«ВЕРОЯТНОСТНЫЙ ПРОЦЕСС ПОЗНАНИЯ»

About the book: Igor P. Isaev as a researcher and professor./Composed by V.I. Isaev and Yu.Yu.Chuverin.– Moscow, Moscow State University of Railway Engineering publ., 2011.– 128 pp.The book is dedicated to the memory of Igor P. Isaev, well-known scientist and researcher in the sphere of railway transport, D.Sc. (Tech), meritorious scientist of Russia, professor emeritus of Moscow State University of Railway Engineering (MIIT). The book contains the biography of I. Isaev, the life history of his family, reviews of his oeuvres, brief memoirs of his colleagues and pupils.Игорь Петрович Исаев – ученый и учитель/Составители В. И. Исаев, Ю. Ю. Чуверин. – М.: МИИТ, 2011. – 128 с.Книга посвящена памяти известного ученого, специалиста в области железнодорожного транспорта, заслуженного деятеля науки и техники России, доктора технических наук, почетного профессора МИИТ. В сборнике представлены биографические материалы об Игоре Исаеве и его семье, обзоры научных работ, воспоминания коллег и учеников. Сугубо документальный жанр помогает читателю по достоинству оценить исследовательский и педагогический талант человека, фронтовой и жизненный опыт, редкая интеллигентность которого снискали ему уважение, признательность и благодарность товарищей по профессии, студентов, людей самых разных интересов и взглядов

МОДЕЛИРОВАНИЕ РЕЖИМА РЕГУЛИРОВОЧНОГО ТОРМОЖЕНИЯ ДЛИННОСОСТАВНОГО ПОЕЗДА

From the theory of train longitudinal dynamics it is known that with an increase in length and weight of a train, longitudinal forces grow. In addition, in the course of train movement in areas of rolling grade of the track to perturbations from kinks of the profile, perturbations associated with motion control can be imposed. Adverse overlay can lead to the emergence of longitudinal forces, hazardous under the terms of strength and stability of cars against derailments due to squeezing or pulling [1, 2]. The most unfavorable in this sense is the mode of regulating braking by air brakes, because then rate of change of brake forces remains unregulated. Therefore, when assessing the greatest forces in the train, and even more so in a long train, it is necessary to first take into consideration given control mode – pneumatic braking.The authors use mathematical and engineering methods, mathematical simulation. In line with the study of longitudinal vibrations of a train a discrete multibody model of trains as a system of rigid bodies is considered. With its help regulating braking mode by air brakes is calculated, which allows to ensure that maximum longitudinal forces in the train do not exceed the level allowed under the terms of traffic safety.В русле исследования продольных колебаний состава рассматривается дискретная многомассовая модель поезда как системы твердых тел. С ее помощью рассчитывается режим регулировочного торможения пневматическими тормозами, который позволяет добиться того, чтобы максимальные продольные силы в поезде не превышали уровня, допустимого по условиям безопасности движения

Freight train air brake models

This paper is an outcome of an international collaborative research initiative. Researchers from 24 institutions across 12 countries were invited to discuss the state-of-the-art in railway train air brake modelling with an emphasis on freight rains. Discussed models are classified as empirical, fluid dynamics and fluid-empirical dynamics models. Empirical models are widely used, and advanced versions have been used for train dynamics simulations. Fluid dynamics models are better models to study brake system behaviour but are more complex and slower in computation. Fluid-empirical dynamics models combine fluid dynamics brake pipe models and empirical brake valve models. They are a balance of model fidelity and computational speeds. Depending on research objectives, detailed models of brake rigging, friction blocks and wheel-rail adhesion are also available. To spark new ideas and more research in this field, the challenges and research gaps in air brake modelling are discussed

Freight train air brake models

This paper is an outcome of an international collaborative research initiative. Researchers from 24 institutions across 12 countries were invited to discuss the state-of-the-art in railway train air brake modelling with an emphasis on freight rains. Discussed models are classified as empirical, fluid dynamics and fluid-empirical dynamics models. Empirical models are widely used, and advanced versions have been used for train dynamics simulations. Fluid dynamics models are better models to study brake system behaviour but are more complex and slower in computation. Fluid-empirical dynamics models combine fluid dynamics brake pipe models and empirical brake valve models. They are a balance of model fidelity and computational speeds. Depending on research objectives, detailed models of brake rigging, friction blocks and wheel-rail adhesion are also available. To spark new ideas and more research in this field, the challenges and research gaps in air brake modelling are discussed.</p