 (x, y ) + iτ 12 (x, y ), τ 2 (x, y ) = τ yz (x, y ) =
2
= τ 21 (x, y ) + iτ 22 (x, y ) – is shearing stresses in the area of the contact,
∞
K11 ( p, s ) = ∫ ∫ F1 (β , γ , k )[F (γ , k )]−1 e i (αp + βs )dαdβ ,
−∞
∞
K12 ( p, s ) = ∫ ∫ F2 (α , β , γ , k )[F (γ , k )]−1 e i (αp + βs )dαdβ ,
−∞
∞
K 22 ( p, s ) = ∫ ∫ F1 (α , γ , k )[F (γ , k )]−1 e i (αp + βs )dαdβ ,
−∞
DYNAMIC NON – AXIS – SYMMETRICAL SUM ABOUT THE TORSION OF
(
247
)
F1 (β , γ , k ) = −4 β 2γ 2 + 3β 2 + γ 2 − k 2 k 2 + 4 β 2 γ 2 − k 2 γ 2 − b02 k 2 ,
F2 (α , β , γ , k ) = αβ 4γ 2 − 3k 2 − 4 γ 2 − k 2 γ 2 − b02 k 2 ,
(
)
2
F (γ , k ) = γ 2 − k 2 4γ 2 γ 2 − k 2 γ 2 − b02 k 2 − 2γ 2 − k 2 ,
F1 (α , γ , k ) = F1 (β , γ , k ) β =α , γ 2 = α 2 + β 2 ,
k 2 = pω 2 µ −1 (1 − iε ), b02 = (1 − 2v 2(1 − v )).
ρ , µ – is the density and module of lagging of elastic half-space;
ε – is the coefficient of proportionality which characterizes the internal friction;
v – is Puassona coefficient.
For big values of the parameter k and bandpass area of the contact the system
of equations (2) to the members of the order of values
1
k
2
is disintegrated into two
independent equations:
a
∞
∞
∫ dξ ∫ τ j (ξ ,η )dη ∫ ∫
−a
−∞
−∞
1
τ −k
2
2
e i [α ( x −ξ )+ β ( y −η )]dαdβ =4π 2 µf j (x, y ),
(3)
( j = 1, 2).
f 1 (x, y ) = −θy,
Taking into consideration that
f 1 (x, y ) = θx and searching for
the solution of the equations (3) accordingly in the form of
τ 1 (x, y ) = − yτ 1* (x ), τ 2 (x, y ) = τ 2* (x ),
(4)
with the regard of the equalities
1 ∞ iβ ( y −η )
1 ∞ iβ ( y −η )
,
η
e
d
η
d
β
=
y
dηdβ = 1.
∫∫
∫ ∫e
2π − ∞
2π − ∞
understood in the sense of the theory of general functions [Vladimirov 1976] we will
persuade that τ 1* (x ) and τ 2* (x ) must be found from one-dimensional integral equations
of the first type which in dimensionless variables will have the look.
1
*
∫ τ j (ξ )kε [χ (x − ξ )]dξ = π∆f j (x ),
−1
( x ≤ 1,
j = 1, 2 ).
[χ (x − ξ )]m dm
.
m 2 − (1 − iε )2
∞ cos
k ε [χ (x − ξ )] = ∫
0
Here: ∆ = µa −1 , 2a – is the width of the plus punch,
f 1* (x ) = 0, f 2* (x ) = θx, θ = θ i + iθ 2 – is the amplitude of the angle of the turn of the
punch, χ = ωa (ρ µ )1 2 – is the relative frequency of the oscillations.
(5)
(6)
248
Valery Starchenko, Vyachеslav Buryak
Using the method of work [Nobl 1962], we’ll get the main member of
asymptotics of solution of equations (5) for big χ . With the regard to indications (4)
while ε → 0 we’ll have
[
τ 1 (x, y ) = − ∆θχi e − iχ (1+ x )
+ e −iχ (1− x )
iπχ (1 + x ) + erf iχ (1 + x ) +
τ 2 (x, y ) = ∆θχi x − iχ e −1χ (1+ x )
1
2
iπχ (1 + x ) +
1
iχ (1 + x ) + 1 + iχ e −iχ (1− x )
2
+ x erf
(7)
iπχ (1 − x ) + erf iχ (1 − x ) − 1]y ,
iπχ (1 − x ) +
2 x −s2
erf x =
iχ (1 − x ) − x ,
∫ e ds .
π 0
Further we’ll define the reactive moment which acts on the punch from the side
of the half-space referred to the unit of length
1 1 b
`
`
M z/ =
(8)
∫ dx ∫ [xτ 2 (x, y ) − yτ 1 (x, y )]dy = M 1 + iM 2 .
2b −1 −b
Substituting (7) and (8) we’ll get
+ x erf
[
M z/ = ∆θ (1 + 4 xi )erf 2 xi + 2 xi e −2 xi
(
]
π − 2 xi 3 ,
)
(9)
Mz =
b , M z = M 1 + iM 2 .
In the formulas (8) and (9) it’s known that the punch isn’t endlessly long but has
the final but quite big length.
2. We’ll get the formulas for counting the angle of lagging ϕ and module of
M z`
2
complex amplitude of the oscillation of the punch θ 0 . We’ll write down the equation of
the rotating movement of the punch relative to the ax z .
Jz ⋅
d2
dt 2
(θe ω ) = M
i t
0e
iωt
− M z e iωt ,
(10)
where:
JmM 0 = 0, J z = J z/` b 2 , M 0 = M 0` b 2 ,
J z` – is the moment of the inertia of the punch relative to the ax z .
Having done the differentiation in (10) and the division of real and imaginary
parts we’ll get taking into consideration (9)
M 0 = θ1 A11 − J z ω 2 + A12θ 2 , 0 = θ1 A21 + θ 2 A22 − J z ω 2 .
(11)
Solving the system (11) relative to θ1 and θ 2 , we’ll find
(
)
(
(
) ,
) + (A )2 .
*
*
tg (− ϕ ) = θ 2 θ1 = A21
χ 2 J z* − A22
(
*
θ 0* = χ 2 J z* − A11
Here:
2
*
12
)
−1
−1 2
(12)
DYNAMIC NON – AXIS – SYMMETRICAL SUM ABOUT THE TORSION OF
249
*
J z* = J z (aρ )−1 , Anj
= Anj ∆, (n, j = 1,2 ),
M 1 = ( A11θ1 + A12θ 2 )∆, M 2 = ( A21θ + A22θ 2 )∆ ,
(
(13)
)
12
θ12 + θ 22 .
A22 = A11 , A21 = − A12 , θ 0* = θ 0 ∆ M 0 , θ 0 =
The results of the calculation of values done according to the formulas (12), (13)
are given in table 1.
Table1. «The results of the calculation of the module of complex amplitude
of the oscillation of the punch and the angle of lagging»
χ \ J z*
0,125
0,250
0,375
0,500
0,625
0,750
1,000
1,250
1,500
2,000
ϕ ( рад )
θ 0*
5
3,785
3,635
2,074
1,043
0,612
0,403
0,214
0,133
0,091
0,051
10
4,476
2,421
0,907
0,463
0,282
0,190
0,104
0,065
0,045
0,025
20
4,623
1,028
0,403
0,215
0,134
0,092
0,051
0,032
0,022
0,012
5
0,890
1,555
2,378
2,722
2,862
2,933
3,002
3,034
3,053
3,075
10
1,165
2,413
2,835
2,960
3,014
3,044
3,074
3,089
3,098
3,109
20
1,891
2,855
3,007
3,058
3,081
0,094
3,109
3,116
3,120
3,125
From table 1 the dependences of values ϕ and θ 0* on the non-dimensional
frequency χ while different values of the non-dimensional moment of the inertia J z* .
can be seen.
It’s seen that for values χ ≥ 0,25 the module of complex amplitude decreases
with the increase χ and J z* but the angle of lagging ϕ increases with the increase χ
and J z* that quiet corresponds to the physical meaning of the sum.
CONCLUSIONS
The strict conclusion of integral equations with taking the principle of the limited
absorption into consideration is received. The asymptotic formulas for defining contact
shearing stresses in dependence on the amplitude of the angle of the turn of the punch
which can be used for specified calculations on the durability and rigidity in transport
and general machine-building are given.
250
Valery Starchenko, Vyachеslav Buryak
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
Alexandrov V., Chebakov M, 2005.: The introduction into the mechanics of contact
interactions. Rostov-on-Don: Publishing house OOO “TsVVR”, 108 pages.
Alexandrov V., Kovalenko Ye., 1986.: Sums of mechanics of continuums with mixed
boundary conditions. M.: Nauka, 335 pages.
Alexandrov V., Pozharskiy D., 1998.: Non-classical spatial sums of mechanics of contact
interactions of elastic bodies. M.: Faktorial, 288 pages.
Cherepanov G., 1974.: The mechanics of fragile destruction. M.: Nauka, 640 pages.
Galin L., 1980.: Contact sums of the theory of elasticity and viscoelasticity. M.: Nauka,
304 pages.
Goryacheva I., Dobychin M, 1988.: Contact sums in tribology. M.: Mashinostroyeniye,
254 pages.
Grinchenko V., Meleshko V., 1981.: Harmonic oscillations and waves in elastic bodies.
Kiev: Naukova dumka, 284 pages.
Kilchevskiy N., 1976.: Dynamic contact compression of solid bodies. Hit. Kiev: Naukova
dumka, 319 pages.
Mushelishvili N., 1966.: Some main sums of the mathematical theory of the elasticity. M.:
Nauka, 708pages.
Nobl B., 1962.: Winer-Hopf’s method. M.: IL, 280 pages.
Novatskiy V.,1970.: Dynamic sums of the thermoelasticity. M.: Mir, 256 pages.
Novatskiy V., 1975.: The theory of elasticity. M.: Mir, 872 pages.
Seymov V., 1976.: Dynamic contact sums. Kiev: Naukova dumka, 284 pages.
Starchenko V., 2005.: Spatial dynamic contact sum for the elastic half-space.
Dniprppetrovsk: National Miner’s University, p. 21-28.
Starchenko V., Buryak V., 2005.: Spatial dynamic mixed sum about the shear of elastic halfspace. The bulletin of Eastern-Ukrainian National University named after V.Dal. № 6(88),
p. 51-56.
Tihonov A., Samarskiy A., 1972.: The equations of mathematical physics. M.: Nauka,
567 pages.
Uflyand Ya., 1968.: Integral transformations in the sums of the theory of the elasticity. L.:
Nauka, 403pages.
Vladimirov V., 1976.: Generalized functions in mathematical physics. M.: Nauka,
280 pages.
Vorovich I., Alexandrov A., Babeshko V., 1974.: Non-classical mixed sums of the theory of
the elasticity. M.: Nauka, 456 pages.
Vorovich I., Babeshko V., 1979.: Dynamic mixed sums of the theory of elasticity for nonclassical areas. M.: Nauka, 320 pages.
ДИНАМИЧЕСКАЯ НЕОСЕСИМЕТРИЧНАЯ ЗАДАЧА О КРУЧЕНИИ ШТАМПОМ
УПРУГОГО ПОЛУПРОСТРАНСТВА
Валерий Старченко, Вячеслав Буряк
Аннотация. В работе рассматривается задача о совместном колебании упругого изотропного
полупространства и жесткой на растяжение (сжатие) пластинки (штампа) произвольной формы в
плане, к которой приложен крутящий момент, изменяющийся по гармоническому закону во времени.
Получены асимптотические формулы для определения контактных касательных напряжений под
штампом, угла сдвига фаз и модуля комплексной амплитуды колебания штампа.
Ключевые слова: упругое полупространство, интегральные преобразования, частота колебаний,
контактные касательные напряжения, комплексная амплитуда колебаний..
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 251-257
THE RESEARCH OF FRICTIONAL CHARACTERISTICS
OF MODIFIED CARBON – CARBON COMPOSITES
Valery Starchenko, Maria Pavlenko,
Vyachеslav Ovcharenko, Andrey Manko
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The results of experimental researches of the modified frictional C-C composites of a new
generation.
Keywords: a frictional material, a disk brake, friction coefficient, C-C composites.
INTRODUCTION
Providing with the unconditional safety under the conditions of continuous
growth of the traffic speed of vehicles is considerably defined by the effectiveness of
the action of brakes. One of the main problems of brake mechanisms is the essential
dependence of physical and mechanical and tribological characteristics of frictional
materials of brakes on the multitude of accidental factors especially including the
influence of the temperature factor is singled out as in the braking process the work of
frictional forces is transformed into the heat energy. The temperature of the surface of
frictional interaction of the tribological situation in the brakes can reach 400, 600 and
even 1000оC.
Thereupon some actual researches are the all-round researches of frictional
materials of a new generation which differ from serial materials with more stable wideranging characteristics of the change of working temperatures in the braking process.
OBJECT AND PROBLEMS
For the last decades the science of our country, engaged with the research of
frictional materials and the increase of vehicles operation safety, has received a
significant development in the works of Chichinadze A., Alexandrov M., Kragelskiy I.,
Volchenko A., Gurin V., Hebda M., Gudz G.
252
Valery Starchenko, Maria Pavlenko, Vyachеslav Ovcharenko, Andrey Manko
One of the directions of braking efficiency increase is the application of the
modified frictional C-C composites of a new generation, allowing to stabilize the
friction coefficient [Bruneton 1997, Starchenko 2005, 2006, 2010, Fitzer 1987].
