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18TECHNICAL SCIENCES
METHODS OF IMPROVING TECHNOLOGICAL PRACTICES OF PROCESSING OF COMBINED
TRAINS AT INTERMEDIATE STATIONS
Butunov D.
PhD, acting associate Professor of the Department "Organization of transport movement"
Tashkent state transport university (Uzbekistan)
Abdukodirov S.
Assistant of the Department "Organization of transport movement", Tashkent state transport university (Uzbekistan)
Khusenov U.
Assistant of the Department "Organization of transport movement", Tashkent state transport university (Uzbekistan)
Buriyev Sh.
Assistant of the Department "Organization of transport movement", Tashkent state transport university (Uzbekistan)
Abstract
Methods for improving the technological operation of combined trains at intermediate stations within the railway transport sections were studied. A technological scheme of processing the combined train was created at the intermediate station. Based on mathematical modeling, a graph of the dependence of the shunting composition on the speed of movement of the half-flight times was developed. The developed scheme and graph allow to determine the optimal number of shunting semicircles at intermediate stations and to set the time norms correctly. This, in turn, leads to an increase in the performance of intermediate stations and a reduction in inefficient downtime of trains and wagons.
Keywords: Intermediate station, combined train, technological application, shunting halfway, permissible speed, processing of combined train.
INTRODUCTION
The main task of intermediate stations is to ensure the safe intersection of trains coming from opposite directions and to carry out technological operations with combined trains in a minimum of time [1-5].
In this regard, the most important quality indicators of intermediate stations are the average downtime of technological trains at the intermediate station of the national train and the freight operations of wagons [2, 3]. The duration of these times depends mainly on the level of technical equipment of the station, ie shunting operations are carried out by shunting or train locomotives. [2, 3, 6, 7].
Reducing the time spent on technological operations performed by combined trains at intermediate stations will not only improve the performance of the station, but also increase the capacity of railway sections [1, 3, 8]. Therefore, one of the most pressing issues is the correct establishment of these time norms and continuous improvement of methods of technological operations.
REFERENCE'S ANALYSIS AND METHODOLOGY
Many scientists have conducted research on the evaluation, reduction of inefficient downtime of combined trains at intermediate stations and the improvement of methods of performing technological operations [2, 7-9]. For example, in a scientific article [7], V.V. Kostenko, D.I. Xomich, M.V. Chetchuev, A.V. Sugorovskiy and A.S. Shepel analyzed additional indicators of shunting locomotive use at the station. He noted that the performance of the station depends on the
type of shunting locomotives, ie sorting and freight stations can affect the efficiency of work up to ± 15%, and passenger stations - up to ± 10%.
In the dissertation work of N.T. Alekseevna [9] the computer system and algorithm of planning of shunting works and standardization of their time are created. In doing so, the author took into account the following additional parameters: locomotive classification; content structure and weight; calculated slope; additional steps in route preparation.
M.I. Shmulevich and A.E. Starikov [8] noted in a scientific article that the most effective method of regulating the time of shunting operations at the station is an imitation model. As a result of modeling, the team determined the time spent on the most maneuvering half of the train with the composition and calculated it as equal to the value found in [10].
Based on [10], the maneuvering half-time is determined as follows
tht = Km + ßa/d ■m)-
Sper 3,6 • l
2 S
ht
hour
(1)
per
where is aa/d — required time coefficient taking into account the change of locomotive speed by 1 km/h during acceleration and deceleration, (Xa/d = 0,76;
Padd — additional time factor taking into account
the change of speed of each wagon in the maneuver structure by 1 km/h during acceleration and deceleration, Pa/d = 0,!3;
m — the number of wagons in the maneuver structure;
3per — permissible speed in maneuver movement, km/h;
lht — half-trip length, m.
