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The operational reliability of the electrification and power supply system and the associated traffic safety is mainly determined by the technical condition of the contact network-an element that is extremely difficult to reserve in any way. The state of the contact network devices of the East Siberian railway is indirectly characterized by periods of electrification of sections. The equipment of the contact network, put into operation in the 1960s and 1970s, has developed its design life, does not have the required load capacity enough and reduces the reliability of the electrified section. The article shows that the purpose of improving the reliability of electrical equipment in the operation of power supply devices is to predict the state of its elements, in particular the metal supports of the contact network, as an object of study. Correctly assess the state and resource of the contact network devices will allow the use of the latest diagnostic systems by personnel in practice, using mathematical apparatus and modeling methods. It is shown that by monitoring various parameters characterizing the support, it is possible to detect a change in the technical condition of the object of study in time and to carry out maintenance in the period of time when there are deviations of parameters beyond unacceptable limits. The statistical data on the state of the support economy at the VSZHD are summarized, the main types of damage to metal support and supporting structures are given. It is shown that new types of damage to metal structures, not classified earlier, are revealed, that qualitative and quantitative assessment of the state of metal supports of the contact network, which have various structural damage is possible using methods, modeling, simulation and evaluation of the state of structures. FEMAP, an independent computer-aided design system from Siemens PLM, is used as an independent full-featured environment for modeling, simulation and evaluation of the results of the analysis of the characteristics of metal supports of the M6/10 model

The article deals with the issue of the formation of defects of thermomechanical origin (sliders) on the rolling surface of wagon wheels during their skidding along the rail, since such defects affect traffic safety to a greater extent. In addition, such defects on the tread surface of the wheel are difficult to eliminate in the repair industry. It is known that the slider is formed when the wheel is jammed and its translational movement (sliding) along the rail, the so-called skid. As a result, in the area of contact between the wheel and the rail, intensive wear of the wheel material is observed, as a softer element, and a wear area (slider) is formed. The slider is evaluated by such a parameter as the depth relative to the wheel tread. An algorithm for calculating the depth of the slider is given under the condition of a short-term movement of the wheel along the rail skidding. The initial data were determined and a calculation was made with the construction of graphs that reflect the dependence of the slider depth on the speed of the rolling stock and the load on the axle of the wheelset during short-term skidding. A technique for calculating the maximum temperatures in a pair of sliding friction "wheel-rail" is described. The values of the maximum temperatures in the contact patch are calculated when the wheel moves along the rail skidding. Based on the results of the calculations, graphs of changes in the maximum temperatures on the wheel tread surface in the area of friction on the rail under various operating conditions were plotted. An assessment is made of the possibility of indirect determination of the depth of the hardened metal layer in the area of the slider, depending on its dimensions, measured when the wheelset was received for repair.

In this paper we consider an alternative method to solving problems of technical diagnostics of railway wheels, which consists in developing a system for monitoring critical states of near-surface layers of metal, which has the ability to detect incipient defects in the metal structure of the rolling surface of a wheel.

The necessity of searching for new methods to improve the dynamic rationalized properties of the traction drive, which does not create contradictions between the conclusions based on the results of numerical parametric analysis and the results of the analysis of nonparametric factors, is established. A modified base point method is proposed that takes into account the possible presence of areas of conservatism of a rational parameter and provides for a procedure for checking for conservatism. The search results using this method for a rational version of a traction drive with a support-frame suspension of an electric motor and a gear reducer coincide with the empirical choice of different manufacturers of locomotives.

