Purpose. One of the indicators of the track and rolling stock interaction, non-observance of which can result in a traffic safety violation, namely to derailment, is a condition for ensuring stability against the wheel flange climbing onto the rail head. The aim of this work is to create a methodology for practical engineering calculation of the resistance coefficient against the wheel flange climbing onto the rail head. The described methodology will have complete information both from calculation formulas and from reference materials, to eliminate the need to attract additional sources and special software. Methodology. The main objective of the implementation of this purpose is to bring the calculation of horizontal forces to the engineering level. Due to the complexity of the interaction process between the track and the rolling stock and the need to take into account a large number of factors that have an effect on the result, as a rule, complex dynamic models are used to determine horizontal forces. A possible solution lies in the assumption that for a specific type of rolling stock, the horizontal force can be calculated by linear dependence on the value of the unbalanced acceleration. For this, an analytical technique for calculating horizontal forces was used. Findings. The authors determined the missing coefficients for calculating the horizontal force depending on the unbalanced acceleration for some types of shunting locomotives and for a freight car taking into account its load level. Originality. In the work, scientific and practical approaches for the interaction analysis of the track and rolling stock in the horizontal plane acquired further development. Practical value. The proposed step-by-step methodology for calculating the stability coefficient makes it possible at the engineering level to carry out a practical analysis of ensuring the safety margin against the wheel flange climbing onto the rail head, which is necessary when investigating the causes of rolling stock derailment and for a number of other tasks related to movement in curved track sections.
Purpose. To evaluate the existing method of determining the relative wear of the rail in modern operating conditions of the railway track and to improve it. Methodology. An analysis of the existing method of determining the relative wear of rails was carried out to achieve the goal. 30 pieces of cross-sections of worn rails were processed. They were compared with the profile of the new rail. The actual wear area is determined digitally. Due to the measured values of vertical and lateral wear, calculations, corresponding analysis and research were carried out. Findings. The existing method of calculating the rail wear area is not relevant for modern rails and operating conditions. The inaccuracy is 60 %. A detailed analysis made it possible to establish a new mathematical dependence of the rail wear area on vertical and lateral wear. The condition of the wheels of the rolling stock is taken into account. Inaccuracy decreased to 3 %. Originality. On the basis of the conducted research, the concept of «pseudo lateral wear» was introduced for the first time. This is the vertical wear of the working face of the rail, measured as the lateral wear of the rail. Vertical wear of the rail is caused by the action of a vertical force. The mathematical dependence is given. This made it possible to clarify the value of parameter e for practical calculations and its physical meaning (e=50 mm2 with vertical wear greater than 1.5 mm, and e=20 mm2 with vertical wear equal to or less than 1.5 mm). Practical value. It is established that the relative wear of the rail is the sum of 94 % vertical wear and 30 % lateral wear for modern conditions. The physical essence of the specified percentages is the ratio of the average width and height of the vertical and lateral wear to the width of the rail head in the calculated plane. The physical meaning of relative wear is an estimate of the mass of worn metal. For every 1 mm of relative wear of the P65 rail, according to the refined methodology, there is 0.50 kg of worn metal per 1 m of the rail length.
Purpose. The article proposes a technical solution to the design of the root-fastening assembly of turnouts, which corresponds to the operating conditions of the railways. Methodology. To achieve the stated goal, the authors analyzed the existing designs of root binding of turnouts and formulated proposals that should be used when developing new technical solutions for root binding. The designs of root bonds should provide simplicity of construction, have a few number of parts, be repairable; allow to use of special devices for the mechanization of installation and dismantling works, have a few cost, provide high reliability. It must also to provide high accuracy along the width of the path. Structures should be able to control the width of the path to the standard indicators in the lateral direction, and if necessary (in a straight line). The designs of root bonds should be adapted for all climatic conditions of Ukraine. Findings. Proposals have been used in the development and improvement of technical solutions for root bonding. A root binding was developed which was called the root binding of the insert-nodule type P and an improved root binding was developed, the improved design was called the root binding of the insert-nodular type SD. The developed technical solutions for the design of root bonds meet the requirements, and with the current content of the switch, they solve the problem of the need to adjust the width of the path in the knit root node. Originality. It has been established that the technical solution of root fastening of the insert-overlay type of CD has advantages over the technical solution of root fastening of the insert-overlay type P since it has the ability to move the root of the wit by changing the position of the regulating element to the field side, thereby facilitating the current maintenance of the path. Practical value. Proposals were developed for regulating the width of the path using the regulating element of the root fastening of the liner-overlay type of CD, the proposals took into account the requirements for different operating conditions, namely for the main, receiving and other routes taking into account the corresponding tolerances for them, the corresponding schemes of the control plates are given.
In the given article the analysis of dynamic characteristics of the railway track with fastenings АРС-4 is presented.
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