The experimental researches of the tribological characteristics of different
frictional materials such as carbon-carbon composite materials (C-CCM) with the
fabric-lined breaching structure of the reinforcement modified C-C composites and
hybrid C-C composites were conducted on the serial friction machine (SFM-2) in the
brake laboratory in Volodymyr Dal East-Ukrainian national university [Starchenko
2010]. All the trials are performed under the conditions of dry friction (Coulomb
friction) and “wet” friction under the equal conditions of weighting (as a rider the brake
discs made of hardened steel and C-C composites are used.
For the trial of carbonic materials with the fabric-lined breaching structure of the
reinforcement the first examples of shoes were made of fine-grained industrial graphite
(FIG-7). According to the results of conducted tests the apparent density of examples
made of graphite (FIG-7) made up 1,77g/cm3, open porosity-17,2% and densimetric
density-1,7g/cm3. The trials were conducted together with the rider made of steel 45
(HB=580…620) while having the equal speed of the rotation of the disc 1000 turns/per
minute (2,62m/c) and different specific pressure - 2,0 and 3,35 MPa (fig.1).The results
showed that while increasing the specific pressure from 2 up to 3,35 MPa the value of
the friction coefficient of the graphite along the steel is decreased approximately in 2-3
times that is in accordance with the classical theory of tribology and the results of
earlier conducted works with the graphites of different types.
Fig. 1. The dependence of the constant of friction
of graphite (FIG-7) on the temperature
For the further trials with the help of the fabric-lined method some development
types were produced-shoes with the reinforcing framework on the basis of carbonic
fabric URAL-TM4 with the pyrocarbonic matrix the billets were also sewn with the
carbonic thread URAL NSH in two combinations with the pitch-15mm (fig. 2). Testing
development types showed that apparent density of the material makes up 1,37g/cm3,
open porosity-14,92% and densimetric density-1,61g/cm3. The trials showed that while
the friction of the shoe made of C-CCM along the hardened steel the friction coefficient
THE RESEARCH OF FRICTIONAL CHARACTERISTICS
253
practically linearly is increased up to the temperature of 300oC and then becomes
stabilized according to the value on the level-0,9 that might be conditioned by the
change of the character of the friction process from the elastic one up to the viscoelastic
one.
Fig. 2. The dependence of the constant of friction
on the temperature; C-CCM, pressure-1,34 MPa
The confirmation of that is the evident decrease of the solidity of the steel disc
while measuring after the trials with the temperature of the surface of more than 300C.
So if the initial steel solidity made up HB=580…20, then after the trials while the
the temperature of more than 300oC the solidity decreases up to the values HB=160…200. While using the disc and shoe from the same material - C-CCM under
absolutely identical conditions the temperature of the surface didn’t exceed 280oC that
is evidently connected with a higher heat conductivity of carbonic composites in
comparison with steel (in 20….40%) and lesser values of the value of the friction
coefficient. For researching peculiarities of ”wet” friction of the pair C-CCM - steel
onto the surface of the friction some water was supplied with the continuous flow. The
results of the trials are given in table 1.
It was established that while having equal conditions the constant of “wet”
friction is less than while dry friction approximately in 2 times, while having the equal
pressure - 1,34 MPa the friction constant accordingly makes up 0,15 and 0,34. While
“wet” friction the same tendency of decreasing the friction constant with the growth of
the pressure is observed.
Table 1. The dependence of the constant of “wet” friction of carboncarbonic composite material along the steel on the pressure
Pressure, MPa
The maximum
temperature,оС
The friction coefficient
0,67
1,34
2,68
4,02
5,36
6,7
10,1
13,4
16,7
17
17
19
20
23
25
26
30
32
0,20
0,15
0,11
0,11
0,10
0,10
0,09
0,09
0,08
254
Valery Starchenko, Maria Pavlenko, Vyachеslav Ovcharenko, Andrey Manko
The conclusion must be made that while dry friction of shoes made of “pure” CC composites along the steel or along the disc made of the same material (a composite
along a composite) under the conditions of small temperatures of the friction surface the
value of the constant of friction isn’t high but with the growth of the temperature of the
contact surface it has a steady tendency for the considerable increase.
The trials of modified C-C composites. For the increase of the friction coefficient
at a small temperature of the friction surface and its stabilization of its wide-ranging
change the technological scheme of production of new modified frictional C-C
composites on the basis of pyrocarbonic matrix is offered. The distinctive peculiarity of
which is the introduction of the friction modifiers into the structure: abrasive finedyspersated particles of alumina boron carbide and amorphous boron.
The development types are produced on the basis of the pyrocarbonic matrix
[Gurin 2001, Starchenko 2008, 2004] with the reinforcing framework and carbonic
tissue URAL-T22 and addition of amorphous boron or boron carbide. As a rider a
rotating disc made of hardened steel was used. The trials were conducted under the
conditions of dry and “wet” friction while the speed of the disc rotation 1000 turns, per
minute and the pressure in the range 6,7…20.1 MPa (fig. 3). As it is evident from the
received results the use of modified composites allows to solve the problem put by: to
increase the constant of the friction at small temperatures( up to 200oC) and increase
its stability at high temperatures of the working range it being known that the
stabilization is shifted into the sides of lower temperatures. The trials while “wet”
friction showed that the value of the constant of friction is decreased and lies within
the limits 0.24…0.27 at pressure 0,67 MPa and 0.12 ..0.20 at pressure 1,67 MPa in the
temperature range up to 50o C. In modified C-C composites the value of the friction
coefficient is higher that is conditioned by the interaction of the abrasive particles of
modifiers with the metallic disc surface even while continuous water supply.
Fig. 3. The dependence of the friction coefficient
on the temperature of the friction surface
While the trials of hybrid C-C composites for the increase of their thermalphysic
properties the method of using of different according to the structure fibres
(hybridization) in the reinforcing framework and providing their spatial location in the
THE RESEARCH OF FRICTIONAL CHARACTERISTICS
255
stuff was chosen. Thereupon for the decrease of the temperature tensity of the contact
friction surface tension the shoe material is needed which would possess high thermal
capacity and heat conductivity that would contribute to the heat abstraction which is
formed as a result of the work of frictional forces on the contact friction surface. The
development types are produced on the basis of the reinforcing framework which is
made of carbonic fibres in the form of a carbonic tissue URAL-T22 and copper wire
(d=0.15mm) moreover the layers of the carbonic tissue were alternated with the layers
of the net from copper wire. The compression of the matrix with the pyrocarbon was
conducted with the thermogradient gas-core method with the use of radially moving
zone of the pyrolysis. While dry friction of the shoe from the hybrid composite along
the hardened steel the constant of friction practically doesn’t depend on the value of the
pressure on the surface of the friction.
The temperature on the contact didn’t exceed 109oC and the temperature of the
disc made up 150…200oC that testifies to quite high thermophysical characteristics of a
new hybrid composite and must be referred to the positive properties of the
reinforcement at the expense of the use of the copper wire.
Table 2. The dependence of the constant of “dry” friction on the pressure
Pressure, MPa
The friction coefficient
Temperature, оС
0,48
0,42
47
0,71
0,40
68
0,98
0,46
97
1,19
0,46
109
As it had to be expected the constant of “wet” friction is less than while dry
friction and is smoothly decreased as the pressure increases (table 3).
Table 3. The dependence of the constant of “wet” friction on the pressure
Pressure, MPa
The friction coefficient
Temperature, оС
0,48
0,24
27
0,98
0,18
22
1,43
0,16
24
1,91
0,14
40
2,39
0,14
40
4,79
0,12
40
7,18
0,12
45
The important fact is the fact that the use of the net made of copper wire in the
structure of the reinforcing framework of hybrid C-C composites considerably allows to
decrease the thermal tension of the contact surface of the friction and increase the
stability of the constant of the friction in the wide temperature range (table 2). Received
results allow to prognose that brake shoes from hybrid composites with the copper wire
will work effectively and safely and even under the conditions of the increased
humidity.
CONCLUSIONS
As a result of some experimental researches it is defined that the frictional
materials for the brakes of vehicles in the form of modified C-C composites have better
tribological indices and substantially increase the effectiveness of the brake process
256
Valery Starchenko, Maria Pavlenko, Vyachеslav Ovcharenko, Andrey Manko
that provides the minimization of the brake way and the time of braking thereby
contributing to the increase of the traffic safety of vehicles.
REFERENCES
1. Alexandrov M., 1976.: The brakes of lifting-and-shifting machines. The 3rd edition, added
and reworked. M.: Mashinostroyeniye, 383 pages.
2. 2. Chichinadze A., 1989.: Polymers in the knots pof friction of cars and devices. Reference
book. The 2nd edition, reworked and added. M.: Mashinostroyeniye,
388 pages.
3. Hebda M., Chichinadze A., 1989.: Reference book in tribotechnics. Under the general
direction In 3 volumes. Volume1. Theoretical basic knowledge. Mashinostroyeniye, 400
pages.
4. Gudz G., 1998.: Temperature conditions of the vehicles frictional units (in Russian). Kharkiv,
RIO HGADTU, p. 139.
5. Gurin V., 1997.: Researches and development of the production technologies of brake discs
for aircraft, crucibles, tubes, thin walled cylinders, cones and other technological rigging for
the electrothermal equipment (in Russian). STCU, project 293-technical report on stage 4, p.
1-49.
6. Gurin V., Gurin I., 2000.: Carbon- carbon composites of frictional purpose (in Russian).
Visnik of Dnipropetrovsk university. Rocket-space technology. Dnipropetrovsk, №4, p. 2531.
7. Gurin V., Gurin I., Nekludov I., Fursov S., 2001.: Carbon- carbon composites of frictional
purpose (in Russian). Powder metallurgy, p. 1-8.
8. Gurin V., Gurin I, Fursov S., 1999.: Researches of gaseous-phase condensation pyrocarbon
porous medium with a method of radially moving zone of pyrolysis (in Russian). VANT,
series FRP and РМ, №76, p. 32-45.
9. Gurin V., Zelensky V., 1999.: Gaseous-phase methods of reception of carbon and carboncarbon materials (in Russian). VANT, series FRP and РМ, №76, p. 13-31.
10. Karpinos D., Tuchinskiy L., 2005.: Composite materials in technics (in Russian). Kiev,
Technics, p. 152.
11. Kragelskiy I., 1980.: About the estimation of the materials wear-resistance by the wear factor
(in Russian). Experiment-calculated methods of friction and wear estimation (in Russian).
Moscow, Nauka, p. 17-22.
12. Starchenko V., 2007.: The research of the thermophysical parameters of frictional C-C
composites. The bulletin of Eastern-Ukrainian University. Lugansk №8(114), Part 2.- p. 226229.
13. Starchenko V., 2010.: The improvement of frictional C-C composites for brakesof vehicles.
The bulletin of Eastern-Ukrainian University. Lugansk. №6 (148). p.182-187.
14. Starchenko V, Gurin V., Polupan Е., Gurin I., 2005.: Tribotechnical characteristic of the new
frictional materials (in Russian). Volodymyr Dal East-Ukrainian National University.
Lugansk, p. 121-126.
15. Starchenko V., Polupan E., Shevchenko S., 2008.: Composite material on a base of carboncarbon for frictional elements (in Ukrainian). C04B 35/83, C04B 35/52, F16D 69/00, Bul N6.
16. Starchenko V., Gurin V., Bycadorov V., Shapran E., 2006.: Frictional materials on a base of
carbon-carbon and carbon - asbestine fibres for brake mechanisms (in Russian). World
railways, p. 38-42.
17. Starchenko V., Kushchenko A., 2010.: Investigation of influence of frictional material’s
characteristics of brake blocks of railway transport on their functional thermal state. TEKA
Commission of Motorization and Power Industry in Agriculture, V. XB, p. 199-204.
THE RESEARCH OF FRICTIONAL CHARACTERISTICS
257
18. Starchenko V., Polupan E., 2006.: The research of thermal state of the frictional break devices
patches of the transport machines (in Russian). Volodymyr Dal East-Ukrainian National
University. Lugansk, №7 (101), p. 56-61.
19. Starchenko V., Polupan E., Shevchenko S., 2004.: The increase of the braking effectiveness
by the use of the new carbon-composite materials (in Russian). Volodymyr Dal EastUkrainian National University. Lugansk, №7 (77), p. 137-142.
20. Starchenko V., Polyakov V., 2004.: Trials of new frictional materials for braking vehicles.
The bulletin of National Transport University. Edition 9. p.283-287.
21. Zinovyev Ye., Chichinadze A.,1978.: Physical and chemical mechanics of friction and
estimation of asbofrictional materials. - M.: Nauka. 206 pages.
ИССЛЕДОВАНИЕ ФРИКЦИОННЫХ ХАРАКТЕРИСТИК
УГЛЕРОД-УГЛЕРОДНЫХ КОМПОЗИТОВ
Валерий Старченко, Мария Павленко, Вячеслав Овчаренко, Андрей Манько
Аннотация. Приведены результаты экспериментальных
фрикционных С-С композитов нового поколения.
исследований
модифицированных
Ключевые слова: материал фрикционный, тормоз дисковый, коэффициент трения, С-С композиты.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 258-265
APPICATION OF COMPLEX POWER FUEL MADE
OF COAL-ENTERPRISES WASTES PRODUCTION
TECHNOOGY USING NEW BINDING MATERIALS
Yuri Svinoroev, Vladimir Kostrub
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary: In conditions of ecological state worsening the necessity in raw materials and wastes, particularly
coal wastes, recycling and fuel briquettes production becomes urgent. The article investigates technology of
complex power briquettes production using lingo-sulphanates as ecologically clean binders.
Key words: fuel briquette, binding materials, technical lingo-sulphanates, power value.
