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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.

Based on the analysis of the empty rolling stock on the Krasnoyarsk and East Siberian Railways, the technical parameters that have a significant impact on the unloading of the wheel of the first wheel pair in the course of movement are determined. The design features of wagons influencing the safety coefficient of train traffic are considered. Statistical processing of these gatherings, according to the materials of official investigations, revealed a number of interesting features. One of them is non-normalized total gaps in the sliders along the diagonals of the wagons. This fact in the movement of empty car causes misalignment of the body, which in turn leads to a redistribution of the loads acting on the spring kits on the sides of carts and wagons. The influence of elastic suspension parameters (height, spring break) on the redistribution of loads acting on the sides of the trolley is considered. The misalignment of the body of empty wagons, especially wagons with a sufficiently small mass of unsprung parts and a high center of gravity, leads to a significant reduction in the safety factor. The calculation of the transverse guiding forces acting at the point of contact of the wheel and rail, as well as their effect on the unloading of the wheel. It is revealed that the body skew leads to a significant increase in lateral force, which affects the stability of the empty rolling stock.

Currently, in the brake system of operated cars, there is a problem of lack of brake pressure on the wheel, which is necessary for the movement of the train at a set speed in accordance with the regulatory documentation. This is due to the tendency to increase the mass of trains and the maximum load of cars with a constant tare weight, which requires an extended range of pressure control in the brake cylinder by an air distributor or auto mode, depending on the load of the car. To solve this problem, calculations were made of the braking coefficient of cars equipped with air distributors № 483, which showed that the freight car was not equipped with brakes to run as part of a train at a set speed. In the course of engineering studies, it turned out that increasing the spring rate of loaded and medium modes can increase the adjusting range of the air distributor and partially solve the problem of lack of brake pressure. Thus, it is proposed to recalculate the stiffness of the adjusting spring. Calculations of the rigidity of regular and proposed springs were made. The braking coefficient has been recalculated, taking into account the increased spring constant. As a result, this coefficient has increased, which makes it possible to remove speed limits. The proposed method for upgrading the air distributor can be carried out on all types of repairs, which facilitates the implementation process.