ISSUES OF OPTIMIZING THE SPEED OF PASSENGER TRAINS ON ROUTES

Аннотация

This article focuses on the issues of determining the optimal size and speed of freight and passenger trains. In developing the current methodology, research was conducted based on previous scientific research. Currently, one of the pressing issues in railway transport is the problem of soil movement in windy areas, especially in desert areas. It is important to study the negative effects of wind on railway infrastructure and provide scientifically based solutions in this area. For this purpose, the effects of wind on the stability of rolling stock were studied. Keywords: Freight and passenger trains, optimal speed, optimal mass, minimize, empty containers, wind gusts, wind speed, aerodynamic pressure, sand drift, obstacles. Let’s consider the issues of determining the optimal speed of the train. The forward objective is to distribute the speed of freight and passenger trains in such a way that the minimum costs are achieved along the main line. The economic and mathematical model in question takes into account the time spent on effort and energy resources to overcome the main resistance, depending on the speed of the train [1-10]. To calculate the Optimal speed, it is proposed to take into account the change in a number of parameters of the transport process by directions, in particular, the axle load, the size of the train and the proportion of empty cars in the train. Defined mean when calculating the optimal speed using train-clock speed, the magnitude of the relative error was studied. One of the main directions for improving the organization of the transportation process in modern conditions is the optimization of the speed of freight and passenger trains, which largely determines the economic indicators of the Uzbek railway. In particular, an increase in the speed of movement will lead to an increase in energy costs for pulling and repairing trains, but maintenance of the rolling stock will reduce the costs associated with train working personnel, etc., and with additional measures will reduce the specific fuel consumption for pulling trains and increase the overall efficiency of the transportation process [11-15]. The study of train speed optimization and the search for optimal solutions was carried out in close connection with existing economic and technical factors. Thus, the https://scientific-jl.com/ped 5 9 Volume-82, Issue-2, May -2025 “PEDAGOGS” international research journal ISSN: 2181-3027_SJIF: 5.449 costs associated with pulling cars, 10,000 tons of km of brutto, should be calculated according to individual calculations of mechanical work for pulling a train, and not at the average rates of fuel (electricity) consumption. In general, the dependence of costs on train speed is described by the following looking equation: 𝑆 𝐸 = 𝑒 + 𝑒,𝐴 (1) 𝑝·𝑐ℎ 𝑣 𝑢𝑐ℎ Here: e - train-clock price; som; v.ch S - area length, km; V - passenger train has a local speed of, km / h; uch e - 1 kWh, working Price; e The energy consumption for pulling an A-train is calculated and it is defined as: (P+Q)g A = (w + i )S (2) 0 e 3600ƞ Here: R - is the locomotive mass, t; Q - is the mass of the train, t; g - free fall acceleration, m/s2; 3600 - conductor coefficient (Dj kW per hour); ƞ - useful coefficient of work of a locomotive; w - main comparative resistance to train traffic, N / kN; 0 i - equivalent slope,‰. e The main comparative resistance to the movement of wagons on roller bearings (q > 6 t) is determined according to the following basic dependence: o b +c v+d V2 w′′ = a gr gr gr (3) 0 gr q 0 Here: a , b , C , d - are empirical coefficients depending on the type of road gr gr gr gr surface; q - is the weight on the wheel pair axle, t. o For empty wagons on roller bearings (q0 < 6 t), w′′ = b + c v + d v2 (4) 0 por por por Here: b , c , d - are empirical coefficients established experimentally. por por por The resistance to the movement of a train consisting of loaded and empty wagons is determined in the following manner: w = α wn +α w gr (5) 0 p 0 p 0 Here: a , a - the percentage of empty and non-empty wagons in the train, p gr respectively; 𝑎 + 𝑎 =1. 𝑝 𝑔𝑟 After some modifications, we have the following expression: w = A′ + B′v + C′v2 (6) 0 Here: A', B', C' - are the calculation coefficients. https://scientific-jl.com/ped 6 0 Volume-82, Issue-2, May -2025 “PEDAGOGS” international research journal ISSN: 2181-3027_SJIF: 5.449 An important conclusion follows from expression (6) that, if the train consists of empty and loaded wagons, the resistance to movement is described by a parabolic relationship. Let us write the basic specific resistance to train movement as follows: wn = A + B +Cv2 (7) 0 v Here, the above coefficients are determined as follows: 𝑄𝐴′+𝑃𝑎 𝐴 = 𝑙; (8) 𝑄+𝑃 𝑄𝐵′+𝑃𝑏 𝐵 = 𝑙 (9) 𝑄+𝑃 QC′+Pc C = l (10) Q+P Substituting the above expressions into the expression for basic operating costs, the following equation was obtained: E = e S + e, (P+Q)g ∙ (A + Bv +Cv2 + i)S (11) p∙ch vβ 3600ƞ uch Here: βuch - is the rat