It is known that one of the main factors reducing the shortage of shunting locomotives at railway stations and leading to a reduction in their employment time due to increased labor productivity is the state of equipment of the railway station infrastructure with SCB devices. This article presents a way to attract low-mobility shunting locomotives by reducing the duration of employment of shunting locomotives allocated for the daily amount of work performed at the station when equipping them with devices by changing the infrastructure of an electric decentralized railway station. A comparative analysis of the time spent by the shunting locomotive in motion during the day when performing each technological operation for the maintenance of cargo facilities, as well as the amount of time spent on additional actions, is carried out.
Various methods can be used to obtain the most reliable results in optimizing the parameters that directly affect the acceleration of the local wagon-flows at railway sites. First of all, to use these methods, it is necessary to create a multidimensional criterion for evaluating the parameters. Assessment criteria include overtime of trains at intermediate stations, excessive costs associated with the delivery of wagons, irrationality of the geographical location of freight facilities at intermediate stations, variability of hauling and carrying capacity of hauls, processing of trains at technical stations and their time of departure. Trains can take the level of execution of the movement schedule and so on. To optimally solve multidimensional assessment criteria, it is first necessary to find the best target function, which considers the opposite characteristics of all assessment criteria, “contributes” to the final result of each assessment criteria and simultaneously expressed in different units. It should be able to compare. This paper provides a systematic solution to the above issues based on the assessment criteria.
There has been researched on railway station tracks to determine the method of automatically stopping motion content in cases where Motion Content has gone away on its own. Even today, there are mainly cases of spontaneous movement of the composition of the movement to the side where the slope of the Railway Station roads decreases. This leads to many casualties and accidents caused by the spontaneous movement of trains at railway stations. By applying the proposed method of automatically stopping the rolling stock without human intervention, the law of conservation of mechanics, and determining the number of brake shoes set by the system device, the losses that may occur in stopping the rolling stock are achieved. In addition, the features of equipping the places of automatic stopping of the rolling stock with devices in the case of rolling stock leaving by themselves on the existing railway station tracks were considered. Also, the algorithm of operation of the system for automatic stopping of the moving parts that have gone away on their own is given of this system safety to determine semi-Markov chain for based on the system a mathematical model of safety was created. Microprocessor to the system based on by itself gone the rest movement contents to stop intended automated from devices use there is a niche in the station ways account received devices without work to algorithms and trains movement speed mutually dependence provided without by itself moving gone movement units safety provide through accidents took is taken. This prevents potential accidents, increases the reliability of system use, and leads to cost-effectiveness in system use.
This article presents the measures and necessary recommendations to reduce the load on the stations, making efficient use of the processing capacity of the stations in the conditions of imbalanced wagon-flows. Also, analyzed the factors that influence the loading of railway stations according to their place of geographical location. Proposals have been made to reduce the level of load arising at the technical stations of the railway using the “Ishikawa” diagram.
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