The article is devoted to the overview of the indicators (criteria) of tribosystem compatibility proposed by N..Bushe and their further development. Temperature criterion of compatibility and response of the tribosystem to tightening of the friction modes characteristic for running in regime are described. Materials compatibility indices and ways to manage surface fatigue mode of wear were considered. The article describes compatibility indices based on the entropy-energy approach, their application to kinematic pairs, the methods for determining such indices and the requirements for lubricating materials, providing compatibility conditions on the proposed indicators. The criteria of compatibility associated with squeeze of the soft structural component of the antifriction alloy materials were considered. The analytic modes that takes into account squeezing of the soft phase of the aluminum alloy not only due to the plastic, but also to the elastic deformation of the matrix are referred. On the basis of calculations based on these models conclusions on the structural composition of the studied alloys and the properties of its components, providing increase in the thickness of the lubricant film in different modes of friction. The results of these calculations based on the average thickness of the soft phase on the yield strength of the matrix and the concentration of the soft phase. are given. Considered comprehensive indices of compatibility with respect to complex tribosystems such as “crankshaft-its bearings” of diesel engines system.

The work is devoted to the practical application of non-equilibrium thermodynamics and the theory of self-organization in tribology to obtain certain results, especially in the development of new wear-resistant materials. Wear rate decreases with decreasing entropy production. To reduce wear rate it is necessary to initiate and intensify the process of negative entropy production. Such processes are stable after the self-organization and formation of dissipative structures. The possibilities of shifting self-organization to the softer friction conditions are considered. Article gives examples of practical application of these provisions in order to reduce the wear rate. Such processes include the appropriate selection of the composition of the friction bodies, which can increase the probability of self-organization process.

The article analyses complex of works of the school of tribological materials science, founded by N. A. Bushe, on development and implementation of bimetallic sliding bearings with antifriction layer from aluminum-tin alloys in railway transport and other industries. Advantages of the aluminum alloys over bronze on the example of the crankshaft bearings of diesel locomotives are shown. Various ways to improve the service life and reliability of aluminum antifriction materials are considered. Article also shows the principles of application of the theories of compatibility of the friction pairs, developed by this school, as well as self-organization of the friction surfaces when developing new antifriction materials. The results of the application of the theory of self-organization to friction showed that the complexity of doping antifriction alloys enables forming favorable secondary structures. The use of up to nine alloying elements instead of three ones, has greatly improved the tribological properties of the aluminium alloys and reduces the tin content. As a result, new anti-friction monometallic aluminum alloys for slide bearings have been developed. Bench tests have shown that the bearings are made from these alloys can successfully replace bronze bearings. The use of aluminum alloys instead of bronze in slide bearings not only reduces wear of bearing and wear of steel shaft, but also reduces the probability of scoring and completely get rid of the shaft destroyed as a result of scoring.

The friction as competitive process is considered from positions of energy balance equation. Friction surfaces joint work with using this equation is described. As the result of more full evolution of elementary tribosystem the unique nanostructure is formed and the basis of which is one mechanical (nano) quantum. Mechanical quantum represents the least structural form of solid material body in conditions of plastic deformation and under transition tribosystem across the limit activated state by development of selforganazing processes of tribosystem adaptation are formed. Mechanical quantum is dynamic oscillator of dissipative friction structure. Mechanical quantum can be examined as the elementary nanostructure of metal’s solid body. Calculations have shown the number of such mechanical “quanta” (subtribosystems) within the elementary tribosystem’s volume, which is close to the safe number of fatigue cycles. Their joint rotationary-oscillatory behavior in relation to each other has determined the dynamic dissipation energy effect. Calculative model for dynamic oscillator of friction dissipative structures is offered.

The article deals with the problem of stability of embankments on a strong and a weak base. On the main field-site of roadbed composed of clay soils ballast depressions (troughs, beds) are distributed. Existence of weak soils within the verges and sloping parts of embankments is experimentally established. The ongoing natural and man-made processes in the soils of embankments on a solid foundation lead to decrease in the strength characteristics of soils and slumping slope wash-outs. In view of these processes structures to strengthen unstable embankments are designed with geogrids of basalt fiber and rebar. On unstable sites of embankments the geogrid is laid after deep purification of crushed stone by rolling strips 10 m long on the shorter site and placing them behind a bar chain of ballast cleaner car. Curtailed roll is unrolled then. On a slope through every 1,5 m across and along the tracks rods are clogged, on which a geogrid is put on through cells. Rods immerse up to the depth of 1,5 - 2 m. On sites with narrower main platform by use of these materials the broadening of the main platform is made. A layer of the draining soil is poured out on a covering. The calculation procedure of anti-deformation design is given. The article gives an analysis of embankments depression on weak grounds. To the most extent depressions are common in the permafrost. Causes of long-term embankment depression - squeezing ground - are estimated. To eliminate such depressions it is need to raise permafrost level in the area of the slope sole of embankments or create a mechanical barrier. Technical solution using geogrids of basalt fiber and rebar designed as a mechanical barrier. The article sets out the conditions of application of such design.

