Purpose. Despite the fact that the current methodology in Ukraine for assessing the train traffic safety at the railway does not provide a real and adequate picture, and foreign experience does not open up the possibility of a similar solution to the problems at Ukrainian railways, the goal has been set to improve the methodology for assessing the train traffic safety at the railway. Methodology .To improve the methodology for assessing the train traffic safety at the railway during a technical audit, the use of four indicators is proposed: the number of accidents for which losses are accrued; number of casualties; the number of traffic accidents that occurred during the year, but their consequences are not related to financial losses; number of violations identified by traffic safety auditors. Findings .The author has improved the methodology for assessing the train traffic safety at the railway. At the same time, four indicators were introduced in the methodology to calculate the train traffic safety at the railway. The ranking of these indicators was also performed. Using statistical data on the adopted indicators, a mathematical model was obtained for the integral assessment of train safety, on the basis of which a comparative assessment of traffic safety was performed at Ukrzaliznytsia JSC. As a result, it should be noted that the dynamics of the state of traffic safety in 2015-2018 has a different picture compared to the usual number of traffic accidents in Ukrzaliznytsia JSC. An improved methodology for assessing the state of train traffic safety at the railway allows us to perform adequate calculations and establish the real state of traffic safety during a technical audit. Originality. The author has improved the methodology for assessing the train traffic safety at the railway, which can be applied during the technical audit. Practical value. The improved methodology makes it possible to assess the general level of train traffic safety and establish real threats and risks in the process of technical audit, which, in the future, can be eliminated when developing appropriate measures and actions.
{"title":"IMPROVING THE METHODOLOGY FOR ASSESSING THE TRAIN TRAFFIC SAFETY AT THE RAILWAY","authors":"M. Bulakh","doi":"10.15802/stp2020/208266","DOIUrl":"https://doi.org/10.15802/stp2020/208266","url":null,"abstract":"Purpose. Despite the fact that the current methodology in Ukraine for assessing the train traffic safety at the railway does not provide a real and adequate picture, and foreign experience does not open up the possibility of a similar solution to the problems at Ukrainian railways, the goal has been set to improve the methodology for assessing the train traffic safety at the railway. Methodology .To improve the methodology for assessing the train traffic safety at the railway during a technical audit, the use of four indicators is proposed: the number of accidents for which losses are accrued; number of casualties; the number of traffic accidents that occurred during the year, but their consequences are not related to financial losses; number of violations identified by traffic safety auditors. Findings .The author has improved the methodology for assessing the train traffic safety at the railway. At the same time, four indicators were introduced in the methodology to calculate the train traffic safety at the railway. The ranking of these indicators was also performed. Using statistical data on the adopted indicators, a mathematical model was obtained for the integral assessment of train safety, on the basis of which a comparative assessment of traffic safety was performed at Ukrzaliznytsia JSC. As a result, it should be noted that the dynamics of the state of traffic safety in 2015-2018 has a different picture compared to the usual number of traffic accidents in Ukrzaliznytsia JSC. An improved methodology for assessing the state of train traffic safety at the railway allows us to perform adequate calculations and establish the real state of traffic safety during a technical audit. Originality. The author has improved the methodology for assessing the train traffic safety at the railway, which can be applied during the technical audit. Practical value. The improved methodology makes it possible to assess the general level of train traffic safety and establish real threats and risks in the process of technical audit, which, in the future, can be eliminated when developing appropriate measures and actions.","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"122 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124792577","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
I. Vakulenko, D. Bolotova, S. V. Proidak, H. Askerov, H. Çuğ, H. O. Tchaikovska
Purpose. The main purpose of the work is to determine the peculiarities of the development of recrystallization processes of carbon steel austenite depending on the degree of hot plastic deformation and to develop proposals for improving the structural state of the metal of the railway solid-rolled wheel. Methodology. Two carbon steels of a railway wheel with a minimum and maximum carbon content of 0.55 and 0.65 % and other chemical elements within the grade composition of the steel 60 were used as research material. Samples in the form of cylinders with a diameter of 20 mm and a height of 40 mm were heated in a muffle furnace, exposed for a certain time to equalize the temperature across the cross section of the sample. After that, the samples were subjected to hot compression on Instron type test machine. The temperature interval of hot compression of the samples was 950–1100 oС, with deformation degrees in height in the range of 10–40%. The strain rate was 10-3–10-2sec-1. A standard etching was used to detect the boundaries of the austenite grains. Structural studies