ANALYSIS OF PROBLEM STATE
Coal-mining production is technologically accompanied by formation of
considerable quantities of different anthropogenic wastes, reaching 37% of coal
extraction [1]. With transition to collection of ecological taxes proportionally to
volumes of factual production discharge including wastes disposal to technological
dumping grounds, the most effective managers of enterprises began to realize that it is
cheaper to exclude or reduce quantity of wastes at places of their formation than to pay
out ecological tax. Such source-saving approach is the most actual nowadays [2, 3, 4,
15, 22].
AIM AND TASKS OF INVESTIGATIONS
Coal wastes fine-fraction and finely dispersed component briquettes are the most
rational way of raw material secondary use. One of the major difficulties of briquettes
production is the necessity of cheap, non-scare and ecologically safe binding material
application. In connection with this, the use of modified technical lingo-sulphanates
having better strength characteristics has been proposed.
APPICATION OF COMPLEX POWER FUEL MADE OF COAL-ENTERPRISES
259
PRESENTATION OF INVESTIGATION RESULTS
Culm and slime utilization is mainly performed on accumulators. Only
preliminary specially prepared wastes can be used for the second time. Major
technological difficulty in culm and slime recycling is their dehydration to 10-12%
humidity. In connection with this, development of small- and middle-power compact
productions engaged in culm and slime recycling into briquettes corresponding modern
power processes requirements becomes very actual. Agglomeration is one of actual
tasks in preparation coal wastes for use as an power fuel. To obtain sellable product fit
for realization in the recoverable raw materials market, briquette should meet a number
of requirements:
- should not contain harmful impurities exceeding permissible level;
- possess strength sufficient for its further transportation;
- retain strength while being humidified in transportation;
- possess strength at high temperatures;
- possess homogeneous chemical structure;
- possess homogeneous linear sizes of pieces;
- have comparable with traditional cost.
Piecing of finely dispersed culms and slimes provides enterprises not only with
additional power resources of iron-containing materials but reduces ecological impact
on environment and stabilizes the work of main stages - accumulation, raw material
preparation, and recycling. Briquetting is the process of obtaining pieces (briquettes)
with and without additive binding materials with further mixture compaction into
briquettes of necessary size and form. The aim of small materials structural formation
is not only to obtain pieces of definite size but to create complex specified physical and
chemical characteristics in artificial structures. Thus, there is an appropriate cause-result
relation of technical parameters of structure forming processes with qualitative
characteristics of prepared materials [13]. Fine-fraction materials with 0-10 mm
fractures have low gas permeability which limits their further application without
preliminary preparation. Briquetting of fine grain and finely dispersed materials with
binders is the most universal way of attracting valuable fuel, mineral raw components
as well as some anthropogenic wastes not suitable for immediate use in technical
processes and apparatus because of their aggregate state into recycling. Distinctive
peculiarity of briquetting process is possibility to produce briquettes from charge
mixture effective for main types of power complex units. Materials which can be
briquetting and the sphere of their application are presented in table 1. It is necessary to
point out that not only anthropogenic wastes but original fine fracture and finely
dispersed raw materials may be briquetted.
Let’s consider technological process of coal briquettes production. “Cold”
briquetting is the most economically profitable and ecologically safe method. Having
analyzed operational qualities of briquettes with different binders and technology of
their production use we consider the application of lingo-sulphonite binders the most
economically profitable one. It is useful to analyze this method in more details because
this problem is the weakest one in technology of briquette production.
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Yuri Svinoroev, Vladimir Kostrub
Table 1. Characteristics of technology and sphere of briquetting application
Sphere of briquettes
application
Coal production anthropogenic -coal, coal crumb for municipal and Population domestic
domestic needs according to ТУУ needs.
wastes:
Industrial enterprises
10.1-33333494-005;
- «old» rock spoil heaps (with -coal, grade К and Ж for dust-like boiler houses.
30-40% content of coal crumb); burning according to ТУУ 10.1Municipal enterprises
23472138-158;
boiler houses.
- «tailing dumps» of central
- coal for dust-like burning
concentrating mills;
according to ТУУ 10.1-32186934Rail-road car boilers
003;
- culm.
- finely dispersed coal cock ductHeat power stations
like crumb.
Source of raw material
Materials being briquetted
One of the main reasons limiting spheres of application of lingo-sulphanates
(LST) as a binding materials is their instable characteristics and low binding ability
while this material is the cheapest, non-scare and ecologically clean of all nomenclature
of binding materials. Works [5, 6, 7] provide ways to increase level of achieved results
allow to speak about development of principally new binders based on LST.
In development of binders intended for technology of coal briquettes production
the highest effectiveness has been observed when using complex modifiers containing
components action of which has strictly defined functional orientation. In the process of
working, one part of the complex initiates and speeds out the beginning of structure
formation in charge mix while the other one undergoes a chemical reaction with oligodimensional LST molecules and coal dust particles which results in creation of treedimensional mesh polymer. Finally, this causes the increase of binding ability and
decrease of hardening length and stabilizes binder characteristics thus allowing to use it
effectively in the given technology.
It was stated that it is advisable to use binding complexes combining nonionogeneous surface active materials (NISAM) with some mineral acids. In such cases
we observed binding ability increase from 0.37-0. 51 МПа to 2.84-3.00 МПа and even
higher, while hardening of developed binder composition in combined use of thermal
activation (380-4000С), decreased from 12-15 min, to 1–3 min. Normal hardening
regime took place at temperature equal to 200-220 0С. A new binding material based on
LST content of which changes depending on coal briquettes configuration and mass has
been developed on presented investigations and offered for application.
The given paper may be used at present on the enterprises of Lugansk and
Donetsk region having large massifs of anthropogenic wastes of coal mines and on
concentrating mills. Expenses, caused by the process of original lingo-sulphonate
binders modification, are not significant. The advantages are as follows:
- possibility of quick achievement of required operational strength;
- charge mixture compositions adaptability to manufacture;
- insignificant power-consumption for speeding up the process of getting
briquette strength ( temperature control up 220 С).
APPICATION OF COMPLEX POWER FUEL MADE OF COAL-ENTERPRISES
261
Characteristics of briquettes containing binders based on modified LST (LSTm)
made of coke powder have been investigated and stated (see table 2). They contain
twice as little binding material as compared with their analogues [18, 19, 20].
When developing technology of briquette production the following tasks are of
priority [13, 21]:
- production of briquette with prescribed characteristics meeting client’s
requirements ( suggested technology allows to produce a briquette with prescribed
geometric sizes, configuration and physical characteristics);
- briquette component structure which defines its power value has been
developed with the assistance of coal-mining enterprises’ specialists and briquette
consumers;
- provision of briquette production and application effectiveness got at expense
of briquette producing installation placement close to sources of wastes generating and
usually located on one and the same site;
- provision of high productivity, low equipment cost, minimal number of
servicing personnel.
Table 2. Briquettes quality indices
Strength of dried
Consumpti
Compacti Briquet size
briquettes
on of
Heat
on
Composition of carbon
binder
resistan
For
For
pressuser, Diame- mass,
materials mixture , %
(LST, m),
release, compressi ce %
MPа
ter, mm
g
%
%
on, MPа
Coal dust, screenings
4
30
50
80
94,5
8,53
97,1
Coal dust, screenings
3,8
100
50
80
97,9
12,02
98,9
Fractured cock briquette
5,5
40
80
275
97,4
8,59
97,1
fines - 100
Fractured cock briquette
5,5
40
80
275
96,8
8,6
94,9
fines - 85; anthracite 15
Fractured cock briquette
5,5
40
80
275
91,7
4,99
93,8
fines - 70; anthracite 30
Fractured semi-cock
4,5
30
50
50
95,8
7,18
85,9
screenings - 100
Technology of coal briquettes production includes the following process stages:
- delivery of raw material components to the production site;
- raw material components storage;
- raw material components measuring for charge mix preparation;
- preparation of raw material mixture in forced action mixer;
- charge mix transportation to the formation station;
- formation of briquettes on the roller presses;
- transportation of formed production to the drying furnace;
- drying and achieving strength;
- finished products packaging(when needed);
- transportation to the finished products ware-house (or loading to the means of
transportation).
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Yuri Svinoroev, Vladimir Kostrub
Technical solutions to selection of configuration of such measuring and mixing
equipment providing exact measuring of linked materials within 1% and allowing to
perform heir mixing regulating stirring intensity thus controlling maximally possible
rate of charge mix homogenization are well known [8, 9,1 0]. High rate of
homogenization favours decrease of binder consumption not less than by 1.5%
compared to analogue binder consumption when traditional types of mixing equipment
are used [11, 14]. Decrease of water consumption when preparing charge mix is usually
provided by introduction of specific chemical additives (types of used additives depend
on a specific briquette structural contents), which allowed to decrease the length of heat
exposure on a briquette [12]. Besides, compact technological scheme of briquettes
drying in continuous furnace aimed at the most effective use of heat-transfer agent heat
value ability has been developed. Developments of technological schemes of finished
briquettes unloading allowing to bring the briquettes accumulation at the intermediate
industrial sites to minimum (or to eliminate this stage at all) are known. Instead of it
these developments allow to load finished products into rail-way car or motor transport
immediately from a conveyor. Carried procedures give reasons to state that at present
there is a small-scale produced industrial equipment and technological schemes of its
configuration allowing to process 50 thousand tons ÷ 500 thousand tons of wastes and
more a year [14, 15, 16, 17].
Different requirements are made to the coal charge mix components such as:
ability for softening, porosity, flaking off, mechanical strength, abrading, restorability
etc. Obtained briquettes should meet requirements and specifics of technological
process of their supposed use as to their raw material (chemical) contents, size (grain
size) and strength. As briquettes chemical structure and size are defined prior to
briquetting, one of the most important characteristics of briquette quality and
briquetting technological process in general are indices of their mechanical strength.
Knowledge of these indices allows to estimate briquettes ability to stand without
destruction certain impact-rubbing, impact and crushing loads which they will undergo
in operation. These are mechanical strength indices that largely determine their
consumption value, and in general, the possibility of their use at different enterprises
with their specific infrastructure.
On the basis of conducted investigations it was found out that briquettes in the
process of operation first of all undergo impact loads at drop structures in loading of
bins or other apparatus or in shipping briquettes to consumers and in the process of
unloading. Briquettes undergo crushing loads in case of their accumulation in bins or in
piles at warehouses and when transported in rail-way cars.
When the column height equals ~ 40 m (close to bins maximum height) load to
the lower sample will reach ~ 3,1 kg/cm2. The same picture may be observed when
piece materials are in the shaft type metallurgical furnaces. For example, it was stated
that even in a high-shaft blast furnace the pressure of layers placed higher on the coke
do not exceed 3-5 kg/сm2. Thus, briquettes destruction is mainly caused by impact loads
exposure. To define the impact strength different methods are used. According to these
methods briquettes batches are thrown on a metal plate with 1.5-2 m height. The
strength is defined by input of obtained piece (grade class less than 5, 10 or 25 mm
depending on the briquettes size). Large briquettes (maximum size ~100 mm) are
thrown only 1-2 times, small size briquettes (~25-30 mm) - not less than 4-5 times.
However, in all cases briquettes are considered to meet the strength to throw conditions
APPICATION OF COMPLEX POWER FUEL MADE OF COAL-ENTERPRISES
263
if quantity of small pieces does not exceed 5-10 %. It means that large briquettes should
not undergo multiple transshipment and technological scheme of the process should be
consistent with it.
Presently, there is no state normative and technical base regulating requirements
to briquettes as an element of power charge mix. That is why enterprises producing and
consuming briquettes are forced to develop technical conditions for each concrete
briquette type.
Among obvious advantages of a briquette one may mention the following:
- briquettes have regular and alike predetermined form and fixed weigh;
- they posses higher strength and better transportation ability;
- they posses higher density;
- posses ecological safety due to waste-free character of manufacturing and
absence of high temperatures in production;
- different components (culm, slime, filings, husk etc.) may be used in briquette
in any relationship;
- all types of finely dispersed materials may be used in briquettes.
MAIN CONCLUSIONS AND RESULTS OF INVESTIGATIONS
On the basis of the abovementioned conclusions about technological possibility
to implement described method of anthropogenic wastes or its perspective use for
development of separate regions of Ukraine may be done with certain degree of
reliability [15], and experience accumulated in this sphere may be successfully used on
the enterprises of Poland and Russia.
From technological point of view the following should be stressed:
- sufficiently high mechanical strength of coal briquette, particularly crumbling
1.1%, with the norm equal to not more than 10 % has been stated. Following 20 times
throw down on the cast-iron plate, the main piece (50% of the original weight)
preserved compressive strength at the level 25 kg/сm2;
- compressive strength equaled 8,7-9,3 MPа;
- impact strength and attrition meet the claimed requirements;
- heat of combustion, Q, kcal/kg - averaged not less than 4000…5346, which
meets the generally accepted norms.
Further introduction of briquetting technology is advisable on the enterprises of
industrial regions of Ukraine (Lugansk, Donetsk regions) to solve the problem of
accumulated and current wastes utilization, having in mind the following aims:
- to decrease considerably and eliminate pollution of environment with industrial
production wastes within 10-15 years by essential decrease of slime fields and different
“burials”, thus clearing vast territories of useful lands and improving ecology of
industrial regions;
- to practice economy of natural and power resources of the country at the
expense of maximum use of industrial wastes into economic turnover;
- to use new ecologically clean and effective binding materials based on products
of vegetation raw materials recycling - lingo-sulphonate materials.
