Теплотехнические основы создания пароаккумуляторных локомотивов

The article deals with the problems of creating and using of locomotives run on stored thermal resources (steam) and intended for industrial enteerprises. The objectives of their development and introduction are still relevant and consist in implementation of economical and environmentally friendly locomotives for nonpublic access roads.Shunting operations are considered as an independent type of enterprises’ activity that is not related to their main activity. The locomotives of transport workshops used today for this purpose consume diesel fuel, which significantly increases the logistics cost of goods and reduces the final profit.The article considers one of the possible ways to make the thermal energy (steam) traditionally utilised for technological purposes, to perform other work, which from an energy-economic point of view will be done free of charge, since the cost of energy generation is already covered by the cost of products.For internal and access roads of enterprises, a version of a fireless locomotive with a traction force of 90 kN (9 t) has been developed. This machine does not need fuel but uses process  am obtained from stationary boilers of enterprises and accumulated in a high-pressure tank with thermal insulation.The locomotive was created based on the 9P type 0-3-0 tank locomotive, which was common before. The boiler with a furnace was replaced by a steam storage boiler, which is a closed cylindrical tank with a high degree of thermal insulation.The estimated time of operation of the machine on a single charge is 6–8 hours. The maximum estimated mass of the train on a straight section of the track at a speed of 30 km/h and a traction force of 83 kN•t is 3000 tons.The use of this type of locomotive makes it possible to save diesel fuel in the amount of 0,75–1,0 t/day, reduce repair costs by 90 % compared to a diesel locomotive, reduce the cost of maintenance personnel, get the opportunity to use it in enterprises requiring increased explosive and fire safety.An example of calculating the use of six locomotives at an oil refinery is given, which will give an annual saving of 1444 tons of diesel fuel, with a payback period of the locomotive itself of 3,2 years.В статье рассмотрены этапы создания и применения на промышленных предприятиях теплоаккумуляторных (пароаккумуляторных) локомотивов, цели их создания до сих пор актуальны – это разработка и внедрение экономичных и экологически чистых локомотивов для подъездных путей необщего пользования.Выполнение маневровых работ рассматривается как самостоятельный род деятельности предприятий, не связанных с их основной деятельностью. Применяемые сегодня для этой цели локомотивы транспортных цехов предприятий расходуют дизельное топливо, что заметно повышает логистическую стоимость грузов и снижает конечную прибыль.В статье рассмотрено одно из направлений использования тепловой энергии (пара), идущей на технологические цели, которую можно утилизировать для выполнения иной работы, что с энергоэкономической точки зрения будет выполнено бесплатно, так как стоимость получения энергии уже покрыта стоимостью выпускаемой продукции.Специально для предприятий и подъездных путей к ним разработан пароаккумуляторный локомотив с силой тяги в 90 кН (9 т). Он не нуждается в топливе, а работает на технологическом паре, который поступает от стацио-нарных котлов предприятий и аккумулируется в резервуаре высокого давления с теплоизоляцией.Локомотив был спроектирован на базе модели танкпаровоза 9П типа 0-3-0, который использовался раньше. Котёл и топка были заменены котлом с паронакопителем (закрытый цилиндрический резервуар с высокой степенью термоизоляции). Расчётное время работы машины на одной зарядке – 6–8 ч. Максимальная расчётная масса состава на прямом участке пути при скорости 30 км/ч и силе тяге 83 кН•т составляет 3000 т.Применение такого типа локомотива позволяет: экономить дизельное топливо в количестве 0,75–1,0 т/сут, снизить затраты на ремонт на 90 % по сравнению с тепловозом, уменьшить затраты на обслуживающий персонал, получить возможность использования на предприятиях, предъявляющих повышенные требования по взрывои пожаробезопасности..Дан пример расчёта применения шести локомотивов на нефтеперерабатывающем заводе, что даст годовую экономию дизельного топлива 1444 т, при сроке окупаемости самого локомотива 3,2 года

An automated deep learning pipeline based on advanced optimisations for leveraging spectral classification modelling

