Journal of Transsib Railway Studies V.2(62), 2025

This article discusses methods for improving the mechanical part of 2ES6 Sinara series freight mainline electric locomotives to improve their dynamic performance and traction properties. According to statistics, in 2024, mechanical equipment failures of 2ES6 electric locomotives ranked third in terms of the number of malfunctions, accounting for 8,5 % of the total number of unscheduled repairs. Using mathematical modeling, an assessment of the dynamic and traction qualities of locomotives with two types of spring suspension of the axlebox stage (standard and modernized) was made. It was found that at speeds from 40 to 100 km / h, the locomotive with a compensating device accelerates the body by 2 times, and the bogie by 1,8 times lower than similar indicators of a locomotive with a standard springing scheme. A simulation model of the traction motor suspension unit is proposed, which allows estimating the dynamic loading indices of the standard and improved traction motor suspension schemes of the 2ES6 locomotive. The simulation results showed that the stress concentrators in the traction motor housing are its support units, namely, the attachment points of the rod and motor-axial bearings. The simulation results correspond to the statistical data of traction motor failures due to the appearance of cracks in the housing, which confirms the adequacy of the model. An improved design of the traction motor suspension system to the bogie frame of the 2ES6 electric locomotive is proposed to reduce the negative impact of dynamic loads on the traction motor fastening units and the mechanical part of the locomotive. Theoretical studies of the improved design, carried out using a mathematical model, showed that at a locomotive speed of 80 km/h, the maximum stresses at the traction motor control points are reduced by an average of 30 % compared to the standard suspension scheme.

The paper is devoted to the consideration of the centralised architecture of control and train safety systems using digital radio data transmission channel, centralised architecture based on the application of cloud technologies and decentralised architecture. A complete ideal centralised architecture uses the principle of placing all the algorithms of the control and safety system on a central server. In a centralised architecture, the server has a database of the line with information on all its parameters, including control objects, permanent speed limits, objects in transit: complexes of technical means of control over the condition of rolling stock, control and dimensional devices, automatic crossing signalling and others. The architecture using cloud technologies also has a single database, but all data collection, analysis, data processing and train traffic control functions are concentrated on a central server platform located in specialised railway data processing centres and in a single dispatch centre, which can be geographically dispersed and interconnected by a single data transmission network. The article considers a decentralised architecture, which assumes the absence of any logical functions ensuring traffic safety on the side of fixed infrastructure devices. The purpose of this article is to develop architectures and justify the feasibility of their application. Technical solutions developed by different companies differ in implementation algorithms, applied interfaces, structural and architectural solutions and local operating conditions, which is a great inconvenience for operating personnel, as well as for making changes to the hardware and software part of the systems when changing track development and infrastructure elements. The practical significance of the article lies in the justification of the expediency of bringing to a unified architecture and a unified data format and unified interfaces of the train traffic safety system components.

The article focuses on the consideration of the issue of ensuring the safety of fine coals transported on open-top rolling stock in the matter of minimizing their losses due to blow-out. An aerodynamic model of the coal blow-out process during its transportation by open-top cars was created and studied in specialized software in the field of fluid dynamics research (CFD), which provided an opportunity to numerically estimate the size of coal losses from blow-out using data on the aerodynamic parameters of air flows flowing around the cargo surface. The study of the influence of train speed on the size of losses of fine coals from blowing was carried out by modeling the blowing process with varying train speeds from 20 to 140 km/h, which also allowed us to establish the speed of the beginning of the intensive blowing-out of small cargo particles - 40 km/h. This speed value is consistent with that obtained by scientists from the Siberian Transport University during mass experimental transportation of bulk cargo in the 60-70s of the last century, which indicates the adequacy of the results obtained during the modeling of the blowing process. The results of the study made it possible to estimate numerical dependences of the size of losses of coal fine particles due to blow-out from changes in train speed, which is important to consider when choosing coal-dust mitigation measures to reduce the size of losses from blow-out. Further refinement of the obtained dependencies for other fine-grained bulk cargo seems possible using the developed aerodynamic model of the blowing process, both by specifying the value of the critical blowing speed of an individual bulk cargo, and also due to the formation of the corresponding shape of the cargo surface, characteristic of a certain loading method and the parameters of the open-top car model, which affect the loading height, is an equally important factor determining the size of losses from blowing.