From practical point of view, the following should be mentioned:
- coal briquettes are new slime material changing coal to some degree;
264
Yuri Svinoroev, Vladimir Kostrub
- briquettes have regular form and weight, possess high strength and good
transportation ability;
- briquettes have necessary heat of combustion.
Analysis of data allowed to formulate the task which may be solved in two ways.
On the one hand, recycling and utilization of wastes, their usage as a relatively
cheap raw material for power fuel, increase of their quality competitiveness, and which
is more important, decrease of finished product cost for industrial enterprises as well as
for municipal and domestic needs of population. On the other hand, there is solution of
ecological problem connected with cleaning of regions where vast anthropogenic wastes
deposits have accumulated as well as utilization of current wastes accumulations
produced by the abovementioned enterprises. Thus, ecological problem of coal mining
regions of Ukraine transforms into the task of practical development of anthropogenic
wastes aimed at their inclusion into resource and power potential of the country.
Such approach allows to solve not only economic and ecological problems but
social tasks connected with employment of population and creation of additional
working places. Existing technologies of coal production wastes secondary use are not
perfect and claim for further investigations and development.
CONCLUSIONS
As the result of present investigation a coal briquette has been produced with the
use of untraditional binder based on lingo-sulphanate material for power fuel, that is,
principally new composite charge mix the use of which may return industrial wastes as
coal briquettes, and as a raw material having sufficiently high profitability.
Production of such briquettes will allow essentially improve technical and
economic indices of enterprise production cost, thus improving ecological state of
regions.
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University named after V. Dahl. № 2 (132). – p. 362-371.
7. Yu. Svinoroev, V. Kostrub, O. Klimova 2010.: New ecological binder materials based on
vegetative raw aterials processintg products/Teka commission of motorization and power
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industry in agriculture Lublin university of technology Volodymyr Dal East-Ukrainian
national university of Lugansk, Volume XB, Lubin– p. 227 - 231
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М. Р. Landow, Mark I. 2000.: Crawford and M.Martinez. Benefits of Recycling Blast Furnace
Waste Materials at National Steel - Great Lakes Division by Cold Bonded Briquetting: 59th
Ironmaking conference proceedings. Pittsburgh. Pennsylvania. March 26-29.2000 PP. 225231.
Cupola furnace forthe recycling of steel mill waste materials to liquid hot metal/ KUTTNER:
Presentation on occasion of the Russo-Ukrainian blast furnace conference. Kosice. June 1824.2001.
Uhmylova G.S. 1981.: Modern state and development of compressed charge mix cocking
processes abroad. M.: Chermetunformatiya. №15 (108), 44p.
А.с. 1645763 USSR, MKI5 F23G5/20. Installation for thermal rendering harmless as to
combustion heat and humidity of wastes. / Guselnikov K.I., Kulagina N.V., Danilov O.I., and
others.; Siberia branch of NPO Tehenergokhimprom. - N 4683599/33; Inventor’s application.
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Sormatov M.I. 1954.: Elements of theory and calculation of presses for coal briquetting. M.:
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Bashilov N.M., Bogomazova L.M., Konstantinov G.A. 1999.: Rotor machine for solid wastes
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Svinoroev Yu.A. 2011.: Resource-saving as a factor of stable region economic development
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Garin V.M., Khvosticov A.G. 1999.: Trends in sovution of waste utilization problem. // Life
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Lurie L.A. 1963.: Briquetting in metallurgy M.: Ugletechizdat.-238p.
Wasteless utilization of domestic and industrial wastes / Shantarin V.D., Artemieva T.V.,
Dvoinikova A.V. and others // Oil and Gas of West Siberia: thesis international scientific and
technical conference, Tumen, 21-23 May, 1996. Т.1. - Tumen, 1996.- p.49-50.
ПРИМЕНЕНИЕ ТЕХНОЛОГИИ ПОЛУЧЕНИЯ КОМПЛЕКСНОГО
ЭНЕРГЕТИЧЕСКОГО ТОПЛИВА ИЗ ОТХОДОВ УГОЛЬНЫХ ПРЕДПРИЯТИЙ
С ПРИМЕНЕНИЕМ НОВЫХ СВЯЗУЮЩИХ МАТЕРИАЛОВ
Юрий Свинороев, Владимир Коструб
Аннотация: В условиях ухудшающейся экологической обстановки возникает необходимость
вторичной переработки сырья и отходов, в частности угольных отходов и получение топливных
брикетов. В статье рассматривается технология получения комплексных энергетических брикетов с
использованием в качестве экологически чистого связующего лигносульфонатов.
Ключевые слова: топливный брикет, связующие материалы, технические лигносульфонаты,
энергетическая ценность.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 266-275
CASE-BASED REASONING METHOD FOR DIAGNOSTIC
DECISION SUPPORT SYSTEM OF BRIDGE CRANES
Vitaly Ulshin, Sergey Klimchuk
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The elements of diagnosic system of bridge cranes is analysed. The stages in diagnosing faults is
considered. The decomposition of bridge cranes faults retrieval and modified case-based reasoning cycle are
offered. Diagnostic decision support system of bridge cranes has been developed.
Keywords: case, сase-based reasoning, diagnosis, bridge crane, decision support system.
INTRODUCTION
When human beings diagnose systems and troubleshoot problems, they use their
experiences with similar, previously solved problems extensively. Rather than deriving
new solutions from scratch every time a problem is observed, they prefer to reuse
existing experience and adapt it to the new circumstances [1]. As such, diagnosis and
troubleshooting are excellent application areas for the development of case-based
systems [2-3].
Reusing problem solving experiences to diagnose and troubleshoot new failures
allows one to fix faults much faster and more consistently. Since case-based reasoning
(CBR) is a learning process, the system fills the gaps in its knowledge over time and
enables companies to retain and share experiences across the entire organization. Casebased diagnostic and troubleshooting applications are also very useful for training new,
inexperienced personnel and ensure that the collective knowledge of the experts is
instantaneously accessible to whoever needs it.
CONCEPT OF CBR
In most CBR systems, the case-based reasoning mechanism has an internal
structure divided into two major parts: the case retriever and the case reasoner (fig. 1).
The case retriever’s task is to find the appropriate cases in the case base, while the case
reasoner uses the cases retrieved to find a solution to the problem description given.
CASE-BASED REASONING METHOD FOR DIAGNOSTIC DECISION SUPPORT
267
Case-based reasoning has been formalized for purposes of computer reasoning as
a fourstep process [4]:
1. Retrieve: Given a target problem, retrieve cases from memory that is relevant
for solving it. A case consists of a problem, its solution, and, typically, annotations
about how the solution was derived.
2. Reuse: Map the solution from the previous case to the target problem. This
may involve adapting the solution as needed to fit the new situation.
3. Revise: Having mapped the previous solution to the target situation, test the
new solution in the real world (or a simulation) and, if necessary, revise.
4. Retain: After the solution has been successfully adapted to the target problem,
store the resulting experience as a new case in memory.
These steps are part of the CBR cycle, which represents the process-oriented
view of the descriptive framework presented by Aamodt and Plaza. The process is
supported by supplying the cases with general knowledge about bridge cranes.
Fig. 1. Two major components of a CBR system
ELEMENTS OF A CASE-BASED DIAGNOSIS APPLICATION
Diagnosing and troubleshooting of bridge cranes typically involves three stages
[5]:
1. Gathering information about the status of the system (i.e., the symptoms, signs
or manifestations of the problem, the specifications and the current condition of the
system to be diagnosed, and the characteristics of the operating environment);
2. Generating the diagnosis, which describes the root cause of the problem;
3. Suggesting the remedy, or steps necessary to rectify the fault.
Diagnosis and troubleshooting systems can acquire information regarding the
system to be diagnosed directly from the device (on-line) or through human or
electronic intermediaries (off-line). In the case of an on-line or condition monitoring
system, the symptoms and system state are derived,without continuous user
intervention, from interfaces and sensors monitoring the system. In the case of an offline diagnostic system, the descriptions of the symptoms and the system are obtained
from a user (e.g., a technician or knowledgeable user) or, after a failure is reported,
downloaded electronically. Applications that fall in this category can provide web self-
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Vitaly Ulshin, Sergey Klimchuk
service to end-users, support field technicians and medical personnel, or assist help-desk
personnel while they are conversing with the end-users [6, 7].
While the process-oriented view provides a global and external view of the CBR
process, the task-oriented view [8] decompose and describe the four top-level steps,
where each step is viewed as a task that the CBR reasoner has to achieve (fig. 2). In the
figure, tasks are named in bold letters, while methods are written in italics. The links
between task nodes appears as plain lines and indicates task decompositions. The toplevel task is problem solving and learning from experience and the method to
accomplish this task is case-based reasoning (indicated in a special way by the stippled
rectangle). The top-level task is split into the four major CBR tasks corresponding to the
four processes: retrieve, reuse, revise, and retain. All the four tasks are necessary in
order to perform the top-level task.
Fig. 2. Task-method decomposition of CBR (adopted from [5])
Diagnosis and troubleshooting experience can be stored in case-based systems in
multiple ways (Bergmann et al.). The choice of representation has an impact on the
maintainability of the system in the long term and the interaction modalities the system
supports [9].While structural CBR systems require an up-front effort to create a
vocabulary or domainmodel, they allow individual cases to be entered without having
an impact on existing cases (Kriegsmann & Barletta, 1993; Goker & Roth-Berghofer,
1999). Some conversational CBR systems store the questions and their respective
answers in the cases and do not require a domain model (Acorn & Walden, 1992). This
CASE-BASED REASONING METHOD FOR DIAGNOSTIC DECISION SUPPORT
269
approach allows faster initial deployment, but maintenance of the application becomes
cumbersome with a growing number or cases. Textual CBR systems use existing text
files as cases and index these to perform retrieval (Lenz, 1996; Lenz et al., 1999).
Depending on the complexity of the vocabulary used to index the text files, the initial
effort to set up the domainmodel for these systems can become comparable with
structural CBR systems [10]. On the other hand, since they will allow for reuse of
existing documentation, initial set-up of the case base itself is typically very easy.
However, the quality of the content in existing documentation and its suitability for use
in a CBR system needs to be verified.
Diagnosis and troubleshooting systems do not exist in a vacuum [11]. Typically,
they are provided or utilized in a larger organization and contain solutions for a specific
system type and for a specific operating environment. Changes in the system, the
operating environment or the organization will require the application and the
knowledge containers (cases, vocabulary, similarity metrics, adaptation knowledge) to
be maintained [12]. The processes for case acquisition, utilization and maintenance have
to be put in place in an organization to ensure an application can be successful in the
long term (Bergmann et al., 2003).
The initial knowledge in a diagnosis and troubleshooting application can be
acquired through interviews with experts, or converted fromexisting documentation.
Documents that are suitable for conversion include FAQ’s, troubleshooting and
diagnosis manuals, technical service bulletins and the like [13]. Depending on the
application area, case-based diagnosis and troubleshooting systems will utilize a
combination of reasoning methods. While some systems will only use cases to generate
solutions, especially in situations where adapting an existing solution to a new problem
is required, systems will use a combination of CBR and model-based reasoning
(Simoudis & Miller, 1991; Portinale & Torasso, 1995), rule-based reasoning, induction,
planning, or a mixture of these methods.
REFINING THE CBR CYCLE
Then the system must be able to execute the learning task more or less
independently from its actual tasks. Such a learning functionality is often called
introspective reasoning (Fox and Leake, 1995) or introspective learning (Zhang and
Yang, 1999), respectively.
To integrate the desired learning functionality into the traditional CBR cycle
consisting of the four well-known phases - retrieve, reuse, revise, retain - two basic
possibilities can be distinguished [14]:
1. The extension of the existing process model by introducing an additional
phase.
2. The refinement of one or several phases to integrate the new functionality into
the already established phases.
When reviewing the original interpretation of the traditional CBR cycle it
becomes clear that the second possibility seems to be more accurate. Aamodt and Plaza
[4] have already discussed that the retain phase could be used to update general
knowledge of the CBR system. Concerning the update of similarity measures the
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Vitaly Ulshin, Sergey Klimchuk
possibility to refine case indexes has been mentioned. This can be interpreted, for
example, as an adjustment of feature weights.
Basically, the retain phase is not the only phase of the CBR cycle responsible for
the capability to learn new knowledge [15-17]. Before memorising a new case, the
correctness of this new knowledge item has to be validated during the revise phase. So,
the revise phase has a significant influence when learning new case knowledge, because
it selects cases considered to be candidates for extending the knowledge base. In the
following we show that this holds as well when learning similarity measures.
Fig. 3 illustrates how the traditional CBR cycle can be modified to integrate the
possibility to learn similarity measures [18]. These modifications are discussed in more
detail in the following sections.
Fig. 3. Refining the CBR cycle for learning similarity measures
EXTENDED USE OF RETRIEVED CASES
In the traditional view of CBR, the retrieve phase provides one or several cases
used to generate exactly one solution during the reuse phase. This solution is then
proposed for solving the current problem and has to be evaluated during the revise
CASE-BASED REASONING METHOD FOR DIAGNOSTIC DECISION SUPPORT
271
phase. However, in many application domains where CBR has been employed
successfully this traditional view is not always suitable. Here, it is not desired that the
CBR system generates exactly one solution, but several independent alternatives for
solving the given problem.
The retrieval phase always should provide a list of retrieved cases ordered by the
computed similarities [19]. If case adaptation is supported, this list is processed during
the reuse phase where several solution proposals might be generated by adapting several
retrieved solutions independently from each other. Basically, two ways to generate
solution alternatives can be distinguished:
• Ad hoc: If it is feasible with respect to computation time, the reuse phase might
perform adaptation for a fixed number of cases immediately. The resulting list of
solution proposals, still ordered as determined in the retrieval phase, is then
directly passed to the revise phase.