were performed using Epikvant type light microscope at magnifications sufficient to determine the structure of austenite grains. The grain size of austenite was determined by the methods of quantitative metallography. Findings. In the case of hot compression of the railway wheel blank, increasing the concentration of carbon atoms only within the grade composition of the steel is sufficient to increase the average austenite grain size, which confirms the proposals to limit the carbon content in the metal of railway wheels. The formation of a certain degree of austenite structural heterogeneity at the cross section of the rim or hub of the railway wheel is due to a change in the development mechanism of recrystallization processes depending on the deformation value. Under conditions of the same degree of hot plastic deformation, the replacement of one-time compression by fractional one is accompanied by a violation of the conditions of formation of the recrystallization nucleus. As a result of the specified replacement of the scheme of hot plastic deformation we obtain reduction in the austenite grain size. Originality. Based on a study of the development of collective recrystallization processes during the hot compression of carbon steel of the railway wheel, it was determined that the increase in carbon content contributes to the austenite grain increase. After hot compression of the wheel blank, the structural inhomogeneity of austenite that occurs is determined by a change in the mechanism of recrystallization processes development. During deformations above the critical degree, the recrystallization nuclei are formed and successively grow, which leads to the structure refinement. In the case of deformations below the critical value, the growth of austenite grains occurs according to the coalescence mechanism, according to which fragments of boundaries with large disorientation
{"title":"FORMATION OF CARBON STEEL STRUCTURE DURING HOT PLASTIC DEFORMATION","authors":"I. Vakulenko, D. Bolotova, S. V. Proidak, H. Askerov, H. Çuğ, H. O. Tchaikovska","doi":"10.15802/stp2020/208234","DOIUrl":"https://doi.org/10.15802/stp2020/208234","url":null,"abstract":"Purpose. The main purpose of the work is to determine the peculiarities of the development of recrystallization processes of carbon steel austenite depending on the degree of hot plastic deformation and to develop proposals for improving the structural state of the metal of the railway solid-rolled wheel. Methodology. Two carbon steels of a railway wheel with a minimum and maximum carbon content of 0.55 and 0.65 % and other chemical elements within the grade composition of the steel 60 were used as research material. Samples in the form of cylinders with a diameter of 20 mm and a height of 40 mm were heated in a muffle furnace, exposed for a certain time to equalize the temperature across the cross section of the sample. After that, the samples were subjected to hot compression on Instron type test machine. The temperature interval of hot compression of the samples was 950–1100 oС, with deformation degrees in height in the range of 10–40%. The strain rate was 10-3–10-2sec-1. A standard etching was used to detect the boundaries of the austenite grains. Structural studies were performed using Epikvant type light microscope at magnifications sufficient to determine the structure of austenite grains. The grain size of austenite was determined by the methods of quantitative metallography. Findings. In the case of hot compression of the railway wheel blank, increasing the concentration of carbon atoms only within the grade composition of the steel is sufficient to increase the average austenite grain size, which confirms the proposals to limit the carbon content in the metal of railway wheels. The formation of a certain degree of austenite structural heterogeneity at the cross section of the rim or hub of the railway wheel is due to a change in the development mechanism of recrystallization processes depending on the deformation value. Under conditions of the same degree of hot plastic deformation, the replacement of one-time compression by fractional one is accompanied by a violation of the conditions of formation of the recrystallization nucleus. As a result of the specified replacement of the scheme of hot plastic deformation we obtain reduction in the austenite grain size. Originality. Based on a study of the development of collective recrystallization processes during the hot compression of carbon steel of the railway wheel, it was determined that the increase in carbon content contributes to the austenite grain increase. After hot compression of the wheel blank, the structural inhomogeneity of austenite that occurs is determined by a change in the mechanism of recrystallization processes development. During deformations above the critical degree, the recrystallization nuclei are formed and successively grow, which leads to the structure refinement. In the case of deformations below the critical value, the growth of austenite grains occurs according to the coalescence mechanism, according to which fragments of boundaries with large disorientation ","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"274 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125836981","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"DETERMINATION OF А RESTORATION PERIODS OF A FRAME INSULATION OF TM ED-118A BY RECOVERY VOLTAGE OBSERVATIONS","authors":"V. Laguta, Y. H. Коzік","doi":"10.15802/stp2020/208270","DOIUrl":"https://doi.org/10.15802/stp2020/208270","url":null,"abstract":"","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"119 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127340156","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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.