The article considers the problem of inconsistency between investment in reconstruction measures and new projects for the development of railway stations. Direct elimination of infrastructural errors requires serious material costs. The authors propose a way to reduce the negative consequences of structural imbalances in station design by means of simulation modeling. The simulation model most correctly displays the structure and harmoniously superimposes the technology of station operation, as well as takes into account the interaction of random technological processes and dispatch control. This is a promising approach using domestic developments in this industry. Since the cost of transportation infrastructure is extremely high, there are increased requirements for calculation and planning methods. The article describes the importance of using simulation models in the design of transportation objects. Examples of experiments on the model are given, proving the correctness of the calculation results. An important point is the automation of the process of building a simulation model, thanks to which random errors and inaccuracies leading to incorrect financial costs are excluded.

The subject of the research is a sub-rail foundation containing a viscous element. The purpose of the study is to evaluate the effect of including a viscous element in the elastic system (rails, sleepers, ballast, etc.) on the overall rigidity of a railway track. The design of a sub-rail foundation with a viscous element is described by the generalized Maxwell model and contains a shell filled with a Newtonian fluid, in particular air. Pneumatic shells with different thicknesses were considered. The modeling was carried out in the finite element analysis environment. Mathematical models of a track section with a sub-rail device containing a pneumatic shell were constructed. The calculation results showed the absence of a sharp increase in internal force factors and stress concentration in typical track sections when laying a sub-rail foundation with a pneumatic element. A change in the overall rigidity in the vertical plane did not lead to a significant change in bending stresses in the edges of the rails. With a small shell thickness, the bending stresses in the upper area of the sleeper decrease to 35 %, and in the lower area by 15 %. The maximum increase of up to 8 % is observed with a sharp difference in the shell thicknesses. Compressive stresses on the sleeper in the under-rail zone increase with a small shell thickness of the device due to the redistribution of forces to a smaller number of under-rail supports when the overall rigidity of the structure changes. Increasing the shell thickness to 40 cm leads to an increase in mechanical stresses of up to 20 %, which is an acceptable value with a large margin. The use of under-rail foundations with a viscous element is recommended for temporary railway tracks when laying them instead of ballast and sleepers, which allows for the track to be quickly laid and also quickly dismantled.

The subject of the research is the problem of "hot core" occurrence during intensive cooling of railway rails, which is critically important when preparing rails for fastening in the summer period. The aim of the work is to scientifically substantiate and propose methods for minimizing this phenomenon to ensure a uniform temperature field across the rail section. The research methodology includes an analysis of the influence of the limited thermal conductivity of steel on the formation of a temperature gradient and its negative impact on rail geometry, internal stresses, and fastening accuracy. The work proposes and substantiates methods for reducing the "hot core" effect, including cooling mode management (cascaded and phased intensity reduction), expanding active heat dissipation zones through multi-sided cooling, and applying comprehensive numerical modeling. The research results show that cascaded cooling with pauses effectively redistributes heat from the core to the surface, significantly reducing temperature gradients across the rail section, which is confirmed by numerical simulation results. Phased cooling intensity reduction prevents excessive gradients in later stages. Comprehensive numerical modeling allows not only to predict deformations and stresses but also to visualize optimal temperature fields, optimizing cooling parameters to achieve a uniform fastening temperature. The proposed methods ensure the stability and durability of continuous welded tracks. Effective external heat exchange management is key to solving the "hot core" problem. The implementation of the proposed strategies minimizes temperature gradients, reduces the risk of internal defects, and improves the accuracy of rail fastening, which directly affects their operational strength and safety.

The article is devoted to the development of a mathematical model for predicting time losses in railway container transportation. Losses are classified within the context of the lean manufacturing concepts: muda (waiting), muri (overburden), and mura (unevenness). The relationship between the magnitude of time losses, flow unevenness, and resource utilization was investigated using the mathematical tools of graph theory and queuing theory. An adapted Pollaczek-Khintchine formula was applied to calculate the average queue length and the expected container delay time. The proposed formula allows predicting the average time losses arising during container delivery, caused by the overburden of transport hubs and/or individual terminals, as well as container flow variability. Model verification was conducted based on real data from the Zabaikalsk railway border crossing point, demonstrating the adequacy of the forecast. However, improving prediction accuracy requires model modification by incorporating additional factors influencing queue formation, such as: service priority for specific flows, the non-deterministic nature of service speed, and other variables not accounted for in the current model version. Using the model, dependencies were established between a container's queue dwell time, the hub's utilization level, and the flow variation coefficient. The study showed that the impact of flow variability on the queue is more significant at high hub utilization levels. Therefore, under conditions of infrastructure shortage, it is critically important to ensure a reduction in container flow unevenness and uncertainty. Recommendations for reducing time losses were substantiated, including increasing throughput capacity, synchronizing train schedules, and distributing cargo along routes with minimal load. The conclusions have practical significance for container market participants, enabling them to predict delivery times and choose routes with minimal logistical risks and losses. The results can contribute to enhancing the overall operational efficiency of Russian railways.

