5 research outputs found
Π£Π΄ΠΎΡΠΊΠΎΠ½Π°Π»Π΅Π½Π½Ρ ΠΌΠ΅ΡΠΎΠ΄ΡΠ² Π²ΠΈΠ·Π½Π°ΡΠ΅Π½Π½Ρ ΡΡ Π΅ΠΌ ΠΎΠ±ΡΠ³Ρ Π»ΠΎΠΊΠΎΠΌΠΎΡΠΈΠ²ΡΠ² Π· ΡΡΠ°Ρ ΡΠ²Π°Π½Π½ΡΠΌ ΡΠ΅Ρ Π½ΠΎΠ»ΠΎΠ³ΡΡΠ½ΠΈΡ ΠΎΡΠΎΠ±Π»ΠΈΠ²ΠΎΡΡΠ΅ΠΉ Π²Π°Π³ΠΎΠ½ΠΎΠΏΠΎΡΠΎΠΊΡΠ²
This paper focuses on new analytical solutions in the area of building locomotivesβ circulation plans to handle individual applications for route transportation of freight. Such a domain has been little researched for the railway network of Ukraine, whereas the present study provides a basis for automating the planning process. The main aim is to improve the methods of determining the schemes of locomotivesβ turnover in the railway network of Ukraine under the condition of an accelerated handling of individual railcar traffic and with regard to technological peculiarities. The developed mathematical model simultaneously makes it possible to determine the weight of trains on the routes they follow, to outline the circuity of locomotives with regard to deploying various series of locomotives within the network, and to regulate the system of locomotive crewsβ operations in view of the existing technical and technological features of locomotive facilities and the railway infrastructure. The suggested mathematical model is processed in the study through the use of an integer genetic algorithm with its own system of coding the solution. The results have confirmed the adequacy of the developed mathematical model. The use of the suggested mathematical model on the basis of the genetic algorithm can help automate the complex process of determining the schemes of locomotivesβ circulation with regard to the technological peculiarities of railcar traffic and, consequently, improve the accuracy and speed of decision-making for servicing individual applications for route transportation of freight.ΠΡΠ΅Π΄Π»ΠΎΠΆΠ΅Π½ΠΎ ΡΠΎΠ²Π΅ΡΡΠ΅Π½ΡΡΠ²ΠΎΠ²Π°Π½ΠΈΠ΅ ΠΌΠ΅ΡΠΎΠ΄ΠΎΠ² ΠΎΠΏΡΠ΅Π΄Π΅Π»Π΅Π½ΠΈΡ ΡΡ
Π΅ΠΌ ΠΎΠ±ΡΠ°ΡΠ΅Π½ΠΈΡ Π»ΠΎΠΊΠΎΠΌΠΎΡΠΈΠ²ΠΎΠ² Ρ ΡΡΠ΅ΡΠΎΠΌ ΡΠ΅Ρ
Π½ΠΎΠ»ΠΎΠ³ΠΈΡΠ΅ΡΠΊΠΈΡ