Fatigue resistance is the main parameter of the quality of cast parts. Fatigue tests allow evaluating performance of designs, feasibility of introducing structural changes, efficiency of used in the manufacture parts of technological solutions. The analysis of the results of fatigue tests of the side frames of different manufacturers is made. The main places of destruction were determined and defects in the centers of origin of the fatigue cracks were systematized. The parameters of fatigue curves (m - exponent equation, ρ - correlation coefficient), as well as limits of endurance and resistance to fatigue safety factor n were calculated in the article. In some cases, the value of the index m greatly exceeds the average level of the entire test volume. Test results of three batches of the side frames with high values of m and n were reviewed. The first batch of the side frames is represented by the base case. Analysis of the fracture of surfaces showed the presence of damage with high operating time of parts without casting defects. Also, there is destruction of parts with low operating time with presence of numerous casting defects. This indicates instability of manufacturing techniques of parts during its development in the enterprise. Side frames in the second batch are reinforced in the zone of internal angle of pedestal jaw opening by introducing additional edge, increasing the height of the vertical walls in 1.2 times and the wall thickness in 1.25 times. Efforts of pedestal opening led to a peak stresses in the lower and diagonal tension members, side frames divided into two groups of parts with different levels of damage. As a result - the formation of the fatigue curve with the magnitude | m | = 17. Side frames of third batch are an option of enhancing inner angle of pedestal opening by increasing the height of the vertical walls in 1.2 times and the thickness of the horizontal zone in 1.3 times. The rigidity of reinforced zone (pedestal opening) has led to an increase in stress in a neighbor zone - diagonal tension member. As a result, obtaining fatigue of the curve with the magnitude | m | = 25. Formation of zones with different levels of stress state distorts results of fatigue tests of the side frames, unreasonably increases the value of index m, and hence index n. When receiving m in absolute value over 10 an analysis of zones of destruction with establishing reasons behind this increase should be made as well.

In many areas of the economy the problem of bringing a complex control object at a predetermined state corresponding to a preassigned certain requirements arises. To solve it, the terminal management method is used. A typical example of tasks of terminal control is to manage synchronization of the tank emptying with the petroleum product with simultaneous synchronous writing off of its mass recorded in the database during supply of oil products. The article addresses the control method of supply of petroleum products to the consumer that allows in the terminal time to save the initial value of unbalance between the actual mass of oil product in a reservoir, and the mass of oil product indicated in the accounting documentation. In practice, the method can be implemented with control algorithm of terminal control, provided that the relative error of the incoming of the actual mass of oil product to the tank is within the range stated in regulations. The article offers mathematical apparatus, based on results of probability theory and statistical decision theory, showing that the use of control method allows keeping the original supplier relative error for oil product when it is delivered to the consumer, not increasing it by the error of measuring instruments by tank and / or accounting site.

Currently manual brake shoes on Russian railways are used to solve two main tasks: to adjust uncoupling speed at humps (hump shoes), and to fix the rolling stock on the railway tracks. Peculiarities of their work on the station tracks were analyzed. Article proves that the working conditions of the hump shoes and rail skates are significantly different and the need for specialized brake shoes, separately for brake cut of cars and fixing rolling stocks, is justified. It is shown that at the present time, under certain conditions the wheels can roll over the brake shoes, so that the complete elimination of the derailment probability of wheelsets or unauthorized motion of trains cannot be guaranteed. Together with the Central Directorate of traffic management of the JSC “Russian Railways” in 2015 for the first time the technical requirements were developed for rail skate for fixing rolling stocks on station tracks and a new design of rail skates was made. Weight of the prototype samples of new rail skates is almost 2 times less than the hump shoe, thus almost completely excludes the possibility of rolling wheels over rail skates, spontaneous run of trains, and thus increased traffic safety, damage to the shoe handle eliminated as well as flattening or cracking of the shoe front end. The main results of tests of prototype samples at the Test Loop of JSC “VNIIZhT” at the st. Shcherbinka allowed making beneficial changes in the design of the rail skates of mounting series.

An important task for the industry, including railway transport, is the possible reduction of electricity costs. In this regard, attention is drawn to the work of the compressor units and stations, aimed not only at providing the consumer with compressed air, but also compensating for air mass leakage through leaks in networks and technological equipment. The article suggests an engineering method to determine the value of leakage in any technical complexes per unit of time and the possibility to estimate costs needed to eliminate this process which might be harmful to production. The essence of the proposed method is to analyze one element of automatic operation cycle of the compressor unit together with the pneumatic network when consumers are switched off, where the operating pressure is maintained within a predetermined range. This is defined by the mass of compressed air supplied to the pneumatic network from the compressor and spent on making-up for the leak, i.e. the quantities of compressed air which get through leakiness of the system.