Steady requirements of consumers to the quality of to the development of automated systems, make it necessary to the information provided, on the basis of which the control actions constantly process or create higher quality products. The require-are carried out, as well as the acceleration of technical means related ment to improve the basic information solutions using modern technical resources offered by industry was the reason for the rework of the existing business process for managing the fleet of passenger cars implemented in the automated system for managing operation and repair of the passenger car fleet (ASUPV). The article gives a brief analysis of the 20-year work of the linear enterprises (LP) with the ASUPV - (ASUPV LP) subsystem, with the help of which the source documents are entered into the car park, trains are formed and the passenger car fleet maintenance is monitored. This subsystem is the main supplier of information for obtaining analytical data at all levels of passenger car fleet management. The article also outlines the main goal of the new information technology - obtaining, through single processing of primary data, new quality information, on the basis of which optimal management solutions should be developed. The purpose of the newly developed ASUPV LP-2 system is to automate the technological processes of centralized management of the passenger fleet of linear enterprises to improve performance and efficiency of the industry, which will allow optimizing the work of passenger line enterprises, monitoring compliance with technological processes and ensuring the availability of reliable information to interested users. The article describes the main tasks of the developed system: ensuring the need for the necessary and sufficient number of passenger cars for the fulfillment of the transportation plan at the linear enterprise; creating of guaranteed traffic safety of the formed passenger trains; improving the quality of repairs and maintenance. It is noted that the sources of increased complexity of managing the passenger car fleet are the constantly increasing complexity of business processes automated at the linear enterprise, which conflicts with the existing regulatory and technological base, as well as increasing requirements for the speed and accuracy of execution of all operations with cars. It is also indicated that automatic monitoring of the input sequence of source documents and its information interconnection should be created in the developed system and a system of automated control and prevention of conscious violations performed by users should be developed in order to improve the performance of their own work. The system should control the user's actions as much as possible and check the information entered by the user for compliance with regulatory requirements.

Several publications have been devoted to the development of traction power supply for alternating current [1, 2]. They set the task of considering the resistance of the external power supply system and power traction transformers when calculating the current distribution in traction networks. With all the merits of the existing methods for calculating these resistances, there are discrepancies in the published sources in determining the parameters of the equivalent circuit for the traction power supply system [3, 4, 5, 6]. In the present work, the authors propose a technique for calculating reduced to a voltage of 27.5 kV equivalent resistances of an external power supply system and a power traction transformer. An equivalent circuit for replacing the traction power supply system is substantiated, allowing to take into account the voltage drop on the overall resistance of the external power supply system from the traction currents of the considered and adjacent feeder zones, as well as transit currents flowing through the power lines. Using the method of symmetrical components it was obtained that when calculating the internal resistance of a traction substation consisting of the resistances of the longitudinal power supply line and the power traction transformer, it is necessary to use the calculated formulas obtained when taking into account the actual current distribution in the secondary (traction) winding of the power traction transformer. It is shown that the traction network equivalent circuit for the calculation of short-circuit currents, given in [1, 2], does not reflect the real current distribution relationships in traction networks. The main reason for the inconsistency of the scheme proposed by a number of experts with the existing traction power supply system is determined by an unjustified transition from an asymmetric system “three-phase transmission line - transformer - power supply system - single-phase traction network” to a single-line calculation scheme. When calculating the current distribution according to this scheme, there is no metallic connection of the track with one of the phases (more often phase C ) of the power traction transformer. The absence of this connection leads to the flow of traction currents between the district and traction substations, short-circuit current on the ground, which is not permissible.

The possibility of changing bronze in the manufacture of monometallic cast plain bearings with multicomponent aluminum antifriction alloys is considered. Due to alloying of aluminum with tin, lead, copper, zinc, silicon, magnesium and titanium, it was possible to create alloys with increased ability to adapt friction surfaces. According to laboratory tests, the main results of which are given in the article, it is proved that aluminum alloys on a complex of mechanical and tribotechnical properties are close or superior to the investigated bronze BrO4C4S17. Laboratory tests have shown the possibility of manufacturing monometallic plain bearings from experimental cast aluminum alloys, which by mechanical properties are not inferior to the most solid among antifriction bronzes - bronze BrO4C4S17. On a complex of tribotechnical properties, experimental alloys exceed bronze. Due to their high-fusibility, lower density, lower cost and better workability, aluminum alloys have an almost 3-5-fold advantage over economic indicators before tin bronzes. The scope of the proposed alloys will be determined in the course of bench and operational tests. To date, an experimental batch of monometallic bearings of turbochargers TK 33N-02 has been manufactured from the alloy of the AO6S3M4CT series of “Spets Dizel Servis” (Novosibirsk), which successfully passed the bench tests. Bushings 3404.00.112, 3404.00.032 and bearings 3409.00.20, made from an experimental alloy, showed the possibility of replacing the standard bronze BrO8S12 in these turbochargers. It is advisable to carry out operational tests of bearing sleeves from the alloy AO6S3M4CT for turbochargers TK 34, TK 30 and TK 33, as well as bearing inserts for diesel locomotives.