ΠΎΡΠΎΠ±Π΅Π½Π½ΠΎΡΡΠ΅ΠΉ Π²Π°Π³ΠΎΠ½ΠΎΠΏΠΎΡΠΎΠΊΠΎΠ². Π Π°Π·ΡΠ°Π±ΠΎΡΠ°Π½Π° ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ΅ΡΠΊΠ°Ρ ΠΌΠΎΠ΄Π΅Π»Ρ, ΠΊΠΎΡΠΎΡΠ°Ρ ΠΏΠΎΠ·Π²ΠΎΠ»ΡΠ΅Ρ Π½Π°ΠΉΡΠΈ ΠΌΠ°ΡΡΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π½Π° ΠΌΠ°ΡΡΡΡΡΠ°Ρ
ΠΈΡ
ΡΠ»Π΅Π΄ΠΎΠ²Π°Π½ΠΈΡ, ΡΡ
Π΅ΠΌΡ ΠΎΠ±ΡΠ°ΡΠ΅Π½ΠΈΡ Π»ΠΎΠΊΠΎΠΌΠΎΡΠΈΠ²ΠΎΠ² ΠΈ ΡΠ°Π±ΠΎΡΡ Π±ΡΠΈΠ³Π°Π΄ Ρ ΡΡΠ΅ΡΠΎΠΌ Π΄ΠΈΡΠ»ΠΎΠΊΠ°ΡΠΈΠΈ ΠΏΠ°ΡΠΊΠ° Ρ ΡΠ°Π·Π»ΠΈΡΠ½ΡΠΌΠΈ ΡΠ΅ΡΠΈΡΠΌΠΈ Π½Π° ΠΏΠΎΠ»ΠΈΠ³ΠΎΠ½Π΅ ΡΠ΅ΡΠΈ. ΠΠ»Ρ ΡΠ΅ΡΠ΅Π½ΠΈΡ Π΄Π°Π½Π½ΠΎΠΉ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ΅ΡΠΊΠΎΠΉ ΠΌΠΎΠ΄Π΅Π»ΠΈ ΠΏΡΠΈΠΌΠ΅Π½Π΅Π½ ΡΠ΅Π»ΠΎΡΠΈΡΠ»Π΅Π½Π½ΡΠΉ Π³Π΅Π½Π΅ΡΠΈΡΠ΅ΡΠΊΠΈΠΉ Π°Π»Π³ΠΎΡΠΈΡΠΌ Ρ ΡΠΎΠ±ΡΡΠ²Π΅Π½Π½ΠΎΠΉ ΡΡ
Π΅ΠΌΠΎΠΉ ΠΊΠΎΠ΄ΠΈΡΠΎΠ²Π°Π½ΠΈΡ ΡΠ΅ΡΠ΅Π½ΠΈΡΠΠ°ΠΏΡΠΎΠΏΠΎΠ½ΠΎΠ²Π°Π½ΠΎ ΡΠ΄ΠΎΡΠΊΠΎΠ½Π°Π»Π΅Π½Π½Ρ ΠΌΠ΅ΡΠΎΠ΄ΡΠ² Π²ΠΈΠ·Π½Π°ΡΠ΅Π½Π½Ρ ΡΡ
Π΅ΠΌ ΠΎΠ±ΡΠ³Ρ Π»ΠΎΠΊΠΎΠΌΠΎΡΠΈΠ²ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½ΡΠΌ ΡΠ΅Ρ
Π½ΠΎΠ»ΠΎΠ³ΡΡΠ½ΠΈΡ
ΠΎΡΠΎΠ±Π»ΠΈΠ²ΠΎΡΡΠ΅ΠΉ Π²Π°Π³ΠΎΠ½ΠΎΠΏΠΎΡΠΎΠΊΡΠ². Π ΠΎΠ·ΡΠΎΠ±Π»Π΅Π½ΠΎ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ½Ρ ΠΌΠΎΠ΄Π΅Π»Ρ, ΡΠΊΠ° Π΄ΠΎΠ·Π²ΠΎΠ»ΡΡ Π·Π½Π°ΠΉΡΠΈ ΠΌΠ°ΡΡ ΠΏΠΎΡΠ·Π΄ΡΠ² Π½Π° ΠΌΠ°ΡΡΡΡΡΠ°Ρ
ΡΡ
ΡΠ»ΡΠ΄ΡΠ²Π°Π½Π½Ρ, ΡΡ
Π΅ΠΌΠΈ ΠΎΠ±ΡΠ³Ρ Π»ΠΎΠΊΠΎΠΌΠΎΡΠΈΠ²ΡΠ² ΡΠ° ΡΠΎΠ±ΠΎΡΠΈ Π±ΡΠΈΠ³Π°Π΄ Π· Π²ΡΠ°Ρ
ΡΠ²Π°Π½Π½ΡΠΌ Π΄ΠΈΡΠ»ΠΎΠΊΠ°ΡΡΡ ΠΏΠ°ΡΠΊΡ Π· ΡΡΠ·Π½ΠΈΠΌΠΈ ΡΠ΅ΡΡΡΠΌΠΈ Π½Π° ΠΏΠΎΠ»ΡΠ³ΠΎΠ½Ρ ΠΌΠ΅ΡΠ΅ΠΆΡ. ΠΠ»Ρ ΡΡΡΠ΅Π½Π½Ρ Π΄Π°Π½ΠΎΡ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ½ΠΎΡ ΠΌΠΎΠ΄Π΅Π»Ρ Π·Π°ΡΡΠΎΡΠΎΠ²Π°Π½ΠΎ ΡΡΠ»ΠΎΡΠΈΡΠ΅Π»ΡΠ½ΠΈΠΉ Π³Π΅Π½Π΅ΡΠΈΡΠ½ΠΈΠΉ Π°Π»Π³ΠΎΡΠΈΡΠΌ Π· Π²Π»Π°ΡΠ½ΠΎΡ ΡΡ
Π΅ΠΌΠΎΡ ΠΊΠΎΠ΄ΡΠ²Π°Π½Π½Ρ ΡΡΡΠ΅Π½Π½
Π ΠΎΠ·ΡΠΎΠ±ΠΊΠ° ΠΌΠ΅ΡΠΎΠ΄Ρ ΠΌΠΎΠ΄Π΅Π»ΡΠ²Π°Π½Π½Ρ ΡΠΎΠ·ΠΏΠΎΠ²ΡΡΠ΄ΠΆΠ΅Π½Π½Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ Ρ Π½Π΅ΡΠΈΠΊΠ»ΡΡΠ½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π½Π° Π·Π°Π»ΡΠ·Π½ΠΈΡΡΡ Π·ΠΌΡΡΠ°Π½ΠΎΠ³ΠΎ ΡΡΡ Ρ
The main goal of present study is to develop a method for modeling delay propagation in non-cyclic train scheduling on a railroad network with mixed traffic. This will make it possible to explore the dynamics of delay transfer between trains and to identify the most vulnerable points in the timetable of