• On demand: If case adaptation is computational expensive, only the most similar
case may be adapted first. The generated solution is then passed to the revise phase
where it has to be evaluated. If the evaluation fails, because the solution cannot be
applied to solve the current problem or due to poor solution quality, two ways for
proceeding are possible. On the one hand, the faulty solution might be repaired
during the revise phase. On the other hand, the revise phase could trigger the
adaptation of the next similar case in anew execution of the reuse phase to obtain
an alternative solution proposal.
Both approaches lead to the suggestion of several solution alternatives - when
applying the on demand approach, at least if the most similar case could not be reused
successfully - after the reuse phase [20]. In the following we only assume the possible
existence of such a list of suggested solution alternatives but we do not care about the
approach used to generate it. It is only assumed that solution alternatives are ordered
according to the similarity of the underlying cases.
REFINING THE REVISE PHASE
According to the original process model that assumes the existence of only one
solved case after the reuse phase, the revise phase can be subdivided into two
subsequent tasks [14]:
1. Solution evaluation: In a first step the proposed solution, i.e. the outcome of
the reuse phase has to be evaluated. This evaluation might be based on feedback from a
teacher, on the results obtained through application in the real world, or on the outcome
of a model-based simulation.
2. Fault repair: When recognising faults in the suggested solution during
evaluation, the solution has to be repaired to obtain a valid solution. Basically, it might
be repaired manually by the user or it might be repaired by the system based on
additional general knowledge.
To enable a CBR system to learn similarity measures we propose a refinement of
the revise phase. Besides the two described traditional tasks that ensure the generation
of a valid solution, we introduce two additional tasks [21]:
272
Vitaly Ulshin, Sergey Klimchuk
1. Evaluate retrieval ranking: This task can be characterised as a superior control
process for the common solution evaluation task. It initiates the evaluation of several
solution alternatives and processes the obtained evaluation results. The foundation of
the evaluation might be internal general knowledge or an external performance measure
in form of a teacher, the real world, or a model.
2. Store case utility: This task is responsible for storing the results of the retrieval
ranking evaluation for further processing. Basically, these results represent knowledge
about the utility of cases with respect to the given query.
Generally, one could also argue that storing of evaluation results belongs more to
the retain phase of the CBR cycle. However, we decided to assign this task to the revise
phase. On the one hand, the decision whether to store particular results or not might be
influenced by the performance measure, for example, by a human teacher. On the other
hand, the retained knowledge is not directly used by the phases of the CBR cycle that
are relevant for problem-solving. It is more an intermediate knowledge buffer that
collects knowledge to be used only during the retain phase and thus it does not directly
contribute to solving problems.
Basically, the refined revise phase consists of two parallel processes. On the one
hand, the traditional revision process that only evaluates and repairs a single solution.
On the other hand, a parallel process that evaluates the outcome of the retrieval phase
based on the results obtained during several solution evaluations. While the evaluation
of the retrieval ranking relies on the solution evaluation process, the traditional revision
of a single solution can be initiated independently. This means, the retrieval evaluation
can be interpreted as an optional process to be performed if desired.
REFINING THE RETAIN PHASE
The aim of the retain phase is to select knowledge entities to be integrated into
the knowledge resources of the CBR system in order to improve its problem-solving
competence and/or efficiency during future usage. Therefore, the traditional retain phase
identifies the following three tasks:
1. Extract: This task is responsible for the extraction of relevant knowledge
entities from the current problem-solving episode to be retained for future usage. Such
knowledge entities might be represented by found solutions, solution methods,
justifications, etc.
2. Index: The objective of this task is to determine indexes to be used for
retrieving the learned case. This may be interpreted as the selection of an accurate
vocabulary used to characterise the case but it might also be interpreted as the
determination of accurate attribute weights.
3. Integrate: During the final task the extracted knowledge has to be integrated
into the knowledge base of the system. This process might comprehend an update of the
case base, the index structure, and of other general knowledge.
Although this traditional interpretation of the retain phase, in principle, already
considers the modification of general knowledge and even an adjustment of attribute
weights, it seems to be necessary to introduce two additional tasks [14]:
CASE-BASED REASONING METHOD FOR DIAGNOSTIC DECISION SUPPORT
273
1. Evaluate similarity measure: Here, the quality of the currently used similarity
measure is estimated based on the case utility knowledge acquired in the previous revise
phase.
2. Optimise similarity measure: This task can be seen as a specialisation of the
index and integrate task of the traditional retain phase but with focus on learning
similarity measures. During this task, machine learning or optimisation methods,
respectively, are being used to optimise the current similarity measure regarding the
available case utility knowledge. This optimisation might be triggered by the outcome
of the prior evaluation of the current similarity measure.
Similar to the refined revise phase, the tasks additionally introduced in the
refined retain phase have not necessarily to be executed during every pass of the cycle.
Instead, in certain application scenarios all described extensions of the traditional CBR
cycle might only be relevant during explicit knowledge acquisition or maintenance
phases [22]. For example, if the performance measure is supplied by a human domain
expert playing the role of a teacher, the refined revision phase can only be executed in
situations where this expert is available. During problem-solving situations where the
system is used by a “standard user” who does not possess the required expertise, the
introduced retrieval ranking evaluation might be skipped.
CBR SYSTEM FOR DIAGNOSIS OF BRIDGE CRANES
The bridge cranes diagnosis DSS has been delevoped. The main window of this
system is shown on a fig. 4. As an initial set of cases the data of observations of bridge
cranes made by the reports of technical diagnostics "The Engineering center of
industrial safety" LLC (Lugansk, Ukraine) and Expert-diagnostic research laboratory
"Lifting machines and industrial building" of Volodymyr Dal East-Ukrainian National
University (Lugansk, Ukraine) is used.
Fig. 4. The CBR DSS main window
274
Vitaly Ulshin, Sergey Klimchuk
The DSS allows to set the local similarity for every diagnostic parameter, weight
of parameters and global similarity for a whole case. After setting of all necessary of
similarity parameters the search of cases and their conclusion are carried out in order of
diminishing of relevance with pointing of degree of similarity of every case is made.
Since a corresponding case is selected, its adaptation can be executed is
modification of present in it decision with the purpose of its accordance to the
parameters of current situation. In the case of absence of necessity for adaptation
maintenance of the chosen case is executed without the change of diagnostic
parameters.
CONCLUSION
The research described above, along with many other operational case-based
diagnostic systems, demonstrate the applicability of case-based reasoning to diagnosis
and troubleshooting of bridge cranes.
The conducted research show that diagnostics on the basis of cases allows to
decide the weak formalized tasks of diagnostics of bridge cranes, simplify the aquisition
knowledge from experts, shorten time of search of decision and implement self-training.
The bridge cranes diagnosis decision support system is developed. Using of this
DSS assists diminishing of the informative loading on decision-making person in the
process of troubleshooting, decline of influence of factors of subjectivity at the analysis
of current situation, reduction of time, necessary for a decision-making.
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МЕТОД ДИАГНОСТИКИ КРАНОВ
МОСТОВОГО ТИПА НА ОСНОВЕ ПРЕЦЕДЕНТОВ
ДЛЯ СИСТЕМЫ ПОДДЕРЖКИ ПРИНЯТИЯ РЕШЕНИЙ
Ульшин В.А., Климчук С.А.
Аннотация. Проанализированы элементы системы технической диагностики мостовых кранов.
Рассмотрены этапы диагностики неисправностей. Предложена декомпозиция поиска неисправностей
мостовых кранов и модифицированный цикл вывода на основе прецедентов. Разработана СППР
диагностирования мостовых кранов.
Ключевые слова: прецедент, рассуждение на основе прецедентов, диагностика, кран мостового типа,
система поддержки принятия решений.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 276-281
AUTOMATED MANAGEMENT BY DESIGNER PREPARATION
OF PRODUCTION OF ELECTRONIC VEHICLES
Vitalij Ulshin, Victoria Smoliy
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. A case frame by designer preparation of production of electronic vehicles is offered in the article.
The corteges of managing influences generate by the method of group account of argument for achievement
of the proper index of efficiency of management, analysis of hierarchies estimated by a method.
Key words: friction modifier, slip velocity, pneumatic drive, friction coefficient.
INTRODUCTION
For the decision of task of development of the system of support of decisionmaking designer preparation of production of electronic vehicles taking into account an
application, properties and arrangement of producible objects domain it is necessary to
select the groups of influences on the object of management, to make their classification
and to select from them parameters the states and managing influences. On the basis of
managing influences it is necessary to synthesize the frame model of knowledge’s
representation and to develop the structure of the system of support of decision-making,
able to realize the stopped algorithms up. There is a not unimportant task also research
of efficiency of the use of the offered system of support of decision-making [2]. On
results the similar sort of correction it is necessary to watch and eliminate the
managements uninvolved in corteges influencing factors, to define the constituents of
management corteges directly, to provide the concordance of the last with optimum
parameters and arrangement of producible objects [4].
OBJECTS AND PROBLEMS
Development of the system of support of decision-making implies classification
of parameters of the state, external indignation and managing influences for the same
object, but on different stages (constructing of block, achievement of the required
resonance stability, preparation of production [3] and other), it is therefore necessary by
AUTOMATED MANAGEMENT BY DESIGNER PREPARATION
277
means of statistical tests to classify these influences, to identify dependences and to
select managing influences with the purpose of determination of instruments of
influence on interesting parameters and arrangement of object of designer preparation of
production. On the basis of the identified managers of influences it is necessary to form
the system of support of decision-making and to estimate its stability and efficiency of
application [5, 17].
Direction-finding designer preparation of production problems consist in that
probability of task of one or another type of managing influence is different for the
electronic vehicles of different purpose and external environments, that in the turn is
determined by the specific of arrangement, to the produced requirements and,
consequently, by the different methods of achievement of the required properties [6].
For each of the considered types of electronic vehicles takes place the value of
coefficients of meaningfulness of managing influence. Further on the set of types of
managing influences and the database of coefficients of meaningfulness of each of them
must define the criterion of quality of management by designer preparation of
production of electronic vehicle directly (management efficiency) [9, 11]. At the hit of
the got value in the application domain of the examined automated management by
designer preparation of production of electronic vehicle, the transmission to the
statement (working forms of the developed system of support of decision-making) of
sequence and maintenance of managing influences is carried out on the optimized
parameters, arrangement and properties of object of designer preparation of production,
certain by the criteria of arrangement and optimized by the method of group account of
argument.
Analyzing statistical selections, we get, that for functional dependence of
criterion of quality of management by designer preparation of production of electronic
vehicles characteristically presence of selection from the N supervisions
{ X (1) ; Y (1)}
{ X ( 2 ) ; Y ( 2 )}
,
(1)
L
{ X ( N ) ; Y ( N )}
where : X(i)=(x1 , x2 , … xn ) - values of initial factors at i - supervision; Y(i)=(y1i, y2i,
… yni) - values of out parameter i - supervision.
i
i
i
Functional dependence of F between entrances X(i) and by the out Y(i)
parameters of case frame unknown, thus unknown neither dependence nor supposed its
kind.
Therefore in accordance with the method of group account of argument, most
complete dependence between the entrances X(i) and returns of Y(i) can be represented
by the generalized polynomial of Kolmogorova – Gabora [1].
N
N
N
Y = a0 + ∑ ai ⋅ xi + ∑∑ aij ⋅ xi ⋅ x j + ∑∑∑ aijk ⋅ xi ⋅ x j ⋅ xk + K
i =1
i =1 i ≤ j
where : аi - unknown coefficients.
i =1 i ≤ j k ≤ j
.
(2)
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Vitalij Ulshin, Victoria Smoliy
At construction of model, for determination of values of coefficients, as a
criterion the criterion of regularity is used (exactnesses):
2
1 N
ε 2 = ⋅ ∑ ( yi − f ( xi ) ) .
(3)
N i =1
It is thus necessary to find such values of parameters of model of аi in (3), at
which
ε 2 → min .
(4)
Principle of multiplicity of models for the examined case consists in that exists
great number of models on this selection, providing a zeroing error (it is enough to
promote the degree of model polynomial). That if is present the N sites of interpolation,
it is possible to build whole family of models, each of which at passing through
experimental points will give a zeroing error
ε2 = 0 .
(5)
At a different noises level dependence ε will change on complication of S,
saving here a general orientation I.e. it at first will diminish with growth of
2
complication, and then - to increase. At the increase of noises level a size min ε 2 will
S
grow.
Exceptional situations at functioning of the examined system of support of
decision-making are related to the possible «fall» of necessity of application of identical
managers of influences for production of different objects, but treatment such
exceptional situations is taken to extraction from the database of different scales of
meaningfulness of choice of type of influence, it is therefore impossible to get identical
results at identical managing influences [7, 12]. And, vice versa, different sets of
managing influences for different electronic vehicles after treatment in the offered
system of support of decision-making give, within the limits of the set exactness, unique
value of efficiency of management by designer preparation of production of electronic
vehicle [8, 18].
Teaching of the developed system of support of decision-making designer
preparation of production of electronic vehicles is executed in order that after
determination of efficiency of management by designer preparation of production of
electronic vehicle of the explored classification group, the developed system offered the
optimum scenario of achievement of properties, parameters, arrangement, vibration and
resonance stability of electronic vehicle [10, 14]. Six neuron perseptron, the neurons of
which have an activating function as a single jump, comes forward as the structure of
the developed system of support of decision-making designer preparation of production
of electronic vehicles [13].