The length of half-trip maneuver determined by the following formula [8]
L = a • —
2 2
m
(4)
lht = ll + 2 • l2,m
(2)
where is a - acceleration or deceleration of the shunting structure (for calculations and subsequent modeling it is recommended to set the acceleration and
deceleration equally, ie a = aa = a m/s2);
t2 — duration of acceleration or deceleration,
minutes.
where is lx — the distance traveled by the maneuver structure at constant speed, m;
l2 — the distance traveled by the maneuver structure during acceleration or deceleration, m.
l1 = Sper • t1,m (3)
where is tx — duration of walking at constant speed, minutes
tm = t
lht l\
3
12 =
3
per
a \2
minutes
(5)
per
l2 = a ^
a
3
per
2
2a
m
(6)
In mathematical modeling, the duration of the maneuver halfway is determined by the following formula
+ 2t2, minutes 3
t = C — 2t2 = tZ — 2 • , minute s
a
I =3
1 j
per
3
tm — 2 per lht 2
a
lht = ll + 2l2 = 3peJtht — 2
J
3* 32
322
3 tm — 2•-Per
3per ht 2
a
m
here
j_m _
tht =
+
a
2a
32
Q +m — per 3per ht '
m
a
3
3
minutes
per
a
(7)
(8)
(9)
(10)
(11)
2
2
l
When setting the speed of shunting movements in Based on the requirement that the calculated
km/h, formula (11) has the following form duration of the maneuvering half [10] and the duration
3 6l 3 of the model [8] (t, = tZ) coincide, we obtain the
+ m 3>6lht._Pfr i L J V ht to/
tht =—-+ JT-, hour (12) following
3per '
3 36 • l 36 • l 3
(va/d + Pa/d • m) 3 + ^ = ^ + (13)
2 3 3 3,6a
per per '
where is
2
a =--(14)
3,6 • i^a/d + ßa/d • m)
(14) it follows from the formula that acceleration and deceleration during shunting do not depend on the
allowable speed (S ), but on the number of wagons
in the shunting structure (m).
RESULTS AND DISCUSSION In the rational organization of shunting operations at intermediate stations, the choice of the most effective methods is based on the separation of technological
operations into separate parts and elements and their analysis. Technological operations of processing of trains are organized on the basis of the norms established in the technological work process (STWP) of the intermediate station. The existing methods of processing combined trains at intermediate stations in accordance with STWP were studied and the result is shown in figure 1.
Attach the received selected train to the station track
Receipt of documents from the train driver
with
Maneuver locomotives
Connecting wagons to the train
Disconnect wagons from the train
Connecting and disconnecting wagons to
the train
_*_
Technical inspection of the train
Attach the wagons to the train and release the brake shoes in the event of interruptions
With a train locomotive
Connecting and disconnecting wagons to the train
Connecting wagons to the train
Disconnect wagons from the train
Issuance of documents to the train driver
Deliver the brake system inspection document to the driver
Sending a train from the station
Note: <-► parallel execution of actions
Figure 1. Technological scheme ofprocessing of the combined train at the intermediate station
Prior to the acceptance of the combined train from the STWP, the station attendant receives information from the train dispatcher about the train index, arrival time, number of wagons, the presence of wagons with excessive load and explosives, and plans the sequence of technological actions.
The number of shunting flights, which form the basis of technological operations, plays an important role in this. Because their number has a direct impact on the duration of technological operations performed
by the combined train. Therefore, it is very important to determine the optimal number of maneuvering flights and to calculate the time norms correctly.
The dependence of the shunting composition on the speed of movement of the shunting composition at half-trip times at distances of 250 and 500 meters was calculated according to formula (12). The results of the calculations [8] are shown in figures 2 and 3 in comparison with the results in the study.
~i-1-1-1-1-1-1-1--1—
5 10 15 20 25 30 35 40 50 60
210,0 190,0 170,0 150,0 130,0 110,0 90,0 70,0
5 10 15 20 25 30 35 40 45 50 55 60
Figure 2. lht = 250 m and m = 20 wagon the duration of the half-trip time depends on the allowable
speed of movement of the shunting structure: a) result in [8]; b) (12) according to the formula
-400,0
5 10 15 20 25 30 35 40 45 50 55 60
Figure 3. lht = 500 m and m = 20 wagon the duration of the half-trip time when dependence of the
maneuverable composition on the allowable speed of movement: a) result in [8]; b) according to the formula (12)
The results in figures 2 and 3 (b) show that the the shunting speeds should be limited to the specified calculation results in (a) in [8] were incorrect. [8] In the speeds. This in turn leads to an increase in half-trip
study, the authors asserted that the timing of the times.