In order to improve the efficiency of long distance transport, it is necessary for all participants in the process to optimize the costs of infrastructure services by introducing advanced technologies for the organization of the transportation process, the maintenance and repair of infrastructure, the quality of passenger service. In addition, it is necessary to improve the management accounting of costs for this type of activity. At present, the attribution of the costs of the owner of the railway infrastructure is regulated by the procedure for the separate accounting of incomes and expenditures by subjects of natural monopolies in the sphere of railway transportation. The article analyzes the dynamics of costs in the provision of infrastructure services in the long-distance, the need to improve the existing procedure for recording costs for a group of articles of the passenger economy, both in the long-distance and in suburban communications, is justified. A new tool for allocating costs by type of activity was proposed on the basis of the survey. The application of the proposed cost accounting mechanism for a group of articles related to passenger service at railway stations will allow forming a financial result more accurately and fairly by production processes and activities, and to reduce the unprofitability of Russian Railways when providing long-distance infrastructure services.

The article considers the problem of increased wear of the wheel-rail pair. An effective solution to this problem is the use of technical means of lubrication, which ensure a reduction in the wear rate of the crests of rolling stock wheels. Based on the survey of modern foreign and domestic lubrication devices and technologies, the main types of flange lubrication systems are identified: onboard (on rolling stock), track stationary, mobile rail-lubricators. The main shortcomings of the existing lubrication systems have been identified: the complexity of the construction of flange lubrication systems, the accuracy of lubricant application on the wheel flange, the lack of control over the serviceability of equipment (onboard and stationary combs), the lack of free paths in the graph for skipping mobile rail-lubricators, especially on single-track line considering the low speed of their operation. These drawbacks lead to the conclusion that at present there are no lubrication technologies that fully meet the conditions of the wheel-rail pair operation. A developed device is proposed that allows accurately applying a lubricant in the form of a solid lubricating element to the wheel flanges of the rolling stock and to provide an automated supply of lubricant in the temperature range of the operation of the rolling stock flanges. Authors described the mechanism of operation of the proposed device for lubricating the wheel flange, which ensures the flow of solid lubricant to the interacting surfaces.

When implementing new or modernized rolling the train in most cases is in the range of 0.9-0.95 and varies de-stock, one of the main problems is the provision of both traffic pending on the position in the track of a group of wheelsets. The safety, and the strength of the carriage and the ways that are de-correlation level of the frame force measured in the carriage and termined by forces in the wheel - rail system. It is almost impossible the sum of lateral forces by its average values is 0.98. A practical to directly measure the forces of interaction between the crew and method for determining the forces of interaction with respect to the track. Their determination can be carried out by measuring the stresses in the neck of a rail was proposed by Schlumpf. It involves stresses in rails, the interdependencies of which with forces are of determining the difference of the moments in the two cross sections a probabilistic nature. Correlation of the strength and stresses for of the rail neck with the angular moment of resistance to bending being equal. In this case, when the scale factors are equal to the difference of the moments, the lateral force is determined. The calculations were made by subtracting electrical signals (four strain gauges were included in the shoulders of the Wheatstone bridge), and a separate bridge was used to determine the vertical load. Errors in determining the lateral force are due to inaccurate location of the sensor sticking, the difference in the dimensions of the rail neck and the displacement of the point of application of the vertical load on the rail head. However, since the maximum forces are realized when the wheel climbs on the rail, this displacement varies insignificantly. Therefore, the results obtained can be used in conducting certification tests. The method of digital processing of data on stresses at three points of the rail neck requires for its implementation more strain gages, but the accuracy of its results is much higher, since it depends only on the errors of preliminary calibration of the cross sections. The error in calculating the forces does not exceed 4%, which shows the expediency of using the three-point method in determining the interaction forces to establish the conditions of circulation.