On thirty one entrance of neuron network entrances signals [15], acting further
on synaps on six neurons which form an unique layer, are given. On the returns of
network signals are formed:
31
y j = f ∑ xi ⋅ wij ,
(6)
i =1
where: j = 1…6 - amount of classes of electronic vehicles; f - function of activating; хi component of vector of managing influences; wij - synapses weight.
AUTOMATED MANAGEMENT BY DESIGNER PREPARATION
279
Process what is going on in a neuron network, in a matrix form looks like:
Y = F ( X ⋅W ) ,
(7)
where: X, Y - accordingly entrance and output vectors; F(S) - activating function
applied memberwise to the components of vector S; W - synaps Matrix.
For teaching of neuron network a teaching algorithm was applied with a teacher
[16]. As a result of functioning of designing softwares package were got following
synapses weight of neuron network of the developed system of support of decisionmaking, resulted in tabl. 1.
Table 1. Synapses weight for neuron network
Object 1
w41 =
5.943*10-2
w51 =
9.138*10-3
w81 =
8.151*10-2
w101 =
1.81*10-2
w201 =
9.66*10-3
Object 2
w12 =
2.878*10-3
w32 =
7.348*10-3
w102 =
5.263*10-3
w112 =
2.843*10-3
w192 =
9.239*10-2
w212 =
3.092*10-3
w242 =
6.932*10-3
w272 =
5.633*10-3
w292 =
9.293*10-3
Object 3
w33 =
4.683*10-2
w133 =
4.822*10-2
w163 =
0.223*10-2
w213 =
1.242*10-2
Object 4
w24 =
4.953*10-2
w94 =
6.394*10-3
w174 =
6.904*10-3
w184 =
6.394*10-2
w304 =
3.230*10-3
Object 5
w55 =
5.558*10-2
w85 =
2.033*10-2
w95 =
3.904*10-3
w145 =
8.037*10-2
w155 =
5.035*10-3
w225 =
6.753*10-3
w235 =
2.645*10-4
w265 =
0.549*10-3
w295 =
3.934*10-3
Object 6
w56 =
6.843*10-2
w66 =
2.556*10-2
w116 =
3.943*10-2
w126 =
2.374*10-2
w156 =
5.495*10-2
w216 =
7.823*10-2
Testing of the trained network was conducted on tests selections not intersecting
with teaching. Tests selections were built for each of types of electronic vehicles.
Thus, teaching of the system of support of decision-making designer preparation
of production of electronic vehicles was made, testing and preliminary approbation of
application of the developed system is made in designer preparation of production of
electronic vehicles.
As a result of teaching of the developed system of support of decision-making
designer preparation of production of electronic vehicles the list of recommendations on
the management by arrangement of electronic vehicle is produced, providing the
optimum scenarios of achievement of necessary properties, parameters, arrangement,
vibration and resonance stability of electronic vehicle.
280
Vitalij Ulshin, Victoria Smoliy
CONCLUSIONS
Thus, scientific and technical the issue of the day of increase of efficiency of
management by designer preparation of production of electronic vehicles is decided by
development of the system of support of decision-making, arrangement of electronic
vehicle, operative management by designer preparation of production and control by the
resources of enterprise system allowing to reduce expenses and prime price of preproduction model of electronic vehicle, functioning in single informative space; to
reduce the terms of release of new electronic vehicles; to promote the competitiveness
of enterprise at upgrading electronic vehicles, reliability, vibration and resonance
stability.
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АВТОМАТИЗИРОВАННОЕ УПРАВЛЕНИЕ КОНСТРУКТОРСКОЙ
ПОДГОТОВКОЙ ПРОИЗВОДСТВА ЭЛЕКТРОННЫХ АППАРАТОВ
Виталий Ульшин, Виктория Смолий
Аннотация. В работе обосновывается и предлагается модель управления конструкторской
подготовкой производства электронных аппаратов, опирающаяся на исследование единого
информационного пространства подготовки производства, оперативного управления предприятием и
ресурсами предприятия, которая позволяет исследовать эффективность процесса управления.
Ключевые слова: управление, конструкторская подготовка производства, электронный аппарат,
эффективность управления, единое информационное пространство, оперативное управление,
управление ресурсами предприятия
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 282-289
IMPROVING THE STABILITY OF ROTATION RING ROTOR
WITHOUT MECHANICAL SUPPORTS
Sergey Yeroshin, Sergey Miroshnik
Volodymyr Dahl East-Ukrainian National University, Lugansk, Ukraine
Summary. The ways to improve the stability of rotation of the rotor ring without mechanical bearings by
using no radial groove disk stator induction motor are developed. Considered three designs of slots of the
stator: inclined, combined and break. Method for compensation of the errors of manufacturing of the
structural components of the electric machine is proposed.
Keywords: synergy, rotor, stabilizing force, destabilizing force.
INTRODUCTION
Currently, there are many devices and machines that have working units in the
form of the flat ring, rotating around the axis of symmetry. Examples might serve gyros
rotors, working wheels of dynamic pumps and circular saws in the processable
machines. Traditionally, ring-working body set in rotation, held in a space and accepts a
payload and the resistance through spindle hub or shaft. The shaft receives the rotation
from a separate electric motor and, in most cases, through an intermediate gear.
Reserve for increasing the efficiency of such machines is a synergetic association
working body functions and secondary elements of the electrical machines, such as a
disk induction motor (DIM) [4, 7]. This principle is realized by transferring torque to
the rotor and held it in space by magnetic force that rotates. In that case mechanical
connection completely exclude from the energy value chain. The basic idea of creating
machines with direct drive without mechanical bearings described in the works [16, 2, 15].
In [15, 17] found that the stability of rotor rotation takes place at the vanishing of
the tangential component of the main vector of forces, i.e. Fτ = 0 . It was shown that
this condition is achieved by changing in wide range geometrical parameters of DIM
and magnetic induction in the working gap. However, it should be noted that if the
angle of elementary electromagnetic force dF along the groove does not change (for
example, groove performed on a Archimedes spiral) [10], and provided Fτ = 0 , the
IMPROVING THE STABILITY OF ROTATION RING ROTOR
283
stabilizing radial force Fr equals zero. At the same time rotor will be in a state of
indifferent equilibrium, and therefore wouldn’t resist external radial forces.
The condition of stationary work of the device which is developed on the basis of
DIM is the creation of such a system of forces in what the shift of the rotor from the
center should not result to the emergence of destabilizing force Fτ , and caused only a
stabilizing force Fr that returns it to the center [17, 18].
This condition can be achieved if the law of change of force Fτ along the radius
does not coincide with the law of change of the force Fr . In this case, angle of
inclination of stator slots ψ must functionally depend on the radius, that in general,
reached by production of a curved groove, eliminating the Archimedean spiral.
As was shown in [17, 18], that at a bias e of the rotor into the engine working
area formed the outer and inner asymmetric areas, and central area, that has axial
symmetry. The width of the outer area is eH , and the inner – eB . The central part of the
DIM working zone only involved in the creation of torque M oτ , and does not affect on
the stability of the rotor. Stability of the last one depends on the value and the
correlation of forces Fr and Fτ , which greatly simplifies the problem, since it suffices
fulfillment of the condition Fτ = 0 only in the peripheral regions.
The purpose of this study is to develop ways to ensure the stable rotation of the
rotor ring without mechanical bearings. In acting on the rotor of technological load,
which shifts its center of mass, the rotor must, by means of electromagnetic forces resist
this load, and when removing it - to return to equilibrium.
Below we consider the constructive variants of DIM providing stable rotation of
the rotor.
APPLICATION OF AN INCLINED SLOT OF STATOR
Great influence on the stability provided the angle ψ that determines the slope of
the normal of stator slots in DIM in relation to the radius. In [13, 9, 14] showed that for
the inclined slots the main vector has a radial Fr and tangential Fτ components.
Assume that the three-phase stator winding [13, 5, 6], which has an outer RCH
and inner RCB radiuses, formed by straight grooves, the direction of which does not
coincide with the directions of the radiuses [19]. In Fig. 1 groove within the working
area created by the rotor with internal RPH and external RPB radiuses and the stator,
has a length ВС, and the АС - the axis of the groove. We assume that the magnetic
induction, which operates along the groove, is permanent ( BH = BB = B = const ).The
groove BC at different points makes with the radius vector different angles and at the
ends taking specific values ψ H and ψ B at that ψ H ≠ ψ B . Moreover, from Fig. 1
follows that ψ B < ψ H . Tangential component of the electromagnetic force dFτH on the
outer contour of the rotor is greater than the force dFτB acting on the internal circuit.
284
Sergey Yeroshin, Sergey Miroshnik
Fig. 1. The scheme of constructing of stator slot
Fτ = 0 is possible under RCH = RPH and
RPB − RCB > e [17]. In this case, for the external and the internal areas following
relation holds eB = 2eH = 2e , then the condition of stabilization is presented in the
following form [18, 19]:
sinψ H = 2α 02 sinψ B ,
(1)
where: α 0 = RPB RCH .
Since the grooves ВС on the stator are symmetrical center, the axis АС will have
one point near the center. These points lie on a circle called base circle.
Axis of slots АС are tangents to this circle. In this case, there are always rightangled triangles ∆OAC and ∆OAB, built on a common leg R0 , of which we find:
Fulfillment of the conditions
R0 = RCH (4α 04 − 1) /(4α 02 − 1)
(2)
Condition of zero destabilizing force, is not running for any size ratio of the rotor
and of stator. From (2) follows that if R0 ≥ 0 it α 0 ≥ 1
2 . Suppose that R0 = RCB ,
then α 0 = 1 . So to ensure a steady rotation when BB = BH the parameter α 0 should be
chosen within the 1
2 < α0 < 1 .
APPLICATION OF THE COMBINED SLOT OF STATOR
Electromagnetic forces acting on the rotor, directed perpendicular to the groove.
If the groove is oblique, these forces have the tangential dFτ and radial dFr
components [9]. In [18] showed that at a bias of the rotor into the working area of the
electric motor axially symmetric and two asymmetric crescent-shaped areas are formed.
In axisymmetric areas sum of the projections of the electromagnetic forces on the
IMPROVING THE STABILITY OF ROTATION RING ROTOR
285
coordinate axes is zero, and therefore dFτ create only torque M oτ , and dFr is
counterbalanced. [18, 12, 11]. With increasing angle of inclination of the groove dFτ
decreases, which leads to a decrease of the M oτ .
If in the peripheral areas provide Fτ = 0 and Fr ≠ 0 the rotor rotates stably. To
do this slots near the external and internal contours of the stator must be tilted relatively
to the radius. Thus, the groove is combined of three parts. The design of the groove is
illustrated by pattern in Fig. 2
The groove is marked by a broken line ABCD . Part of the groove AB (located
between the circles RCB and RC1 ), as well as part CD CD (located between the
circles RC 2 and RCH ) run at an angle to the radius. The purpose of the slope – the
creation of a stabilizing force Fr . The central part of the groove BD creates only
torque.
Fig. 2. Scheme of the combined slot of stator
Because of the small magnitude of the shift e assume that angles ψ H and ψ B
have constant value. In such case for BH = BB = B = const , the condition Fτ = 0 will
correspond to (1)
APPLICATION OF A BROKEN SLOT OF STATOR
Fig. 2 shows that the increase of inclination angles groove ψ H and combined
groove ψ B leads to an increase of the moment M oτ [12]. When ψ H = ψ B = 90° , the
moment M oτ takes its maximum value, but the force Fr = 0 . The force Fr increases
with decreasing ψ H or increasing ψ B [18]. Consequently, for the simultaneous growth
of the M oτ and Fr it is necessary to increase the angle ψ B .
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Sergey Yeroshin, Sergey Miroshnik
Consider the extreme case when the angle ψ B is equal to its maximum value
90° and ψ H < 90° . This groove is called the broken one, its scheme is shown in Fig. 3
[20].
Fig. 3. Arrangement of a broken groove
Circle RC divides the stator with an outer radius RCH and inner radius RCB in
two regions: the outer bounded by the circles RCH and RC , and the inner one defined
by the radiuses RC and RCB . Radius RРH = RCH and RPH − RC = e .
Radial part of the groove AB is the source of the tangential forces dFτB , and
creates only a torque. Part of the inclined of the groove BC , located in the outer areas of
stator forms a forces dFH . Their tangential projection dFτH increases the moment on
the rotor of the motor and the radial projection FrH provides stabilization of the rotor in
radial direction.
The main condition for the stabilization of the rotor is the implementation of the
equation (1). When ψ B = 90° equality (1) will be:
sinψ H = 2α 02 .
(3)
The angle of the groove and the dimensions of the rotor and stator can be chosen
from the condition 0 < α 0 < 1 2 . Consequently, the use of broken groove ensures
stable rotation of rotors larger area than with the two previously discussed methods,
ceteris paribus increases the torque.
COMPENSATION OF ERRORS BY UNEVEN DISTRIBUTION
OF MAGNETIC INDUCTION IN THE WORKING GAP
Discussed above methods of creating stable circular rotation of the rotor are based
on strict observance of geometry DIM. Since in the production always have place the
IMPROVING THE STABILITY OF ROTATION RING ROTOR
287
size errors [8, 3], the real fulfillment of the condition Fτ = 0 is problematic. Therefore,
the DIM should be possible to compensate for inaccuracies of the parameters affecting
the stability of the rotor. In similar cases in machine and instrument manufacture used
movable and regulated compensators.