Issues related to the wear of the rail and wheel tread of a locomotive are always of great interest to both operational services and scientists. Knowledge of the influence of technical and operational factors on the intensity of wear of the materials of the contacting bodies would save material and financial resources. The proposed article is devoted to determining one of these parameters, namely, the depth of indentation of the material of the rail head into the material of the wheel rim flange. The force interaction of the bandage crest and the rail head occurs mainly at the level of irregularities in the contact area. The wear of the material of the contacting bodies will be determined by the depth of penetration of irregularities in the contact area and the speed of relative slip. An important parameter for assessing the magnitude and nature of wear is the relative penetration depth of the contacting bodies. In this case, the magnitude of the collapse of one of the contacting bodies is equal to the depth of penetration of another body into it. Calculations of the main radii of curvature of the surfaces of the rail head and bandage crest at the point of their contact are made, and the dimensions of the contact area are determined. As a result, expressions were obtained for calculating the depth of mutual penetration of the materials of the shroud crest and the rail head. The rail head material has a deeper penetration into the shroud tongue material. The force contact between the bandage crest and the rail occurs mainly within the limits of plastic deformation of their materials. Formulas are obtained for determining the magnitude of the approach of the contacting bodies and the highest normal stress in the contact zone. An estimate of the values of the collapse of the material of the rail head and the bandage crest was made, which makes it possible to judge the percentage of their wear. With force contact, the wear of the wheel rim flange is much higher than the wear of the rail head.

This article is about technical and economic indicators of the operation of freight locomotives at the ranges of Russian Railways. The most attention is paid to such indicators as train mass, fuel consumption, technical and district speed. There is an analysis of technical and economic indicators during the period from 2010 till 2019. Based on the analysis of technical and economic indicators in the real mode of operation of freight diesel locomotives it's presented calculation of dimensionless train mass coefficients, fuel efficient use, district and technical speeds. The presented calculation fully characterizes as well using degree of technical and economic characteristics of diesel locomotives in of power and time as the effectiveness of system organization in their operation. To know the operating modes of diesel-generator sets of diesel locomotives in train work is source material for the analysis of technical characteristics of locomotive power equipment and making recommendations on their optimization in relation to operating conditions

At this time the traction electric motor (TEM) is one of the most important elements of the design of rolling stock, since the safety and stability of the transportation process on the railway network of JSC "Russian Railways" depends on its uninterrupted operation. This article is given a detailed analysis of the TEM failures of diesel locomotives of the 2,3TE10 v / series and the assigned fleet of the Novaya Chara locomotive depot of the East Siberian Traction Directorate. The section of circulation of diesel locomotives from Taksimo station to Hani station is one of the most difficult not only in the borders The East Siberian Railway, but also the entire railway network of the country. The analysis of the statistics of the reasons for the failures of the TEM of locomotives of the Novaya Chara locomotive depot for 2006 - 2012 showed that there is a rather extreme operation mode and that most of the failures are due to the breakdown of the insulation of the anchor winding of the TEM. During a research trip to the diesel locomotive maintenance site, a team of IRGUPSA scientists conducted full-scale measurements speed of movement, driving mode of the train, heating temperature of the TEM, taken into account the climate factors - ambient temperature, relative humidity, pressure and others. After studying the available information, it was proposed to additionally coat the insulation with FL-98 varnish in order to maintain and restore its properties in the conditions of the Winter locomotive depot during TR-3. IRGUPS has been working for a long time to study the process of drying insulation using infrared radiation (IR). The effectiveness of this method has been proven by numerous experimental studies. Several PhD theses have already been defended in various dissertation councils on this topic. This article presents also the statistics of failures of operated TEM already with additional varnish-impregnated insulation of open frontal parts after the implementation of measures based on the results of the work of the IRGUPS group of scientists. It is established that the method of applying the compound to the insulation of the frontal part of the windings of electric machines and encapsulating it with the help of IR radiation energy is effective in combating TEM failures due to insulation breakdown.