This article provides a detailed analysis of relevant issues related to improving the efficiency of freight operations with railcars at freight railway stations and the adjacent access tracks. The main focus is on reducing excessive idle time of railcars, trucks, and other rolling stock by optimizing the technological sequence of loading and unloading processes, as well as by rationalizing the use of technical equipment. The study substantiates the need to equip freight handling areas with a sufficient number of modern loading and unloading machines to ensure timely handling of cargo arriving in railcars of various categories. In accordance with the actual intensity of cargo flows, the most heavily loaded fronts located on critical paths are identified, and their optimal distribution is proposed, taking into account the quantity, performance, and workload of the technical resources in use. This systematic approach creates real preconditions for timely completion of all freight operations within the established timeframes, minimizes the risk of delays, and ensures a steady workflow at the station. The article also suggests ways to further improve the organization of local station operations through the development of a rational and balanced daily schedule. The use of network planning methods makes it possible to accurately identify critical operations, delays in which may cause schedule disruptions, and ensures reliable coordination of all stages of railcar handling. As a result, comprehensive improvements in the efficiency of freight station management and its operational performance are achieved. To prevent the idle time of transport vehicles during the delivery and removal of these railcars, it is advisable to carry out this process using Microsoft Project software for better organization.

In the current operational environment of the transportation sector, where energy-efficient organization of production processes plays a important role, it is essential to consider the characteristics of these processes that impact energy resource consumption. This article argues for the necessity of accounting for the features of different types of freight trains when establishing a system to manage energy resource expenditure for their traction. The article presents the results of testing the homogeneity of data samples on the value of specific energy consumption for traction of freight trains of various types in ranges of the average axle load of a car in a train at one of the sections of operation of locomotive crews of JSC Russian Railways. Using a stepwise regression method with variable exclusion, researchers developed regression models for different types of freight trains that describe their electricity consumption for traction. The forms of regression equations vary among different types of freight trains when compared within identical ranges of average axle load. This variation highlights the importance of a tailored approach to managing energy resource consumption for each train type. The evaluation of the quality of regression models, created from data on individual train trips and generalized data on freight train journeys, demonstrated that clustering data by train type enhances the accuracy of models used to calculate specific energy consumption for traction. Consequently, the research findings can aid in optimizing energy resource management and improving overall efficiency in railway operations.

The relevance of optimization of thermal operation and design of furnace plants with a chamber high-temperature metal heat treatment regime is considered. The methodology of their comprehensive optimization is given. The complex optimization of the furnace unit is part of an interrelated and complex evaluation of the influence of each element of its functional scheme on the thermal performance of the plant. The functional scheme of the kiln installation includes the fuel supply and heating system, the equipment of the air supply system with a recuperator for heating the air going to burn the fuel, the system of disposal in the environment of the leaving from the working space. The development of fuel combustion products with equipment for their low-temperature recycling. The method of complex optimization of furnace installation allows to determine the values of optimal parameters of thermal operation and design of furnace installations on the basis of system analysis and system approach. The method ensures the establishment of an optimal relationship between fuel consumption, metal oxidation losses, total costs for heat treatment quality of the metal, achievement of optimum proportions in the distribution of investments between individual units and elements of the furnace plant. This optimizes the internal structure of the furnace system. A functional scheme of the furnace installation and a schematic for its complex optimization when solving the problem of its feasible design are proposed.

The article develops a methodology for optimizing the operating regimes of a water management system, taking into account the influence of the natural reservoir of water resources - the Kamenskaya floodplain. The foundation of the research is the assessment of the synergistic cost of water resources as an integrated indicator of reliability, environmental friendliness, and socio-economic efficiency. The aim of the work is to create a methodology that reconciles the interests of the power industry, navigation, and ecology to enhance the energy efficiency of water management systems. To achieve this goal, methods of water-energy nexus analysis, calculation of hydropower plant (HPP) firm power, an optimization block for HPP operating regimes, as well as the application of marginal utility theory and the profit maximization criterion (MR = MC) were used. The methodology is based on a combination of optimization approaches and economic principles, enabling the consideration of conflicting interests among various stakeholders in water management activities. The scientific novelty lies in the proposal of unique techniques with no global equivalents: calculation of firm power, determination of marginal water costs, and the use of indifference curves for balancing the interests of water users. The developed approach allows for the justification of electricity tariffs for a given generation output, as well as solving the inverse problem - determining the optimal power production level for a given tariff. The research results are applicable to the management of water management systems, especially under conditions of stochastic energy sources, such as hydropower. The proposed methodology can be used to improve energy efficiency, ensure environmental sustainability, and comply with non-power requirements during the operation of hydraulic structures. The obtained data were validated using the case study of the Novosibirsk HPP. The conclusions demonstrate the high practical significance of the proposed techniques, their applicability in the real-world operation of complex water management systems, and their potential for integration into sustainable water sector development strategies.

