PSI - Issue 59

O. Fomin et al. / Procedia Structural Integrity 59 (2024) 516–522 6 Oleksij Fomin, Pavlo Prokopenko, Yevhenii Medvediev, Larysa Degtyareva / Structural Integrity Procedia 00 (2023) 000 – 000

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Fig. 4. Block diagram of the mobile system.

4. Conclusions During theoretical and practical studies on the determination of the indicator of the coefficient of stability of the wheel derailment depending on the place of installation of light-weight freight wagons in the train in empty mode on straight and curved sections of the railway track in the range of operational speeds, it was established that it changes to a negative side depending on the reduction of the tare by more than 10% from the normative, poor technical condition of the load-bearing and crew parts of the wagon and the location of the wagons at the head and middle of the train. According to the results of dynamic running tests of the platform wagon, the cement hopper wagon with the roof removed in an empty state: - the platform wagon in an empty state corresponds to the coefficient of stability of the wheel from derailment at a speed of up to 60 km/h; - a hopper wagon for cement with the roof removed in an empty state corresponds to the coefficient of stability of the wheel from derailment at a speed of up to 80 km/h. Values of the compressive forces acting on the test wagons in the main and middle parts of the train reach, and in some cases (emergency braking, movement along a turning profile) exceed those critical for an empty rolling stock. Taking into account the values of compressive forces obtained during running dynamic tests, which act on autocoupling devices of wagons and reach or exceed critical values in the main and middle parts of the train, it is advisable to place empty wagons in the last third of the train. References Azovskiy, A.P., Koturanov, V.N., Ovechnikov, M.N., Plotnikov, I.V. 2007. On the assessment of the stability margin of the wheel from rolling onto the rail head. Sbornik statey mezhdunarodnoy konferentsii «Bezopasnost' dvizheniya poyezdov», VI -1-VI-2. Boichenko, S., Zubenko, S., Konovalov, S., Yakovlieva, A. 2020. Synthesis of camelina oil ethyl esters as components of jet fuels. Eastern European Journal of Enterprise Technologies 1 (6), 42 - 49. Fomin, O. 2015. Increase of the Freight Wagons Ideality Degree and Prognostication of Their Evolution Stages. Naukovyi Visnyk NHU 2, 68 – 76. Fomin, O., Burlutsky, O., Fomina, Y. 2015. Development and Application of Cataloging in Structural Design of Freight Car Building. Metall 2, 250 – 256. Fomin, O., Logvinenko, О., Burlutsky, О., Rybin, A. 2018. Scientific Substantiation of Thermal Leveling for Deformations in the Car Structure. International Journal of Engineering & Technology 7(4.3), 125-129. Goolak, S., Liubarskyi, B., Riabov, I., Chepurna, N., & Pohosov, O. 2023. Simulation of a direct torque control system in the presence of winding asymmetry in induction motor. Engineering Research Express 5, 025070-025086. Goolak, S., Liubarskyi, B., Riabov, I., Lukoševičius, V., Keršys, A., Kilikevičius, S. 2023. Analysis of the Efficiency of Tr action Drive Control Systems of Electric Locomotives with Asynchronous Traction Motors. Energies 16(9), 3689. Gorbunov, M., Fomin, O., Prosvirova,О., Prokopenko, P. 2019. Conceptual basis of thermo -controllability in railways braking tribopairs. Scientific Bulletin of National Mining University 2, 58-66. Kelrykh, M., Fomin, O., Gerlici, J., Prokopenko, P., Kravchenko, K., Lack, T. 2019. Features of tank car testing for dangerous cargoes transportation. IOP Conf. Series: Materials Science and Engineering 659, (012055).