At present, the “Afrosiyob” high-speed passenger train runs on the Tashkent - Samarkand, Samarkand - Karshi, Samarkand - Bukhara sections. In the near future, it is planned to launch freight trains on sections of the Bukhara-Misken route. On high-speed double - track sections Tashkent - Samarkand, Samarkand-Navаi, the movement of freight trains is combined with passenger trains. Which, in turn, negatively affects the throughput of stations and hauls. In connection with this, the actual issue is the movement of freight trains on these sections. Additional research is needed to increase the capacity of sections where freight and high-speed passenger trains run. The article considers options for the aerodynamic interaction of freight and high - speed passenger trains moving in one or the opposite direction. At the same time, the idea of the safe organization of freight trains during the movement of high-speed passenger trains was put forward. As a result of this study, the possibilities of carrying cargo trains in one direction or in the opposite direction are determined by ensuring the safety of movement on two-way parcels in which high-speed “Afrosiyob” high - speed electric trains travel. This makes it possible to develop recommendations for more effective use of the ability of parcels to conduct trains. When calculating the aerodynamic interaction, scientific ideas put forward by scientists from Europe, the USA, Russia and other countries were analyzed. Methods for solving the Navier - Stokes equations using existing programming models are described.

The article presents an analysis of the failures of the mechanical components of the mainline electric locomotives 2ES6 «Sinara» in operation at the landfill of the West Siberian Railway, the causes and consequences of failures of the most vulnerable nodes are determined. The analysis of failures of the mechanical components showed that a significant share of them falls on the components of the wheel-motor unit of the locomotive. The analysis of the design features of the crew part is carried out. The main structural difference of suspension is the absence of leaf springs in the axle box stage, which were widely used on electric locomotives of previous generations. In the body stage, helical springs (Flexicoil) are used instead of the cradle suspension. The connection of the traction motor with the trolley frame is a pendulum. The suspension of the traction motor to the trolley frame is carried out through a leash. When considering the vibrations of railway carriages, it is customary to represent the locomotive and the track as a single mechanical system. The task of forming a mathematical model of the «electric locomotive - path» system is set and a mathematical model of vertical vibrations of an electric locomotive is formed taking into account the dynamics of wheel-motor blocks based on the Lagrange equation of the second kind in the form of a matrix equation, which allows us to assess the loading of mechanical components in operation. The mathematical model represents a system of differential equations in which six equations determine the fluctuations of the bouncing and galloping of the body and trolleys, four - the galloping of wheel-motor blocks, four - the bouncing of wheel pairs together with the reduced mass of the track. The obtained mathematical model makes it possible to determine the level of dynamic loading of the components of the mechanical part of the electric locomotive 2ES6 «Sinara» by integrating the matrix equation using the MathCAD application package.

The article is devoted to the issue of power loss measurement in DC traction networks. The purpose of the work is to define the indicators characterizing the degree of determining the energy loss values accuracy when using the method of restoration of the train situation. In the article the analysis of methodical error the value arising at measurement of power losses in a traction DC network is conducted. The occurrence of the error is caused by the indirect measurement method, which is based on the principle of synthesis of instantaneous circuits in real time. The synthesis is based on direct measurements of currents and voltages on the busbars of adjacent feeding and switching points, for example, a traction substation and a sectionalizing station. The data obtained are processed in accordance with the algorithms adopted in the article, as a result of which the coordinates of loads and their current consumption are calculated. In the process of synthesizing instantaneous circuits, it is possible that such a train situation may occur, which will lead to the emergence of a methodical measurement error, due to the peculiarities of the logical and mathematical apparatus of the train situation recovery method. In this paper, has been performed a probabilistic analysis of the possibility of occurrence of methodological error when several traction loads will be present simultaneously on the measuring section, that is, the dependence of the occurrence of the measure of uncertainty on the daily size of train traffic and the dependence of the occurrence of the measure of uncertainty on the minimum inter-train interval. As a result of the study, the proposed method application the limits were established by energy loss measurement the permissible error the criterion. The methodological error the value of the measurement at different variants method of movement on the railroad studied section was assessed