maneuvering semicircles determined using the model
We determine the maximum velocity at which the
developed by them was correct, while the results in the maneuver composition can be increased over a distance
methodological guideline (MG) were the °pp°site. limited by a constant acceleration Smax : However, the results in figures 2 and 3 (b) show that Where is a=const, l=const
lht = 2 • l2 ; (ll = 0) tmin = 2 • t2 ; ft = 0) t2 =
3
t
lht = 2 • l2 = 2 • a •y = a •
3
3
2
max
m
v
3max =Va ^ L , m/s
3max = 3,6 fi^ht
11
2-3,6-1
ht
/ d +ß. / d m
)V
7,2-1
ht
Fa / d +ßa / d'm
y
km/h
(15)
(16) (17)
Thus, the speed calculation when performing a maneuver half-trip has the following appearance
km/hour
3all - 3max =
7,2-1
ht
[aa/d +ßa/d'm)
(18)
The speed allowed to perform shunting operations at certain specific stations will be specified in the STWP.
a
2
a
a
CONCLUSION
One way to reduce the inefficient downtime of trains and wagons at intermediate stations is to rationally determine the number of technological operations performed with them.
In determining the work efficiency of intermediate stations, it is important to properly regulate the timing of maneuver trips, which is the basis of technological operations.
Based on the results of the calculations, it was proved expedient to determine the trip times according to the guidelines.
Based on mathematical modeling, the half-trip times showed that the shunting composition depends on the speed of movement and that the maneuver speeds should be limited to the specified speeds.
References
1. Butunov D.B. Modeling of unproductive losses in the operation of a sorting station / D.B. Butunov, S.K. Khudayberganov, Sh.M. Suyunbayev // European Journal of Molecular & Clinical Medicine. USA, - 2020. - No. 2. - p. 6-19.
2. Rasulov M.X. Organization of rail transportation: theory and practice: monograph. - Tashkent: "Ilm-ziyo-zakovat", 2019. - 400 p.
3. Akhmedova M.D. Choosing the optimal scheme of placement of thermal trains on the chart of the movement of trains / M.D. Akhmedova, D.B. Butunov, S.A. Abdukodirov // Journal of Tashkent Institute of Railway Engineers. Tashkent, - 2020. - No. 1. - p. 60-67.
4. Butunov D.B. Substantiation of the input of the parameters of the unprofitable loss of time when
norming the time of the duration of the wagons on the sorting station / D.B. Butunov // Journal of Tashkent Institute of Railway Engineers. Tashkent, - 2020. - No. 3. - p. 127-133.
5. Khudayberganov S.K. Analysis of the reasons for the downtime of modular trains at the stations of the D-S railway section / S.K. Khudayberganov, S.A. Abdukodirov, A.A. Faridov // Innovative development. Tashkent, -2018. - No. 10. - p. 43-45.
6. Khudayberganov S.K. Selection of reference stations for servicing the D-S section for shunting locomotives / S.K. Khudayberganov, S.A. Abdukodirov, Sh.K. Mahmudov // Journal of Tashkent Institute of Railway Engineers. Tashkent, - 2019. - No. 1. - p. 111-114.
7. Kastenko V.V. Additional indicators of the use of shunting locomotives / V.V. Kastenko, A.V. Sugorovsky, D.I. Khomich, M.V. Chetchuev, A.S. Shepel // Economics and Management. Russia, -2018. - No. 2. - p. 33-37.
8. Shmulevich M.I. Features of rationing of shunting work in the station simulation model / M.I. Shmulevich, A.E. Starikov // Journal of world of transport. Russia, -2015. - No. 5. - p. 198-212.
9. Alekseevna N.T. Models and algorithms of a specialized information-computing system for planning shunting operations in industrial transport: dis. ... can. technical sciences. -SPb: PGUPS, 2019. - 147 p.
10. Methodical instructions for calculating the norms of time for shunting operations performed on railway transport. Approved by the Ministry of Railways of the Russian Federation on 03.03.1998 y.
ОСОБЛИВОСТ1 ВИЗНАЧЕННЯ МЩНОСТ1 РАМИ УШВЕРСАЛЬНОГО НАП1ВВАГОНА З ХРЕБТОВОЮ БАЛКОЮ 1З КОРИТОПОД1БНИХ ПРОФ1Л1В
Фомт О.В.
Професор кафедри ваготв та вагонного господарства Державного унгверситету тфраструктури
та технологш, Ктв, Украша Ловська А. О.
Доцент кафедри iнженерИ ваготв та якостг продукцИ Укратського державного унгверситету залг-
зничного транспорту Харюв, Украша Рибт А.В.
Старший викладач кафедри тженери вагонгв та якостг продукцИ Укратського державного унгверситету зал1зничного транспорту Харюв, Украша