{"title":"METHODOLOGY FOR ENGINEERING CALCULATION OF STABILITY COEFFICIENT AGAINST WHEEL CLIMBING ON THE RAIL","authors":"D. Kurhan, O. Hubar, M. O. Havrilov","doi":"10.15802/stp2020/208202","DOIUrl":"https://doi.org/10.15802/stp2020/208202","url":null,"abstract":"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.","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126365597","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Purpose. Scientific research is aimed at gaining new knowledge about the structure of a typical regulatory and technological document (regulation) of access for private-owned train locomotives to public railway infrastructure. Methodology. To obtain relevant empirical data, the authors performed a review of previous studies on the topic of work using full-text and abstract databases. In accordance with the principles of system analysis and mathematical logic, structural-logical models of the order of interaction between the units of the operator (owner) of the public railway infrastructure and representatives of the owner of private locomotives have been developed. Findings. The authors proved: 1) the regulation of access of private train locomotives to public infrastructure is a certain procedure (technological process) for the interaction of the owner (operator) of private locomotives with the units of the owner of the infrastructure (dispatch or operational personnel, employees of commercial and carriage facilities); 2) the structure of the typical regulation includes the following blocks: the technological process, the procedure for processing transportation documents and charging fees, the procedure for operating private locomotives and preparing of locomotive’s foot-plate staff for the tour; the procedure and responsibility of the parties in case of emergency situations. Originality lies in improving the models for the organization of railway carriage traffic volumes and the movement of trains on public railways, which, unlike the existing ones, imply the decentralized management of the locomotive fleet. Practical value lies in the possibility of direct practical application of the proposed models for the creation of standard recommendations for drawing up rules for the access of private locomotives to the hauling operations on the public railway infrastructure and their practical testing in the corresponding pilot project on one of the railway lines in Ukraine. According to the research results: 1) the necessary structure of the access regulation of private train locomotives to the public railway infrastructure was determined; 2) a logical order for interpreting the interaction between the relevant units of the owner (operator) of the public railway infrastructure and locomotive traction operators (owners of private locomotives) has been created.
{"title":"CONCEPT OF REGULATIONS FOR ACCESS OF PRIVATE LOCOMOTIVES TO PUBLIC RAILWAY INFRASTRUCTURE","authors":"V. Matsiuk, V. Myronenko, Y. Petinov","doi":"10.15802/stp2020/208198","DOIUrl":"https://doi.org/10.15802/stp2020/208198","url":null,"abstract":"Purpose. Scientific research is aimed at gaining new knowledge about the structure of a typical regulatory and technological document (regulation) of access for private-owned train locomotives to public railway infrastructure. Methodology. To obtain relevant empirical data, the authors performed a review of previous studies on the topic of work using full-text and abstract databases. In accordance with the principles of system analysis and mathematical logic, structural-logical models of the order of interaction between the units of the operator (owner) of the public railway infrastructure and representatives of the owner of private locomotives have been developed. Findings. The authors proved: 1) the regulation of access of private train locomotives to public infrastructure is a certain procedure (technological process) for the interaction of the owner (operator) of private locomotives with the units of the owner of the infrastructure (dispatch or operational personnel, employees of commercial and carriage facilities); 2) the structure of the typical regulation includes the following blocks: the technological process, the procedure for processing transportation documents and charging fees, the procedure for operating private locomotives and preparing of locomotive’s foot-plate staff for the tour; the procedure and responsibility of the parties in case of emergency situations. Originality lies in improving the models for the organization of railway carriage traffic volumes and the movement of trains on public railways, which, unlike the existing ones, imply the decentralized management of the locomotive fleet. Practical value lies in the possibility of direct practical application of the proposed models for the creation of standard recommendations for drawing up rules for the access of private locomotives to the hauling operations on the public railway infrastructure and their practical testing in the corresponding pilot project on one of the railway lines in Ukraine. According to the research results: 1) the necessary structure of the access regulation of private train locomotives to the public railway infrastructure was determined; 2) a logical order for interpreting the interaction between the relevant units of the owner (operator) of the public railway infrastructure and locomotive traction operators (owners of private locomotives) has been created.","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128524894","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
M. Biliaiev, O. Berlov, V. Biliaieva, V. Kozachyna, I. Kalashnikov
Purpose. This work includes the development of a computer model to calculate the risk of thermal damage to people in the shop in case of emergency burning of solid rocket propellant. Methodology. To calculate the temperature field in the shop in order to determine the zones of thermal damage to workers in the building, the equation expressing the law of energy conservation was used. Based on this modeling equation, the temperature field in the shop is calculated in the presence of a source of heat emission – burning solid rocket propellant. To calculate the velocity field of air flow in the shop, taking into account the location of obstacles in the path of heat wave propagation, we used the model of vortex-free air motion – the equation of the velocity potential. A two-step finite difference scheme of conditional approximation is used to numerically solve the equation for the velocity potential. A difference splitting scheme was used to numerically solve the energy equation. At the first stage of construction of the difference splitting scheme of the two-dimensional energy equation into the system of one-dimensional equations is performed. Each one-dimensional equation allows you to calculate the temperature change in one coordinate direction. The point-to-point computation scheme is used to determine the temperature. When conducting a computational experiment, the air exchange in the building is taken into account. The risk assessment of thermal damage to personnel in the building is performed for different probabilities of the place of emergency combustion of solid rocket propellant. Findings . Using numerical model prediction of the potential risk areas of thermal damage to staff in the shop for a variety of emergency situations was performed. Originality . A computer model for rapid assessment of the potential risk of damage to people in the shop in case of emergency burning of solid rocket propellant was constructed. Practical value . The authors developed a code that allows you to quickly simulate the temperature fields formation in the shop in case of emergency burning of solid rocket propellant and to identify potential areas of thermal damages to workers based on this information. The developed computer program can be used to assess the risk of thermal damage in the chemical industry in case of emergency.