Na modelagem de deep learning (DL) para dados espectrais, um grande desafio está relacionado à escolha da arquitetura de rede DL e à seleção dos melhores hiperparmetros. Muitas vezes, pequenas mudanças na arquitetura neural ou seu hiperparômetro podem ter uma influência direta no desempenho do modelo, tornando sua robustez questionável. Para lidar com isso, este estudo apresenta uma modelagem automatizada de aprendizagem profunda baseada em técnicas avançadas de otimização envolvendo hyperband e otimização bayesiana, para encontrar automaticamente a arquitetura neural ideal e seus hiperparmetros para alcançar modelos robustos de DL. A otimização requer uma arquitetura neural base para ser inicializada, no entanto, mais tarde, ajusta automaticamente a arquitetura neural e os hiperparmetros para alcançar o modelo ideal. Além disso, para apoiar a interpretação dos modelos DL, foi implementado um esquema de pesagem de comprimento de onda baseado no mapeamento de ativação de classe ponderada por gradiente (Grad-CAM). O potencial da abordagem foi mostrado em um caso real de classificação da variedade de trigo com dados espectrais quase infravermelhos. O desempenho da classificação foi comparado com o relatado anteriormente no mesmo conjunto de dados com diferentes abordagens DL e quimiométrica. Os resultados mostraram que, com a abordagem proposta, foi alcançada uma precisão de classificação de 94,9%, melhor do que a melhor precisão relatada no mesmo conjunto de dados, ou seja, 93%. Além disso, o melhor desempenho foi obtido com uma arquitetura neural mais simples em comparação com o que foi usado em estudos anteriores. O deep learning automatizado baseado na otimização avançada pode suportar a modelagem DL de dados espectrais.info:eu-repo/semantics/publishedVersio

Occurrence of Calcium Oscillations in Human Spermatozoa Is Based on Spatial Signaling Enzymes Distribution

In human spermatozoa, calcium dynamics control most of fertilization events. Progesterone, present in the female reproductive system, can trigger several types of calcium responses, such as low-frequency oscillations. Here we aimed to identify the mechanisms of progesterone-induced calcium signaling in human spermatozoa. Progesterone-induced activation of fluorophore-loaded spermatozoa was studied by fluorescent microscopy. Two computational models were developed to describe the spermatozoa calcium responses: a homogeneous one based on a system of ordinary differential equations and a three-dimensional one with added space dimensions and diffusion for the cytosolic species. In response to progesterone, three types of calcium responses were observed in human spermatozoa: a single transient rise of calcium concentration in cytosol, a steady elevation, or low-frequency oscillations. The homogenous model provided qualitative description of the oscillatory and the single spike responses, while the three-dimensional model captured the calcium peak shape and the frequency of calcium oscillations. The model analysis demonstrated that an increase in the calcium diffusion coefficient resulted in the disappearance of the calcium oscillations. Additionally, in silico analysis suggested that the spatial distribution of calcium signaling enzymes governs the appearance of calcium oscillations in progesterone-activated human spermatozoa

Electron acceleration and relativistic nucleon production in the 2003 October 28 solar event

International audienceA flare east of central meridian on 2003 October 28 produced a relativistic particle event at Earth, although it was located far from the footpoint of the nominal interplanetary Parker spiral. From a study of the onset times of the event at different neutron monitors we conclude that the earliest arriving solar particles may be neutrons. The first relativistic protons (prompt component) arrived a few minutes later. Metre wave imaging suggests that electrons are not only accelerated in the flaring active regions, but at several places far away, including the western hemisphere. Simultaneous Type III emission and associated Langmuir waves demonstrates that these regions are connected to the Earth. We suggest that, like in a few other nominally poorly connected particle events, promptly escaping relativistic protons were not accelerated in the flaring active region, but at remote places in relationship with the global magnetic restructuring in the course of a huge coronal mass ejection

Electron acceleration and relativistic proton production at the Sun in the October-November 2003 solar events

International audienc

Electron acceleration and relativistic proton production at the Sun in the October-November 2003 solar events

International audienc