trains. We have devised a method for modeling delay propagation in non-cyclic train scheduling for the rail networks with mixed traffic. It is proposed to apply as a basis of the developed method a mathematical model for the construction of a non-cyclic train timetable. A distinctive feature of the objective function of the mathematical model is taking into consideration the patterns of building a non-cyclic train timetable under conditions of mixed traffic of passenger and heavy-weight or multi-car freight trains, for which it is important to minimize the cost of stopping during motion. The proposed mathematical model was solved based on the multiagent optimization. To account for delay propagation on the railroad network of great dimensionality, we devised a procedure for connecting interdependent sections, which makes it possible to decompose the general problem based on the construction of schedule of trains for separate estimated sections taking into consideration the network effect. We performed an analysis of the dynamics of propagation of secondary delays in non-cyclic train scheduling with detailed patterns of changes in all parameters in time and space. We obtained dependences of the number and duration of delayed trains on the point of occurrence in the timetable of trains along the estimated line of the Ukrainian railroad network. The approach proposed allows the automatization of determining a time reserve in the standard non-cyclic train scheduling based on forecasting the consequences of train delays.ΠΡΠ΅Π΄Π»ΠΎΠΆΠ΅Π½ ΠΌΠ΅ΡΠΎΠ΄ ΠΌΠΎΠ΄Π΅Π»ΠΈΡΠΎΠ²Π°Π½ΠΈΡ ΡΠ°ΡΠΏΡΠΎΡΡΡΠ°Π½Π΅Π½ΠΈΡ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ Π² Π½Π΅ΡΠΈΠΊΠ»ΠΈΡΠ΅ΡΠΊΠΎΠΌ Π³ΡΠ°ΡΠΈΠΊΠ΅ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Ρ ΡΡΠ΅ΡΠΎΠΌ ΡΠ΅Ρ
Π½ΠΈΡΠ΅ΡΠΊΠΈΡ
ΠΈ ΡΠ΅Ρ
Π½ΠΎΠ»ΠΎΠ³ΠΈΡΠ΅ΡΠΊΠΈΡ