{"title":"EMERGENCY BURNING OF SOLID ROCKET PROPELLANT: DAMAGE RISK ASSESSMENT TO PEOPLE IN THE WORKPLACE","authors":"M. Biliaiev, O. Berlov, V. Biliaieva, V. Kozachyna, I. Kalashnikov","doi":"10.15802/stp2020/208097","DOIUrl":"https://doi.org/10.15802/stp2020/208097","url":null,"abstract":"Purpose. This work includes the development of a computer model to calculate the risk of thermal damage to people in the shop in case of emergency burning of solid rocket propellant. Methodology. To calculate the temperature field in the shop in order to determine the zones of thermal damage to workers in the building, the equation expressing the law of energy conservation was used. Based on this modeling equation, the temperature field in the shop is calculated in the presence of a source of heat emission – burning solid rocket propellant. To calculate the velocity field of air flow in the shop, taking into account the location of obstacles in the path of heat wave propagation, we used the model of vortex-free air motion – the equation of the velocity potential. A two-step finite difference scheme of conditional approximation is used to numerically solve the equation for the velocity potential. A difference splitting scheme was used to numerically solve the energy equation. At the first stage of construction of the difference splitting scheme of the two-dimensional energy equation into the system of one-dimensional equations is performed. Each one-dimensional equation allows you to calculate the temperature change in one coordinate direction. The point-to-point computation scheme is used to determine the temperature. When conducting a computational experiment, the air exchange in the building is taken into account. The risk assessment of thermal damage to personnel in the building is performed for different probabilities of the place of emergency combustion of solid rocket propellant. Findings . Using numerical model prediction of the potential risk areas of thermal damage to staff in the shop for a variety of emergency situations was performed. Originality . A computer model for rapid assessment of the potential risk of damage to people in the shop in case of emergency burning of solid rocket propellant was constructed. Practical value . The authors developed a code that allows you to quickly simulate the temperature fields formation in the shop in case of emergency burning of solid rocket propellant and to identify potential areas of thermal damages to workers based on this information. The developed computer program can be used to assess the risk of thermal damage in the chemical industry in case of emergency.","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"62 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-07-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127120356","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
{"title":"INVESTIGATION OF GEOMETRICAL DETERIORATION OF TRAMWAY TRACKS","authors":"V. Jover, L. Gáspár, S. Fischer","doi":"10.15802/stp2020/204152","DOIUrl":"https://doi.org/10.15802/stp2020/204152","url":null,"abstract":"","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-05-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116904198","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Y. Davidich, I. Chumachenko, A. S. Galkin, N. Davidich, Y. I. Кush
{"title":"INFORMATION APPROACH TO DETERMINING THE TRAFFIC ROUTE BY VEHICLES DRIVERS IN CITIES","authors":"Y. Davidich, I. Chumachenko, A. S. Galkin, N. Davidich, Y. I. Кush","doi":"10.15802/stp2020/203456","DOIUrl":"https://doi.org/10.15802/stp2020/203456","url":null,"abstract":"","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"27 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-05-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127654201","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Dep. «Electronic Computing Machines», Dnipro National University of Railway Transport named after Academician V. Lazaryan, Lazaryana St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 89, e-mail viknikpakh@gmail.com, ORCID 0000-0002-0022-099X Dep. «Electronic Computing Machines», Dnipro National University of Railway Transport named after Academician V. Lazaryan, Lazaryana St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 89, e-mail olkdi@outlook.com, ORCID 0000-0002-7134-9416