Compensation of errors of geometrical parameters can be accomplished by
abandoning conditions B = const . In contrast to the geometric dimensions the magnetic
induction can be regulated in the final product. Its value can be changed, both due to
electrical and mechanical parameters, such as changing the current in the respective
windings, or by changing the value of the working gap [9, 1].
Let the magnetic induction in the internal circuit BB is not equal to stator
magnetic induction in the external circuit BH .When RCH = RPH and RPB − RCB > e the
condition of asymptotic stability ( Fτ = 0 ) takes the form [18]:
2
2
BH2 RPH
sinψ H = 2 BB2 RPB
sinψ B .
(4)
Thus, the left side of the equality (8) can always be aligned with the right one, by
adjusting the magnetic induction on the external and (or) on the internal circuits of
stator.
One way of changing the distribution of magnetic induction in the working area
of the electric motor is to use magnetic core located over the internal area of stator. The
working gap determines the magnetic induction BB .
By changing size of working gap can be offset not only the error performance of
the radial dimensions of the rotor and stator, but also, according to (8), inaccuracies in
the slope of the grooves ψ H ≠ ψ B .
CONCLUSIONS
1. Analyzed the influence of the slope of slots in DIM's stator on the stability of
rotation of the rotor without mechanical supports. Stability of rotation is increased when
the stators with sloping slots. Determined the conditions under which a stabilizing force
Fr takes the maximum value.
2. Proved that the presence of the radial section of the groove in the central region
of the stators increases the torque on the rotor of the motor and does not affect on its
stability. Sloping groove sections provide a presence of a stabilizing force, and are also
involved in the creation of the moment.
3. Proved that eliminate influence of an error of production in DIM on the
stability of the rotor can be achieved by changing the magnetic induction on internal or
external contour of stators. Why is proposed motor design with an adjustable magnetic
core in which the distribution of magnetic induction given by the radial dimensions of
the magnetic circuit and the magnitude of the working gap.
288
Sergey Yeroshin, Sergey Miroshnik
REFERENCES
1. But D.A., 1990.: Contactless electrical machines: The manual for the electrical and
mechanical and эlektroэnerhetycheskyh of specialized high schools – Moscow: Higher
school. –416. (in Russian)
2. Golubenko Aleksandr, Yeroshin Sergey, 2008.: Concept of developing machines and devices
with the direct rotation of rotor without mechanical supports / MOTROL Motorization and
power industry in agriculture. Comission of motorization and power industry agriculture, Vol.
10A, Lublin: 37–46.
3. Havrylov A.N., 1973.: Precision production in mechanical engineering and instrument
making – Moscow: Mashynostroenye – 567.
4. Ignatov V.A., 1988.: Face induction motors of the integral manufacturing./ Vildanov K. I. –
Moscow: Energoatomizdat – 304. (in Russian)
5. Katsman M.M., 1990.: Electrical Machines: Textbook – Moscow: Higher school. – 463. (in
Russian)
6. Kopylov I.P., 1980.: Design of electrical machines: A manual for schools / F.A. Goryainov,
B.K. Klokov – Moscow: Energiya –496. (in Russian)
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Russian)
8. Kosylova A.H., 1976.: Precision data processing, and wood inlay in mechanical engineering:
Handbook technologist / R.K. Meshcheryakov, M.A. Kalynyn – Moscow: Mashynostroenye –
288. (in Russian)
9. Krumin YU.K., 1969.: Interaction of the running magnetic field with a conductive
environment. – Riga: Zinatne – 258. (in Russian)
10. Piskunov N.S., 1978. Differential and Integral Calculus: Textbook for Technical Schools
Vol.1 – Moscow: Nauka – 576. (in Russian)
11. Popov M.V., 1986.: Theoretical Mechanics: tutorial – Moscow: Nauka– 336.
12. Targ S.M., 1986.: Short Course in Theoretical Mechanics: A Textbook for Technical Schools
– Moscow: Higher school. – 416. (in Russian)
13. Voldek A.I., 1974.: Electrical Machines. A textbook for students of higher technical schools.
Lvov:"Energy" – 840. (in Russian)
14. Yeroshin S.S., 1998.: Determination of forces acting on a circular plate attached to a rotating
magnetic field // Collected Works of the East State University. Mechanical Engineering
Series. - Publisher EUNU. – Lugansk: 13 – 21. (in Russian)
15. Yeroshin S.S., 2008.: Extending the technological potential of machines and devices with
annular movable operating elements // Journal of Superhard Materials. – Vol. 30, No. 5. – pp.
349 – 354. (in Russian)
16. Yeroshin S.S., 2005.: Improving the efficiency of machines using the working bodies without
mechanical supports / Vladimir Breshev // The Eastern European journal of advanced
technology. - № 5 (17): 82 – 85. (in Russian)
17. Yeroshin S.S., 2004.: Investigation of the conditions of stable equilibrium of the rotor ring in
a rotating force field/ Nevzlin B.I., Breshev V.Ye. // Pratsі Luganskogo vіddіlennya
Mіzhnarodnoї Akademії іnformatizatsії. – Lugansk: Publishing house of the the East Ukraine
Volodymyr Dahl National University. – № 2 (9). – 81-87. (in Russian)
18. Yeroshin S.S., 2008.: Investigation of the stability criterion of ring rotor of the face induction
motor / Tarashchanskii M.T., Miroshnik S.A. // Alternative production techniques and
working processes in engineering materials. Collected Works - Lugansk: Publishing of the the
East Ukraine Volodymyr Dahl National University – 229-234. (in Russian)
19. Yeroshin S.S., Nevzlin B.I., Myroshnyk S.O., 2008.: Ukraine patent for utility model №34551
IPC (2006), H02K 17/02 H02K 41/025 «Face- induction motor with open rotor"/ Publ.
08.11.2008, Bul. № 15. – 4. (in Ukrainian)
IMPROVING THE STABILITY OF ROTATION RING ROTOR
289
20. Yeroshin S.S., Myroshnyk S.O., 2010.: Ukraine patent for utility model №50376 IPC(2009)
H02К 17/26 H02K 41/025 «Face- induction motor with open rotor"/ Publ. 10.06.2010, Bul.
№ 11. – 4 (in Ukrainian)
ПОВЫШЕНИЕ УСТОЙЧИВОСТИ ВРАЩЕНИЯ КОЛЬЦЕВОГО РОТОРА
БЕЗ МЕХАНИЧЕСКИХ ОПОР
Сергей Ерошин, Сергей Мирошник
Аннотация. Разработаны способы повышения устойчивости вращения кольцевого ротора без
механических опор за счет применения не радиального паза статора дискового асинхронного
двигателя. Рассмотрены три конструкции паза статора: наклонный, комбинированный и ломанный.
Предложен способ компенсации погрешностей изготовления конструктивных элементов
электрической машины.
Ключевые слова: синергетика, ротор, стабилизирующая сила, дестабилизирующая сила.
ТЕКА Кom. Mot. i Energ. Roln. – OL PAN, 2011, 11A, 290-297
OPERATING MODES POWER SUPPLY MOTOR-FAN
ON DIESEL LOCOMOTIVES FROM TRACTION
SYNCHRONOUS GENERATOR
Olexsander Zakharchuk, Igor Bukhtiyarov
Volodymyr Dal East-Ukrainian National University, Lugansk, Ukraine
Summary. The analysis of the power modes of asynchronous motor fans traction from the synchronous
generator, which working the locomotive in service.
Keywords: asynchronous motor fans, synchronous generator, locomotive.
INTRODUCTION
On diesel locomotives type 2TE116 power asynchronous motor fan (AMF) of
cooling devices is carried out by the traction of a synchronous generator (TSG), which
is also a load of traction rectifier unit (RU) and the traction motors (TD). TSG voltage at
each position of the controller driver varies depending on the current generator
according to the external characteristics of TSG + RU [Zakharchuk 1998]. Current TSG
is determined by the profile path, weight, train speed. Thus, the condition of the train
eventually determine the voltage and frequency on the stator AMF. Fig. 1 shows the
range of values of phase voltage U p TSG ГС-501A of the frequency f ( a, b, c, d ) and
the voltage ml required for the optimal values of efficiency asynchronous drive with
ventilatory load, according to law U U r = ( f f r )2 .
OBJECT OF RESEARCH
Objects of researching are asynchronous motor-fans installed on cooling devices
the locomotive 2TE116, with changing phase voltage and frequency of the traction
generator.
OPERATING MODES POWER SUPPLY MOTOR-FAN ON DIESEL
291
PURPOSE OF RESEARCH
The purpose of research was to determine the relationships between the outer and
the rated power of asynchronous motor-fan in operating modes. Objects of study are.
Fig. 1. Range of phase voltage U p of the traction generator ГС-501A (a, b, c, d)
of the frequency f : 1 − of the frequency optimal law of supply for the AMF;
2 – average operational values U p
RESULTS OF RESEARCH
Experience in operating diesel-powered 2TE116 AMF from TSG proves that if a
motor with fan load stands at bench trial power modes corresponding to points b and c
(fig. 1), the electric reliability in operation is ensured. In this case, to ensure efficiency
in the AMF point 10 requires an unsaturated magnetic system in the rated mode
( f r = 100 Hz, U r = 400 V ), induction in the air gap must not exceed 0.65 Tesla. To
validate AMB at b to inflate the bounding power of conventional short-circuited AMF
1.5 times. Hence the linear current load in the rated mode should be selected in 1.5
times less. With the overall power of serial motor-fan AMF37 equal to 37 kW on the
locomotive 2TE116 allowable load on the shaft at rated speed 24 kW, i.e., at 1.54 times
smaller.
Fig. 2 shows the histogram of power modes serial AMF in the operation of the
locomotive 2TE116 № 400 in the South-Eastern Railway (depo registry Elets) within 60
hours (phase voltage, frequency, power).
According to the results of operational tests are constructed average operational
values of phase voltage at the AMF (fig. 1, line 2) and histograms of frequency
distribution voltage (fig. 3 a) and relative power P'2 = P2 / P2 n in the fan shaft (fig. 3, b).
According to the analysis of operating conditions power AMF (fig. 1-3) are defined
292
Olexsander Zakharchuk, Igor Bukhtiyarov
average operational values of supply frequency f aop = 60 Hz , voltage U aop = 110V ,
power at the shaft motor-fan Р'2 = 0,32 P2 r , which suggests that the AMF work with
power mode and significantly below rated load ( f r = 100 Hz , U r = 230V ).
When TD powered from the TSG via the RU voltage curve, the supply AMF
differs significantly from the sinusoid, which results in the appearance of higher
harmonics in the voltage curve TSG [Kolesnik 1978].
Determine the impact of higher voltage harmonics on the characteristics of TSG
AMF in operating conditions of the locomotive. This is possible only after analysis of
all possible modes of operation RU.
Fig. 2. Histogram of power modes
AMF in the operation of the locomotive 2TE116
In the six-phase system of TSG- RU work gates each three-phase rectifier bridge
is determined by the same laws as in the work of an independent bridge.
Consider the operation of the rectifier load as a TD serial excitation with the
inductive reactance comprising inductances of armature winding, extension and the
main poles, which are assumed to be infinitely large.
There are three basic modes of operation of the bridge rectifier, which are
characterized by different values of switching angles and delays.
Table 1 shows: the rectified voltage U d from the e.m.f. phase
E p = U1P + j ⋅ I1 ⋅ X , rectified current I d and switching reactance X ; switching angles
γ and delay α of E p , I d , X .
OPERATING MODES POWER SUPPLY MOTOR-FAN ON DIESEL
293
Fig. 3. Histograms of the distribution relative power P'2 and frequency f
AMF power, which operating the locomotive 2TE116
Expression table 1 on the external characteristics of fig. 4 define the modes of
TSG−RU−TD for locomotive 2TE116. From fig. 4 that in operation the predominant
mode of operation is the first RU I d < I = 4320A in the γ < 50° , the second mode is
possible only briefly to disperse the train.
Phase power supply for TSG AMF U p = U d / 2,4 [Tolstov 1983].
Table 1. Basic dependence characterizing the modes of operation
rectifier in the TSG −RU–TD
Modes of the
rectifier
Formulas external
characteristics and attitudes
Ud
= f (γ , α )
Ep
The first mode
γ ≤ 60°
P1
U d = 2.34 ⋅ E p − 0.955 ⋅ I d ⋅ X ;
The second mode
γ = 60°
0 < α < 30°
P2
Third mode
α = 30°
60° < γ < 120°
P3
U d = 4.12 ⋅ E p2 − 2.74 I d2 X 2 ;
Ud
1 + cos γ
= 2.34
Ep
2
The formulas for the angles and
switching delay
γ ,α = ϕ I d , E p
(
cos γ = 1 −
0.818 ⋅ I d ⋅ X
Ep
sin (γ − 30°) = 1.41
Id ⋅ X
−1
Ep
sin (γ − 30° ) = 1.41
Id ⋅ X
−1
Ep
Ud
= 2.03[1 − sin (γ − 30°)]
Ep
U d = 4.05 ⋅ E p − 2.87 ⋅ I d ⋅ X ;
Ud
= 2.03[1 − sin (γ − 30°)]
Ep
)
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Olexsander Zakharchuk, Igor Bukhtiyarov
Fig. 4. Modes of TSG-RU-TD: 1 – limitation on chaining
In the voltage curve TSG working on a symmetrical load, no harmonics are
multiples of three [Kostenko 1973]. Also, do not contain higher harmonics of even
order, because TSG voltage curve is symmetric about the horizontal axis.
Determination of the 5-th and 7-th harmonics for voltage TSG possible by the
Chebyshev method.