ΠΎΡΠΎΠ±Π΅Π½ΠΎΡΡΠ΅ΠΉ ΠΆΠ΅Π»Π΅Π·Π½ΠΎΠ΄ΠΎΡΠΎΠΆΠ½ΠΎΠΉ ΡΠ΅ΡΠΈ ΡΠΌΠ΅ΡΠ°Π½Π½ΠΎΠ³ΠΎ ΠΏΠ°ΡΡΠ°ΠΆΠΈΡΡΠΊΠΎΠ³ΠΎ ΠΈ Π³ΡΡΠ·ΠΎΠ²ΠΎΠ³ΠΎ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ. Π Π°Π·ΡΠ°Π±ΠΎΡΠ°Π½Π° ΠΏΡΠΎΡΠ΅Π΄ΡΡΠ° ΠΈΡΡΠ»Π΅Π΄ΠΎΠ²Π°Π½ΠΈΡ Π²Π»ΠΈΡΠ½ΠΈΡ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π² Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌ Π³ΡΠ°ΡΠΈΠΊΠ΅ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π½Π° ΠΎΡΠ½ΠΎΠ²Π΅ ΠΎΠΏΡΠΈΠΌΠΈΠ·Π°ΡΠΈΠΎΠ½Π½ΠΎΠΉ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ΅ΡΠΊΠΎΠΉ ΠΌΠΎΠ΄Π΅Π»ΠΈ ΠΏΠΎΡΡΡΠΎΠ΅Π½ΠΈΡ Π³ΡΠ°ΡΠΈΠΊΠ° Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Ρ ΡΡΠ΅ΡΠΎΠΌ Π·Π°Π΄Π°Π½ΠΎΠΉ ΠΏΠ΅ΡΠ²ΠΈΡΠ½ΠΎΠΉ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ. ΠΡΠΎΠ²Π΅Π΄Π΅Π½Π½ΡΠ΅ ΡΠΊΡΠΏΠ΅ΡΠΈΠΌΠ΅Π½ΡΠ°Π»ΡΠ½ΡΠ΅ ΠΈΡΡΠ»Π΅Π΄ΠΎΠ²Π°Π½ΠΈΡ ΠΌΠΎΠ΄Π΅Π»ΠΈΡΠΎΠ²Π°Π½ΠΈΡ ΡΠ°ΡΠΏΡΠΎΡΡΡΠ°Π½Π΅Π½ΠΈΡ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ Π² Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌ Π³ΡΠ°ΡΠΈΠΊΠ΅ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π½Π° ΠΆΠ΅Π»Π΅Π·Π½ΠΎΠ΄ΠΎΡΠΎΠΆΠ½ΠΎΠΉ Π»ΠΈΠ½ΠΈΠΈ Π·Π½Π°ΡΠΈΡΠ΅Π»ΡΠ½ΠΎΠΉ ΠΏΡΠΎΡΡΠΆΠ΅Π½Π½ΠΎΡΡΠΈΠΠ°ΠΏΡΠΎΠΏΠΎΠ½ΠΎΠ²Π°Π½ΠΎ ΠΌΠ΅ΡΠΎΠ΄ ΠΌΠΎΠ΄Π΅Π»ΡΠ²Π°Π½Π½Ρ ΡΠΎΠ·ΠΏΠΎΠ²ΡΡΠ΄ΠΆΠ΅Π½Π½Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ Ρ Π½Π΅ΡΠΈΠΊΠ»ΡΡΠ½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½ΡΠΌ ΡΠ΅Ρ
Π½ΡΡΠ½ΠΈΡ
ΡΠ° ΡΠ΅Ρ
Π½ΠΎΠ»ΠΎΠ³ΡΡΠ½ΠΈΡ
ΠΎΡΠΎΠ±Π»ΠΈΠ²ΠΎΡΡΠ΅ΠΉ Π·Π°Π»ΡΠ·Π½ΠΈΡΠ½ΠΎΡ ΠΌΠ΅ΡΠ΅ΠΆΡ Π·ΠΌΡΡΠ°Π½ΠΎΠ³ΠΎ ΡΡΡ
Ρ ΠΏΠ°ΡΠ°ΠΆΠΈΡΡΡΠΊΠΈΡ
Ρ Π²Π°Π½ΡΠ°ΠΆΠ½ΠΈΡ
ΠΏΠΎΡΠ·Π΄ΡΠ². Π ΠΎΠ·ΡΠΎΠ±Π»Π΅Π½ΠΎ ΠΏΡΠΎΡΠ΅Π΄ΡΡΡ Π΄ΠΎΡΠ»ΡΠ΄ΠΆΠ΅Π½Π½Ρ Π²ΠΏΠ»ΠΈΠ²Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ ΠΏΠΎΡΠ·Π΄ΡΠ² Ρ Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π½Π° ΠΎΡΠ½ΠΎΠ²Ρ ΠΎΠΏΡΠΈΠΌΡΠ·Π°ΡΡΠΉΠ½ΠΎΡ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ½ΠΎΡ ΠΌΠΎΠ΄Π΅Π»Ρ ΠΏΠΎΠ±ΡΠ΄ΠΎΠ²ΠΈ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½Ρ Π·Π°Π΄Π°Π½ΠΎΡ ΠΏΠ΅ΡΠ²ΠΈΠ½Π½ΠΎΡ Π·Π°ΡΡΠΈΠΌΠΊΠΈ. ΠΡΠΎΠ²Π΅Π΄Π΅Π½Ρ Π΅ΠΊΡΠΏΠ΅ΡΠΈΠΌΠ΅Π½ΡΠ°Π»ΡΠ½Ρ Π΄ΠΎΡΠ»ΡΠ΄ΠΆΠ΅Π½Π½Ρ ΠΌΠΎΠ΄Π΅Π»ΡΠ²Π°Π½Π½Ρ ΠΏΠΎΡΠΈΡΠ΅Π½Π½Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ ΠΏΠΎΡΠ·Π΄ΡΠ² Ρ Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½ΡΠΌ Π²Π·Π°ΡΠΌΠΎΡΠ²βΡΠ·ΠΊΠΈ Π·Π°Π»ΡΠ·Π½ΠΈΡΠ½ΠΈΡ
Π΄ΡΠ»ΡΠ½ΠΈΡ