For a radical solution of the issue of extending the service life of wheelsets of the freight cars, it is proposed to weld not only serviceable wheels, but also wheels to be pressed against an unacceptable rim thickness. It is shown that in multilayer surfacing, the possibility of obtaining high quality metal becomes more difficult, and heating of a thin rim can have an adverse effect on the gap between the inner surfaces of the wheels. The purpose of the work is to optimize the technological parameters of the multi-electrode surfacing mode, determine the amount of warpage of the wheel disk and study the quality of the deposited metal during operational tests of wheel sets. Experimental surfacing was carried out on the optimal parameters of the multi-electrode process, and a method for measuring the value of wheel warping in conditions of multilayer surfacing was proposed. The results of studies on the influence of the multi-electrode surfacing process on the metal structure and wheel warping are presented. It is shown that under the optimal surfacing mode, favorable conditions are created for obtaining fine-grained structures in the near-seamed zone. Field tests of the freight cars wheel sets were carried out to determine the efficiency and reliability of the method of automatic multi-electrode surfacing of the wheel rim. The task of the tests was a comparative assessment of the resistance of the wheels under study to defects and wear. The implementation of the task involved obtaining data for the wheel sets being researched on the number of cases of wheel failure due to the insufficient quality of the welded surfacing metal. It was found that wheel warping does not cause any dangers that threaten traffic safety, and the weld metal has the necessary resistance to cracking under the action of operational loads.

This article presents the rationale for the need to change the methodology for determining the absolute and relative values of energy losses to train traction. It is shown that when determining the relative value of the losses, it is necessary to take into account the amount of recovery energy returned to the contact network by electric rolling stock meters. To increase the accuracy of determining the absolute value of losses, it is necessary to take into account the energy consumption for the needs of the traction power supply system for prophylactic heating and smelting of ice on the wires of the contact network, as well as to ensure uninterrupted voltage on inactive electrified sections of railways. A formula is proposed for estimating the component of electric power losses in the contact network from the flow of energy recovery taking into account changes in the methodology for determining the loses of electric power for train traction.

The article outlines modern approaches to determining the maximum permissible continuous current of current collectors when stopping and in motion. The features of techniques that reliably take into account operational factors when conducting tests in laboratory conditions are considered. A mathematical model is given for studying the distribution of current load in emergency mode of breaking a current-carrying shunt.

In this article, the currently existing methods for determining such a technical parameter as the sliding friction coefficient were considered. The coefficient of friction is one of the main parameters characterizing the operation of tribological pairs of any engineering system. Stable and efficient operation of tribological pairs in such systems, along with high strength and fatigue characteristics, are not only the basis of safety, but also a promising direction in terms of economic benefits in the design and operation of various devices and systems. Accordingly, this area of research is very relevant for the railway industry, and for railway rolling stock in particular. This is caused by a large number of friction pairs in different nodes of passenger and freight cars, locomotives, ensuring safe and uninterrupted movement of rolling stock as a whole on iron drogs. Tribological processes are important both directly during movement and during braking processes. In this matter, the factor of determining and analyzing the sliding friction coefficient comes to the fore. One of these friction pairs is the «pad-wheel» system, which is the executive body of the braking system of a railway train. Optimization of contact in this system is one of the determining factors for the growth of braking efficiency during braking, increasing the working life of the elements of the friction pair, reducing the likelihood of defects. The search for new approaches to the study of friction issues is a direct catalyst for scientific and technological progress in the engineering industry.

In article the design of an automatic pneumatic brake of the car with the braking accelerator is offered. Use of the developed accelerator of braking of an automatic pneumatic brake by freight cars allows to reduce a brake way of the train and to reduce longitudinally dynamic forces in the train when braking.

It’s investigated and analyzed the operations which carried out by assembled trains in the section, developed the mathematical model which ordered the time traffic of assembled trains, in supposed an effective method in shortening of time in traffic of trains between of two technical stations.