The growth of production capacity requires a constant increase in fuel consumption, which leads to an inevitable decrease in fossil fuels, whose reserves are limited. As a result, it is necessary to gradually switch to the use of secondary energy resources, in particular, the use of secondary gases generated as a result of production processes. This article discusses the use of natural gas conversion by adding it to a high-temperature converter gas stream in order to reduce its temperature to reduce the thermal load on the heating surface and further use as the main fuel in power units. Using the Ansys Fluent universal software package, a computational model of a natural fuel converter gas pipeline was developed, and the distribution contours of the composition and temperature of the fuel mixture formed by the chemical interaction of gases were obtained. The analysis of the obtained fuel mixture was carried out, and the efficiency of the obtained synthesis gas was compared with the initial fuel. It was shown that as a result of a chemical reaction, the resulting gas has an increase in thermal efficiency by 64 %. The results of this study demonstrate the possibility of further application of the resulting fuel mixture as the main fuel for technological processes.

The article discusses the issues of improving safety when performing production work near railway tracks, which are associated with a high level of risk for personnel. The purpose of this work is to develop and substantiate a promising system for notifying work crews about the approach of rolling stock, which can increase the effectiveness of safety measures at railway infrastructure facilities. The methodological basis of the study was the analysis of the causes of accidents related to the shortcomings of existing warning systems, as well as modeling the signal generated by an electromagnetic sensor when the wheel crest passes over it. To implement the system, it is proposed to use the LoRaWAN network and LoRa radio modules combined with Arduino microcontrollers. As part of the research, a structural diagram of the system and a working layout have been developed, including transmitting devices with a composition detection sensor and receiving devices integrated into workers' signal vests. As a result, a mathematical model of the signal generated by a change in the magnetic flux caused by the wheel approaching the sensor has been obtained. The dependence of the magnitude of the electromotive force on the position of the wheel relative to the coil is proved. Graphs of the dependence of the magnetic flux and the induced signal on the transit coordinate are constructed. The proposed system can be used as the main or auxiliary means of notification during repair and other work near the tracks. The conclusion is made about the prospects of the development for implementation in the industrial safety system of Russian Railways. The proposed system has high potential efficiency, can function independently and independently of weather conditions, and also serve as a reliable complement to the work of alarm systems. The introduction of this technology can significantly reduce occupational injuries at railway infrastructure facilities.

This article examines the enhancement of local control and monitoring systems for railway turnouts at stations based on wireless technologies. Instead of the traditional four-wire turnout control scheme, a wireless communication system utilizing a microcontroller and LoRa radio module is proposed. A custom-developed application installed on a tablet authenticates users via login credentials, password, and an NFC card. The application provides functionalities such as viewing the current status of the turnout, switching it to the required position, sending control commands, and recording and archiving operational data. Each command issued is saved both in the tablet’s internal storage (local database) and in a remote server database via the internet. For every command, parameters such as date, username, turnout number, status, and type of operation performed are logged. The newly developed scheme and mobile application enable wireless control of turnouts from the locomotive cabin, creating the possibility of performing shunting operations without the involvement of a shunting operator. The article presents the system’s operating algorithm, user interface, schematic solutions, and key functions of the tablet application. Furthermore, a structural diagram of the wireless turnout control system and a practical model based on an experimental prototype are provided. During the development of the software and hardware solutions, the requirements for ensuring traffic safety based on switch control schemes were thoroughly analyzed and taken into account through the following measures: prior to switching to local control, the section’s occupancy status is automatically verified; the switch position is visually indicated on the tablet; and all commands issued by the user are archived in both local and server databases. Furthermore, the ability to remotely control the switch enables safe operation without the involvement of a maneuvering agent. The proposed approach is considered technically suitable and practice-oriented for implementation in the automation of railway infrastructure.