Results of the analysis of higher harmonic 5-th and 7-th order are shown in fig. 5,
which implies that the operation at γ < 50° 5-th and 7-th harmonic voltage TSG does
not exceed 20, and 10% (respectively) the first harmonic.
AMF is calculated, as we know, a certain amount of the rated voltage at rated
frequency. Are determined by the rated current, the dimensions and parameters of AMF.
When connected to a machine sinusoidal voltage of its characteristics with sufficient
accuracy are consistent with the calculation. Nonsinusoidal voltage at each of
harmonics has to AMF its influence in accordance with its amplitude, a frequency of
and the corresponding parameters of the AMF.
Determine the influence of higher harmonic voltage on the parameters of AMF
Electromagnetic moment from the higher voltage harmonics defined with respect
to the rated point:
M v K v2 К1S
.
(1)
= 4 ⋅
Mr
v
v ±1
where: K v – coefficient characterizing the content of v -th harmonic voltage is
determined for v = 5, 7 AMF of fig. 5, К1S – the multiplicity of starting moment AMF.
OPERATING MODES POWER SUPPLY MOTOR-FAN ON DIESEL
295
From (1) it follows that with increasing harmonic order v , generated moment is
significantly reduced under other equal conditions.
Fig. 5. The dependence of the harmonic 5-th and 7-th order voltage TSG from
angle commutation RU
The ratio of total losses in the steel
∑ Pst to losses in the steel from the first
harmonic Pst1
2
∑ Pst = 1 + V
К
(2)
∑ K′⋅ v .
Pst1
V − V2 v = 5,7...
v
The ratio of losses in the stator windings ∑ P1el and rotor ∑ P2 el in relation to the
losses of the first harmonic of AMF, when powered nonsinusoidal voltage:
∑ P1el
К v2
Р1EL =
= 1+ ∑
;
(3)
4
P1el1
v = 5,7... v
РST =
Р2 EL =
∑ P2el = 1 +
∑
К v2
.
(4)
P2 el1
v ±1
v = 5,7... v
From the expressions (2) - (4) it follows that losses in the AMF significantly
decreases are in increasing order harmonics under other equal conditions.
If you do not take into account the effect of the magnetization loop, the power
factor of AMF for the higher harmonics [Kostenko 1973]
vr ′
r1 + 2
v m1
cos ϕ v =
.
(5)
2
vr2′
2
2
r1 +
+ v ( x1 + x2′ )
v m1
4
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Olexsander Zakharchuk, Igor Bukhtiyarov
This formula shows that the cos ϕ is very low, i.e. currents produced by the
higher voltage harmonics are almost purely inductive. Correspondingly, one can assume
that the influence of higher harmonic voltages on AMF, which powered by TSG is
equivalent to an increase in the inductances x1 and x′2 with all its consequences - a
decrease in cos ϕ , η and M max . Moreover, the influence of non-sinusoidal voltage
effect is relatively small, even with a significant distortion of the voltage curve. For
example, if the amplitude of the fifth and seventh harmonic voltages on the AMF is
29% and 12% of the amplitude of the fundamental harmonic (fig. 5), which powered by
TSG, which corresponds to short-term operation of the locomotive (fig. 4), while cos ϕ
decreased is estimated at 2%, compared with cos ϕ at sinusoidal voltage, coefficient of
efficiency η 1%, which is unimportant, which powered by AMF TSG.
CONCLUSIONS
1. Which powered by the traction synchronous generator bounding units, overall
power must be increased in 1.5-1.6 times in comparison with a rated capacity.
2. The actual operating power modes differ significantly from the rated modes:
average operating the frequency f aov = 0.6 f r , voltage U aov = 0.48U r , power on the
shaft of the motor-fan Р' 2 = 0.32 P2 r , therefore, for optimizing the design parameters of
AMF is necessary to consider the operational modes of supply and AMF.
3. The influence of higher harmonic voltages on the AMF when powered by TSG
decreases cos ϕ by 2%, coefficient of efficiency η 1%, which is unimportant which
powered by AMF TSG.
REFERENCES
1.
2.
3.
4.
5.
6.
7.
8.
9.
Zakharchuk A.S., 1998.: Power modes controlled asynchronous motor-fan of the traction
synchronous generator for heavy-duty diesel pick-up / News Shіdnoukrainskogo Sovereign
University. - Lugansk. Vol. 5 (15). - p. 142-151.
Kolesnik I.K., Kuznetsov T.F., Lipevka V.I., 1978.: Power diesel locomotives to the ac dc /
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ЭКСПЛУАТАЦИОННЫЕ РЕЖИМЫ ПИТАНИЯ МОТОР-ВЕНТИЛЯТОРОВ
НА ТЕПЛОВОЗАХ ОТ ТЯГОВОГО СИНХРОННОГО ГЕНЕРАТОРА
Александр Захарчук, Игорь Бухтияров
Аннотация. Проведен анализ режимов питания асинхронных мотор-вентиляторов
синхронного генератора при работе тепловоза в эксплуатации.
от тягового
Ключевые слова: тяговый синхронный генератор, асинхронный мотор-вентилятор, тепловоз в
эксплуатации.
CONTENT
Alexandr Golubenko, Andrey Malohatko, Sergey Klyuev, Alexandr Klyuev5
THE APPLICATION REVIEW ON THE ROLLING STOCK OF DEVICES
FOR TURN OF WHEEL PAIRS IN THE HORIZONTAL PLANE............................................. 5
Aleksandr Babanin, Sergey Smetanin
DEFINITION OF SUFFICIENCY OF SPARE PARTS AT SERVICE OF DIESEL
LOCOMOTIVES.......................................................................................................................... 12
Victor Belodedov, Pavel Nosko, Pavel Fil, Marina Mazneva
SELECTION OF OPTIMAL PARAMETERS DOSATOR WITH
HORIZONTAL DISC ON THE DEGREE OF DEVIATION FACTUAL
LAW DISTRIBUTION OF SEED MAIZE FROM NORMAL .................................................... 21
Michail Chaltzev
DESIGN TECHNIQUE OF THE PNEUMOTRANSPORT CRITICAL
REGIME AT MINOR DIFFERENTIAL PRESSURE ................................................................. 29
Dmitry Dmitrienko
CYCLONE WITH SHUTTERS LATTICE MODELLING ......................................................... 38
Oleg Druz, Svetlana Gitnaya
CHOICE OF THE ECONOMICAL METHOD OF WELDING
AT MAKING OF STEEL CONSTRUCTIONS ........................................................................... 45
Valery Dyadychev, Tatyana Tereshchenko, Irina Dyadycheva
METHODS OF CHOICE OF MELT FILTRATION SYSTEM IN THE
PORCESS OF SECONDARY POLYMER MATERIAL EXTRUSION .................................... 56
Valery Dyadychev, Anatoliy Zhukovskiy, Aleksandr Dyadychev
ANALYSIS OF CONSTRUCTION PRINCIPLES OF
DISTANCE LEARNING SYSTEM INSTRUMENTAL ENVIRONMENT ............................... 63
Oleg Dzetcina, Viktor Fedorchenko
ON THE ISSUE OF ENERGY EFFICIENCY OF INDUSTRIAL LOCOMOTIVES ................. 69
Alexander Golubenko, Alexander Kostyukevich,
Ilya Tsyganovskiy, Vladimir Nozhenko
THE INFLUENCE OF A RAIL LATERAL BENDING ON
THE STRESS – STRAIN STATE OF A WHEEL - RAIL CONTACT ....................................... 78
Anna Golubenko, Nataliya Tsyvenkova, Oleksandr Mulyar,
Oleksandr Romanushun
BIOMASS STANDARDIZATION AS a BASE FOR ITS SUFFICIENT USE .......................... 85
Nikolai Gorbunov, Alexander Kostyukevich,
Kateryna Kravchenko, Maxim Kovtanets
INFLUENCE OF OPERATONAL FACTORS ON REDISTRIBUTION
OF WHEEL PAIRS VERTICAL LOADS UPON RAILS ........................................................... 92
299
Larisa Gubacheva, Alexander Andreev, Daria Shevchenko
ALTERNATIVE FUELS FOR TRANSPORT ............................................................................. 99
Elizabeth Gusentsova, Alim Kovalenko, Manolis Pilavov
ERROR OF AVERAGE VELOCITY FLOW MEASUREMENT IN VENTILATION SYSTEM
CHANNELS ............................................................................................................................... 107
Nikolay Kasyanov, Alexandra Andrianova, Svetlana Mavrich
THE PROBLEM OF WORKERS PROFESSIONAL DISEASE ARISE
IN CONNECTION WITH DISPARITY OF THEIR
PSYCHOPHYSIOLOGICAL PREPARATION TO REQUIREMENTS
OF CERTAIN LABOUR ACTIVITY RESEARCH ................................................................... 112
Alexander Kravchenko, Olga Sakno
TIRE LIFE ADJUSTMENT ON THE COEFFICIENTS
OF OPERATIONAL AND ROAD CONDITIONS .................................................................... 121
Valerie Lahno, Alexander Petrov
MODELLING OF DISCRETE RECOGNITION AND INFORMATION VULNERABILITY
SEARCH PROCEDURES .......................................................................................................... 129
Alexsandr Lutsenko, Valentin Mohyla
COMPLEX RESEARCH RESULTS OF THE EVAPORATIVE
CONDITIONER FOR DIESEL LOCOMOTIVE CAB .............................................................. 137
Valery Malkov, Alla Vlasova, Pavel Nosko, Valery Stavitsky
METHOD OF THE DYNAMIC ANALYSIS OF THE MECHANISM ..................................... 145
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin
THE THEORY OF MATRIX MAGNETOSENSITIVE SENSOR
ON THE BASIS OF FERROPROBES ....................................................................................... 151
Vadim Miroshnikov, Nikolay Karmanov, Sergey Kostin, Natalie Martynenko
CALCULATION OF THREE-DIMENSIONAL FIELDS
IN TASKS OF DEFECTOSCOPY ............................................................................................. 159
Valentin Mohyla, Nikolay Gorbunov, Yaroslav Sklifus
THE COOLING DEVICE OF LOCOMOTIVE
WITH VAPORIZING COOLANT ............................................................................................. 169
Valentin Моgila, Yelena Nozhenko, Oleg Ignatev, Vladimir Nozhenko
IMPROVING THE ENERGY EFFICIENCY OF DIESEL
LOCOMOTIVES BY RATIONAL USING THE ENEGRY
OF ELECTRODYMANIC BRAKING ....................................................................................... 176
Grigoriy Nechaev, Galina Garkusha, Mаrina Makarenko
MANPOWER ROLE IN TRANSPORT LOGISTICS IN
GLOBALIZATION CONDITION.............................................................................................. 184
Boris Nevzlin, Dmitry Polovinka, Dmitry Serhienko
METHOD OF QUASIFREQUENCY-PHASE SPEED CONTROL OF INDUCTION MOTORS
.................................................................................................................................................... 190
Vladimir Pilipenko
TECHNOLOGICAL PECULIARITIES OF FORMING OF AXISYMMETRIC
UNREINFORCED CONCRETE PIPES ................................................................................... 198
300
Sultan Ramazanov, Nataliya Kalinenko, Larisa Rakova
THE USE OF IT-TECHNOLOGIES IN STUDENT
EMPLOYMENT USING A COMPETENCE BASED APPROACH ........................................ 207
Aleksandr Serebrjakov
STRENGTH OF GLUEWELD SEALS MADE
OF DISSIMILAR STEELS ........................................................................................................ 216
Tatiana Shinkareva, Anatoly Gedrovich, Anatoly Golofaev
URGENT PROBLEMS OF THE WORKING ENVIRONMENT
IN THE FOUNDRY ................................................................................................................... 225
Maksym Spiryagin, Valentyn Spiryagin, Iryna Kostenko
MODELLING OF A CONTROLLED TRACTIVE WHEELSET
FOR A BOGIE OF A RAILWAY VEHICLE BASED
ON NOISE SPECTRUM ANALYSIS ....................................................................................... 232
Valery Starchenko, Vyachеslav Buryak
DYNAMIC non – AXIS – SYMMETRICAL SUM ABOUT
THE TORSION OF THE ELASTIC HALF-SPACE WITH THE PUNCH .............................. 245
Valery Starchenko, Maria Pavlenko, Vyachеslav Ovcharenko, Andrey Manko
THE RESEARCH OF FRICTIONAL CHARACTERISTICS
OF MODIFIED CARBON – CARBON COMPOSITES ........................................................... 251
Yuri Svinoroev, Vladimir Kostrub
APPICATION OF COMPLEX POWER FUEL MADE
OF COAL-ENTERPRISES WASTES PRODUCTION
TECHNOOGY USING NEW BINDING MATERIALS ........................................................... 258
Vitaly Ulshin, Sergey Klimchuk
CASE-BASED REASONING METHOD FOR DIAGNOSTIC
DECISION SUPPORT SYSTEM OF BRIDGE CRANES ........................................................ 266
Vitalij Ulshin, Victoria Smoliy
AUTOMATED MANAGEMENT BY DESIGNER PREPARATION
OF PRODUCTION OF ELECTRONIC VEHICLES ................................................................. 276
Sergey Yeroshin, Sergey Miroshnik
IMPROVING THE STABILITY OF ROTATION RING
ROTOR WITHOUT MECHANICAL SUPPORTS ................................................................... 282
Olexsander Zakharchuk, Igor Bukhtiyarov
OPERATING MODES POWER SUPPLY MOTOR-FAN ON DIESEL LOCOMOTIVES
FROM TRACTION SYNCHRONOUS GENERATOR ........................................................ 290
Iryna Kostenko