{"title":"ORGANIZING WIRELESS NETWORK AT MARSHALLING YARDS USING THE BEE METHOD","authors":"V. Pakhomova, D. Nazarova","doi":"10.15802/stp2020/204005","DOIUrl":"https://doi.org/10.15802/stp2020/204005","url":null,"abstract":"Dep. «Electronic Computing Machines», Dnipro National University of Railway Transport named after Academician V. Lazaryan, Lazaryana St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 89, e-mail viknikpakh@gmail.com, ORCID 0000-0002-0022-099X Dep. «Electronic Computing Machines», Dnipro National University of Railway Transport named after Academician V. Lazaryan, Lazaryana St., 2, Dnipro, Ukraine, 49010, tel. +38 (056) 373 15 89, e-mail olkdi@outlook.com, ORCID 0000-0002-7134-9416","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"102 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-05-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123778631","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Purpose : The investigation covers the efficiency of working cycles in the rapid internal combustion engine with the extended working stroke. The extended working stroke is applied in so-called Atkinson/Miller engines that are considered to be more effective than traditional Otto engines. Methodology . In order to identify purely distinctive features of different working cycles, they were investigated in an idealized form using the concepts of a conditional working cycle, quantitative as well as qualitative characteristics of the working fluid. Findings . The investigation illustrates the following: 1) the Otto engine should have a significantly larger displacement to function the same way as the Atkinson/Muller engine; 2) if the mechanic work is predetermined, the efficiency coefficient and the course of expansion of the Atkinson-Miller cycle increase until it turns into the Humphrey cycle; 3) the increase of Otto engine’s efficiency using Attkinson’s means involves larger displacement if the engine was efficient from the very beginning. Originality . Attkinson’s engine may significantly lose its efficiency in energy at partial loads. If in the process of virtual design of the Atkinson engine the energy-saving advantages of Humphrey cycle become noticeable, then in the process of imaginary regulation of the thrust of an already synthesized engine of this type the advantages of this cycle are no longer traceable. Practical value . In general, the Otto engine could be considered as a still profitable technical compromise between a two-stroke engine and the Atkinson engine. On the one hand, increasing the efficiency coefficient of a rapid internal combustion engine contributes to significant fuel savings and environmental hazards reduction throughout the life cycle of a machine driven by such an energy-saving engine. But on the other hand, the implementation of the energy-saving Atkinson/Miller working cycle will be accompanied by an increase in the mass and size of the engine and will negatively affect the properties of the machine.
{"title":"THE EFFICIENCY OF WORKING CYCLES IN THE RAPID INTERNAL COMBUSTION ENGINE WITH THE EXTENDED WORKING STROKE","authors":"P. Hashchuk, S. Nikipchuk","doi":"10.15802/stp2020/203757","DOIUrl":"https://doi.org/10.15802/stp2020/203757","url":null,"abstract":"Purpose : The investigation covers the efficiency of working cycles in the rapid internal combustion engine with the extended working stroke. The extended working stroke is applied in so-called Atkinson/Miller engines that are considered to be more effective than traditional Otto engines. Methodology . In order to identify purely distinctive features of different working cycles, they were investigated in an idealized form using the concepts of a conditional working cycle, quantitative as well as qualitative characteristics of the working fluid. Findings . The investigation illustrates the following: 1) the Otto engine should have a significantly larger displacement to function the same way as the Atkinson/Muller engine; 2) if the mechanic work is predetermined, the efficiency coefficient and the course of expansion of the Atkinson-Miller cycle increase until it turns into the Humphrey cycle; 3) the increase of Otto engine’s efficiency using Attkinson’s means involves larger displacement if the engine was efficient from the very beginning. Originality . Attkinson’s engine may significantly lose its efficiency in energy at partial loads. If in the process of virtual design of the Atkinson engine the energy-saving advantages of Humphrey cycle become noticeable, then in the process of imaginary regulation of the thrust of an already synthesized engine of this type the advantages of this cycle are no longer traceable. Practical value . In general, the Otto engine could be considered as a still profitable technical compromise between a two-stroke engine and the Atkinson engine. On the one hand, increasing the efficiency coefficient of a rapid internal combustion engine contributes to significant fuel savings and environmental hazards reduction throughout the life cycle of a machine driven by such an energy-saving engine. But on the other hand, the implementation of the energy-saving Atkinson/Miller working cycle will be accompanied by an increase in the mass and size of the engine and will negatively affect the properties of the machine.","PeriodicalId":120413,"journal":{"name":"Science and Transport Progress. Bulletin of Dnipropetrovsk National University of Railway Transport","volume":"29 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-05-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131410430","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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