Π ΠΎΠ·ΡΠΎΠ±ΠΊΠ° ΠΌΠ΅ΡΠΎΠ΄Ρ ΠΌΠΎΠ΄Π΅Π»ΡΠ²Π°Π½Π½Ρ ΡΠΎΠ·ΠΏΠΎΠ²ΡΡΠ΄ΠΆΠ΅Π½Π½Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ Ρ Π½Π΅ΡΠΈΠΊΠ»ΡΡΠ½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π½Π° Π·Π°Π»ΡΠ·Π½ΠΈΡΡΡ Π·ΠΌΡΡΠ°Π½ΠΎΠ³ΠΎ ΡΡΡ Ρ
The main goal of present study is to develop a method for modeling delay propagation in non-cyclic train scheduling on a railroad network with mixed traffic. This will make it possible to explore the dynamics of delay transfer between trains and to identify the most vulnerable points in the timetable of trains. We have devised a method for modeling delay propagation in non-cyclic train scheduling for the rail networks with mixed traffic. It is proposed to apply as a basis of the developed method a mathematical model for the construction of a non-cyclic train timetable. A distinctive feature of the objective function of the mathematical model is taking into consideration the patterns of building a non-cyclic train timetable under conditions of mixed traffic of passenger and heavy-weight or multi-car freight trains, for which it is important to minimize the cost of stopping during motion. The proposed mathematical model was solved based on the multiagent optimization. To account for delay propagation on the railroad network of great dimensionality, we devised a procedure for connecting interdependent sections, which makes it possible to decompose the general problem based on the construction of schedule of trains for separate estimated sections taking into consideration the network effect. We performed an analysis of the dynamics of propagation of secondary delays in non-cyclic train scheduling with detailed patterns of changes in all parameters in time and space. We obtained dependences of the number and duration of delayed trains on the point of occurrence in the timetable of trains along the estimated line of the Ukrainian railroad network. The approach proposed allows the automatization of determining a time reserve in the standard non-cyclic train scheduling based on forecasting the consequences of train delays.ΠΡΠ΅Π΄Π»ΠΎΠΆΠ΅Π½ ΠΌΠ΅ΡΠΎΠ΄ ΠΌΠΎΠ΄Π΅Π»ΠΈΡΠΎΠ²Π°Π½ΠΈΡ ΡΠ°ΡΠΏΡΠΎΡΡΡΠ°Π½Π΅Π½ΠΈΡ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ Π² Π½Π΅ΡΠΈΠΊΠ»ΠΈΡΠ΅ΡΠΊΠΎΠΌ Π³ΡΠ°ΡΠΈΠΊΠ΅ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Ρ ΡΡΠ΅ΡΠΎΠΌ ΡΠ΅Ρ