Paper is devoted to the development of an improved algorithm for calculating the traction power supply system for further practical implementation in order to improve the accuracy of calculations of the traction power supply system by combining traction and electrical calculations with considering the current train situation. The relevance of the task is due to the need to improve the accuracy of calculations of throughput and carrying capacity under the conditions of power supply devices with considering the criteria for energy efficiency of the transportation process. The available solutions to this problem in the form of ready-made software systems and algorithms are considered. A numerical experiment was carried out for the DC section in the program "Complex of calculations for traction power supply", which showed that the relative error that determines the convergence of traction and electrical calculations is from 1.6 % to 5.1 %. The main reason for the discrepancy is the insufficiently correct calculation of the voltage at the current collector of the electric rolling stock. An improved algorithm for calculating the traction power supply system is proposed. The distinguishing feature of this algorithm is the implementation of a clarifying full traction calculation before compiling instant schemes and instant electric and traction calculations. As a result of the research, a general algorithm for joint traction and electrical calculations with considering the parameters of railway sections and the current training situation has been developed,. A conclusion about the advantages of the proposed algorithm and promising directions for further research is made.

The article discusses the design features of the mechanical and crew parts of the passenger electric locomotive DC EP2K, which directly have or causes an impact on the rail track. The purpose of the work is to consider the features of the interaction of the crew and the track when moving this electric locomotive in small radius curves by evaluating the forces arising in the "wheel-rail" contact of the three-axle bogies of the EP2K electric locomotive under these conditions. The need to solve such a problem is caused by the results of the analysis of statistical data on the wear of the ridges of the wheels of EP2K electric locomotives. These electric locomotives are operated at the united railway landfill, where there are a large number of curved sections, including curves of small radius. To achieve this goal, a design scheme of a three-axle trolley of an EP2K electric locomotive has been compiled, which allows a quantitative assessment of the forces acting in contact with the wheel ridges with the relay heads. According to the calculation scheme, a system of equations has been compiled, the solution of which makes it possible to estimate the forces between the ridge and the inner face of the rail head. Based on the results of the calculation of the guiding forces of the wheel pairs of the three-axle bogie of the EP2K electric locomotive, it is concluded that the values of the guiding force acting on the second wheel pair are comparable to the forces acting on the first and third wheel pairs, and in some variants even exceed the values of these forces. The obtained results can be used for further research on the development of measures aimed at reducing the wear of the ridges of the wheels of electric locomotives of the EP2K series under operating conditions.

The paper deals with benefits of a new rectifier-inverter converter of an electric locomotive based on IGBT-transistors. Main directions of heavy haul traffic's development are considered for Siberia and Russian Far East electrified railways. Throughput and carrying capacity of power supply devices extremely depends on the voltage level in the catenary network of electrified sections of railways. Objects of our research are electric parameters of the 25 kV, 50 Hz AC traction power supply system. Operation parameters of two different types of the electric locomotive’s rectifier-inverter converters are calculated and discussed. We investigated operation parameters for thyristor-based and IGBT-transistors- based rectifier-inverter converter. Current and voltage curves for the thyristor and the transistor type of the rectifier-inverter converter are given and discussed. Similarity factor of current curves for electric locomotives was calculated by equivalent sinusoid’s .method. Quantitative assessment of the voltage level, currents and voltage losses in the AC catenary network is given. The graph-analytical method was used for constructing currents and voltages vector diagrams. It is proved that electric locomotives with a new rectifier-inverter conversion based on IGBT transistors provides a reducing of the total voltage losses in three times in the traction network comparing the thyristor conversion's operation.