The article reflects the relevance of the organization of high-speed train traffic on the railways of Russia, describes the procedure for obtaining the initial data and presents technical solutions to the roadbed differentially depending on the composition, properties and condition of the soils, as well as the types of roadbeds (embankments, cuttings, zero places) and climatic conditions. The width of the roadbed on top (the main platform) is set equal to b = 15.5 m, the width between the tracks - b_м = 5.5 m. The surface of the main site should be given a two-sided slope of 0.04 from the middle of the intertrack space towards the edge of the roadbed. The embankments up to 9 m inclusive and cuttings up to 9 m or less should be designed for group solutions. Instead of embankments with a height of more than 9 m and embankments within marshes with a depth of more than 7 m, overpasses should be provided, and in place of cuttings with a depth of more than 9 m - tunnels. Embankments in the marshes up to 7 m deep, as well as on moist and wet grounds, are projected from draining soils with the substitution of soils in the base for these soils. A protective layer is provided in the upper part of the roadbed of all types of clayey soils, as well as in zero places and in cuttings composed of fine and dusty sands, easily eroded and friable rocky grounds. Draining soils are used in the protective layer. When sand is used in the upper part of the protective layer (on the main site) and on its slopes, with the exception of the lower part, a height of 0.8 m is assigned to reinforce these sands with liquid and powdered polifilizers. The steepness of the slopes is assumed to be 1:2. Clay soils under the protective layer in the cuttings, at zero places and embankments are also subject to strengthening. It is proposed to use reinforcing layers from geogrids based on basalt fiber in combination with waterproofing geomembranes and drainage material providing effective water drainage, increasing bearing capacity and stability in complex engineering and geological conditions, including karst, characteristic for polygons of high-speed lines.

In recent decades, the use of constructed sleepers on the world's railways has been increasing: the United States, the EU countries, Japan and China. Such sleepers, having positive performance qualities of wooden sleepers (good elasticity and dielectric properties, manufacturability during laying and during repair work), do not have negative qualities of wood. The article reviews the US and EU standards for testing sleepers made of constructed materials. The classification of such sleepers is given. Examples of testing of such sleepers by specialists of JSC “VNIIZhT” for the period from 1999 to 2016 are given, including sleepers from modified wood, wooden sleepers with elastomeric coating, composite sleepers from recycled high-density polyethylene with glass-filled polymer. Features of the Russian requirements to the constructed sleepers are considered. Composite rail seat supports are promising in application. Possessing the advantages of wooden sleepers (bars), they have higher wear resistance, lower life cycle costs (recyclable), are more homogeneous and do not rot. Damping properties of composite sleepers contribute to solving the problem of reducing noise and vibration from rolling stock. In addition, their use is one of the ways to reduce the negative impact of rail transport on the environment. With a feasibility study, such sleepers will successfully replace other types of rail seat supports. Spheres of rational application of composite rail seat supports are heaving sections of the railway track, areas with weak soils, turnouts, tracks on bridges, railway tunnels, and underground tracks. Taking into account the tendency to expand the polygon for laying composite sleepers, including railway tracks, metro routes and land transport in the Russian Federation, Kazakhstan and other CIS countries, it is advisable to develop a single interstate standard containing safety requirements and test methods for constructed rail seat supports.

The aim of the article is to develop a method for ultrasonic inspection of the rolling stock parts both in manufacturing tuning out the distance amplitude correction curve (DAC) when and in operation. adjusting the conditional sensitivity of a lateral cylindrical reflector The advantage of applying the method of conditional sensitivity with a diameter of 6 mm, located in the CO-2 measure at a depth is that one CO 2 measure with fixed verified metrological characteof 44 mm, ultrasonic monitoring of railway rolling stock by an echo-ristics is enough to control a fairly wide range of rolling stock parts. pulse method. The disadvantage of this method is that the sensitivity over the The method of adjusting the conditional sensitivity for the CO-2 entire control range will be the same and, accordingly, will lead to measure, which consists in detuning the zero level along the lateral the fact that at the beginning of the monitoring range the small-cylindrical reflector, fixing the value of the amplitude and adding size discontinuities will be classified as unacceptable, while the dis-an additional gain factor, established by the regulatory documen-continuities of the same size at the end of the control range will be tation for control, obtained a wide circulation in various methods of classified as allowable. A mathematical tool is proposed for tuning out the DAC when adjusting the conditional sensitivity along the lateral cylindrical reflector to the CO-2 measure of ultrasonic inspection of parts of the railroad rolling stock. To automate the calculations of the DAC parameters of an ultrasonic flaw detector, the software product NDTRT-23 was developed on the basis of the obtained mathematical tool.