Π½ΠΈΡΠ΅ΡΠΊΠΈΡ
ΠΈ ΡΠ΅Ρ
Π½ΠΎΠ»ΠΎΠ³ΠΈΡΠ΅ΡΠΊΠΈΡ
ΠΎΡΠΎΠ±Π΅Π½ΠΎΡΡΠ΅ΠΉ ΠΆΠ΅Π»Π΅Π·Π½ΠΎΠ΄ΠΎΡΠΎΠΆΠ½ΠΎΠΉ ΡΠ΅ΡΠΈ ΡΠΌΠ΅ΡΠ°Π½Π½ΠΎΠ³ΠΎ ΠΏΠ°ΡΡΠ°ΠΆΠΈΡΡΠΊΠΎΠ³ΠΎ ΠΈ Π³ΡΡΠ·ΠΎΠ²ΠΎΠ³ΠΎ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ. Π Π°Π·ΡΠ°Π±ΠΎΡΠ°Π½Π° ΠΏΡΠΎΡΠ΅Π΄ΡΡΠ° ΠΈΡΡΠ»Π΅Π΄ΠΎΠ²Π°Π½ΠΈΡ Π²Π»ΠΈΡΠ½ΠΈΡ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π² Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌ Π³ΡΠ°ΡΠΈΠΊΠ΅ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π½Π° ΠΎΡΠ½ΠΎΠ²Π΅ ΠΎΠΏΡΠΈΠΌΠΈΠ·Π°ΡΠΈΠΎΠ½Π½ΠΎΠΉ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ΅ΡΠΊΠΎΠΉ ΠΌΠΎΠ΄Π΅Π»ΠΈ ΠΏΠΎΡΡΡΠΎΠ΅Π½ΠΈΡ Π³ΡΠ°ΡΠΈΠΊΠ° Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Ρ ΡΡΠ΅ΡΠΎΠΌ Π·Π°Π΄Π°Π½ΠΎΠΉ ΠΏΠ΅ΡΠ²ΠΈΡΠ½ΠΎΠΉ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ. ΠΡΠΎΠ²Π΅Π΄Π΅Π½Π½ΡΠ΅ ΡΠΊΡΠΏΠ΅ΡΠΈΠΌΠ΅Π½ΡΠ°Π»ΡΠ½ΡΠ΅ ΠΈΡΡΠ»Π΅Π΄ΠΎΠ²Π°Π½ΠΈΡ ΠΌΠΎΠ΄Π΅Π»ΠΈΡΠΎΠ²Π°Π½ΠΈΡ ΡΠ°ΡΠΏΡΠΎΡΡΡΠ°Π½Π΅Π½ΠΈΡ Π·Π°Π΄Π΅ΡΠΆΠΊΠΈ Π² Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌ Π³ΡΠ°ΡΠΈΠΊΠ΅ Π΄Π²ΠΈΠΆΠ΅Π½ΠΈΡ ΠΏΠΎΠ΅Π·Π΄ΠΎΠ² Π½Π° ΠΆΠ΅Π»Π΅Π·Π½ΠΎΠ΄ΠΎΡΠΎΠΆΠ½ΠΎΠΉ Π»ΠΈΠ½ΠΈΠΈ Π·Π½Π°ΡΠΈΡΠ΅Π»ΡΠ½ΠΎΠΉ ΠΏΡΠΎΡΡΠΆΠ΅Π½Π½ΠΎΡΡΠΈΠΠ°ΠΏΡΠΎΠΏΠΎΠ½ΠΎΠ²Π°Π½ΠΎ ΠΌΠ΅ΡΠΎΠ΄ ΠΌΠΎΠ΄Π΅Π»ΡΠ²Π°Π½Π½Ρ ΡΠΎΠ·ΠΏΠΎΠ²ΡΡΠ΄ΠΆΠ΅Π½Π½Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ Ρ Π½Π΅ΡΠΈΠΊΠ»ΡΡΠ½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½ΡΠΌ ΡΠ΅Ρ
Π½ΡΡΠ½ΠΈΡ
ΡΠ° ΡΠ΅Ρ
Π½ΠΎΠ»ΠΎΠ³ΡΡΠ½ΠΈΡ
ΠΎΡΠΎΠ±Π»ΠΈΠ²ΠΎΡΡΠ΅ΠΉ Π·Π°Π»ΡΠ·Π½ΠΈΡΠ½ΠΎΡ ΠΌΠ΅ΡΠ΅ΠΆΡ Π·ΠΌΡΡΠ°Π½ΠΎΠ³ΠΎ ΡΡΡ
Ρ ΠΏΠ°ΡΠ°ΠΆΠΈΡΡΡΠΊΠΈΡ
Ρ Π²Π°Π½ΡΠ°ΠΆΠ½ΠΈΡ
ΠΏΠΎΡΠ·Π΄ΡΠ². Π ΠΎΠ·ΡΠΎΠ±Π»Π΅Π½ΠΎ ΠΏΡΠΎΡΠ΅Π΄ΡΡΡ Π΄ΠΎΡΠ»ΡΠ΄ΠΆΠ΅Π½Π½Ρ Π²ΠΏΠ»ΠΈΠ²Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ ΠΏΠΎΡΠ·Π΄ΡΠ² Ρ Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π½Π° ΠΎΡΠ½ΠΎΠ²Ρ ΠΎΠΏΡΠΈΠΌΡΠ·Π°ΡΡΠΉΠ½ΠΎΡ ΠΌΠ°ΡΠ΅ΠΌΠ°ΡΠΈΡΠ½ΠΎΡ ΠΌΠΎΠ΄Π΅Π»Ρ ΠΏΠΎΠ±ΡΠ΄ΠΎΠ²ΠΈ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½Ρ Π·Π°Π΄Π°Π½ΠΎΡ ΠΏΠ΅ΡΠ²ΠΈΠ½Π½ΠΎΡ Π·Π°ΡΡΠΈΠΌΠΊΠΈ. ΠΡΠΎΠ²Π΅Π΄Π΅Π½Ρ Π΅ΠΊΡΠΏΠ΅ΡΠΈΠΌΠ΅Π½ΡΠ°Π»ΡΠ½Ρ Π΄ΠΎΡΠ»ΡΠ΄ΠΆΠ΅Π½Π½Ρ ΠΌΠΎΠ΄Π΅Π»ΡΠ²Π°Π½Π½Ρ ΠΏΠΎΡΠΈΡΠ΅Π½Π½Ρ Π·Π°ΡΡΠΈΠΌΠΊΠΈ ΠΏΠΎΡΠ·Π΄ΡΠ² Ρ Π½ΠΎΡΠΌΠ°ΡΠΈΠ²Π½ΠΎΠΌΡ Π³ΡΠ°ΡΡΠΊΡ ΡΡΡ