The reliability of diesel locomotive operation largely depends on its temperature conditions. The stability of temperature conditions should be provided by the cooling system, which regulates the heat removal from the coolant depending on its temperature and the operating mode of the diesel engine. During operation, with the existing algorithms for the operation of standard cooling systems, significant temperature drops of the coolant are observed over fairly short time intervals. This negatively affects the reliability of the diesel engine. On different series of diesel locomotives, the system for regulating the operation of refrigerator fans may differ significantly. To regulate the air flow through the refrigerator sections, an algorithm is used to turn on or off a certain number of motor fans or to change the oil flow through an axial piston type hydraulic machine, or to regulate the oil level in a torque converter. To develop an algorithm for controlling the operation of the cooling system in order to stabilize temperature conditions, it is necessary to study the processes implemented in operation. The article presents the results of the study of temperature fluctuations of the coolant during the operation of locomotives. According to the results of the study, the realizable rates of increase and decrease in the temperature of the coolant, taking into account the inertia of the process, are established. It has been established that standard cooling systems do not allow exceeding the established limits, but do not exclude significant changes in the temperature of the coolant when changing the operating mode of the diesel engine. The obtained results can be used to improve the management of heat exchange processes in order to stabilize the temperature conditions of the diesel engine, which will increase the reliability of its operation.

Resistive heating of the pantograph head due to the flow of traction current through the conductive elements of the upper node, has an uneven distribution along the frame structure and depends on the location of the contact wire on the insert. The aim of the work is to develop a mathematical model for calculating power losses in the pantograph panhead, allowing to estimate its value, taking into account the zigzag of the contact wire during the movement of electric rolling stock. The subject of the study is the pantograph panhead. The paper gives an example of calculating the frame skid of a pantograph equipped with carbon strips. Experimental studies of the current distribution over the shunts of the panhead depending on the position of the contact wire were carried out in February 2021 in the laboratory "Designs of contact networks, power lines and current collection devices" using a complex for testing current collection devices. The calculation of the heating power of the panhead is determined by the Joule-Lenz law. The results of the calculation showed that the maximum heating power is observed when the contact wire is in the middle of the panhead, while the places of the greatest losses located along its edges are above the places where the shunts are attached. The model makes it possible to obtain a functional dependence of the heating value along the panhead. The obtained results of the skid heating power distribution make it possible to supplement the complex model of the thermal state of the pantograph developed at the Omsk State Transport University with the participation of the authors of the article. The versatility of the developed model makes it possible to investigate various zigzags of the contact wire and evaluate the effect on the distribution of traction current along the panhead, depending on the location of the shunts and their number.

Improving the efficiency of the main activities of JSC «Russian Railways» is currently a relevant and significant issue. According to the provisions of the company main strategic documents, the key performance indicators for the locomotives are to be improved by 2025 and continue so until 2035. The paper deals with the analysis of problems and proposals for improving the management of electric locomotives that carry most of goods on the railways of the Russian Federation. The paper analyzes the possibilities to improve the main operational indicators of locomotive complex by increasing the efficiency of the organization of electric locomotives operation. One of the key performance indicators of the locomotive complex is the average daily performance of electric locomotives. To improve this indicator, it is necessary to increase the amount of work per unit of electric traction rolling stock. The given paper proposes two ways to achieve this. Firstly, it is the qualitative improvement of advantageous locomotives, increasing their traction properties; secondly, the improvement of the technology used to manage traction systems. The paper shows that in order to achieve the company targets, JSC «Russian Railways» has to necessarily implement the second solution, namely, introduce and improve the polygon technologies for managing traction resources and switch to extended railroad hauls of electric locomotives. The paper presents the main requirements and conditions for implementing these technical solutions.

The article presents the results of the development and implementation of a method for controlling the technological processes of repairing locomotives based on network planning. The methodology allows you to track online bottlenecks during current repairs and reduce the duration of the critical path by varying the time indicators of events and works, using the aggregate-nodal repair method, redistributing resources between critical and non-critical works. The developed methodology is based on the adjustment of basic repair networks, taking into account the workload of process equipment and repair personnel, the availability of spare parts and materials, the need for unscheduled work during the planned installation of a particular locomotive for repair. This approach was implemented within the framework of the automated control system (ACS) «Network Schedule» and provides control and adjustment of the implementation of technological operations according to the indicators of technological preparation of repairs. An algorithm has been developed for determining a generalized performance indicator when assessing the quality of functioning of an automated maintenance and repair control system for a locomotive in service locomotive depots.