Ρ ΠΏΠΎΡΠ·Π΄ΡΠ² Π· ΡΡΠ°Ρ
ΡΠ²Π°Π½Π½ΡΠΌ Π²Π·Π°ΡΠΌΠΎΡΠ²βΡΠ·ΠΊΠΈ Π·Π°Π»ΡΠ·Π½ΠΈΡΠ½ΠΈΡ
Π΄ΡΠ»ΡΠ½ΠΈΡ
An Improved Method of Determining the Schemes of Locomotive Circulation with Regard to the Technological Peculiarities of Railcar Traffic
This paper focuses on new analytical solutions in the area of building locomotives' circulation plans to handle individual applications for route transportation of freight. Such a domain has been little researched for the railway network of Ukraine, whereas the present study provides a basis for automating the planning process. The main aim is to improve the methods of determining the schemes of locomotives' turnover in the railway network of Ukraine under the condition of an accelerated handling of individual railcar traffic and with regard to technological peculiarities. The developed mathematical model simultaneously makes it possible to determine the weight of trains on the routes they follow, to outline the circuity of locomotives with regard to deploying various series of locomotives within the network, and to regulate the system of locomotive crews' operations in view of the existing technical and technological features of locomotive facilities and the railway infrastructure. The suggested mathematical model is processed in the study through the use of an integer genetic algorithm with its own system of coding the solution. The results have confirmed the adequacy of the developed mathematical model. The use of the suggested mathematical model on the basis of the genetic algorithm can help automate the complex process of determining the schemes of locomotives' circulation with regard to the technological peculiarities of railcar traffic and, consequently, improve the accuracy and speed of decision-making for servicing individual applications for route transportation of freight