Browsing by Author "Radkevich, Anatolii V."
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Item Analytical Method for Compiling and Applying a Ballast Map for the Traction Unit PE2U(НВП ПП «Технологічний Центр», м. Харків; Українська державна академія залізничного транспорту, м. Харків, 2019) Bannikov, Dmytro O.; Radkevich, Anatolii V.ENG: Under practical operation, electric locomotive traction units of series PE2U quite often require, especially in recent decades, various kinds of repair, necessitating the restoration of fleet of these machines that are rather worn-out. That changes the most important indicator in the work of the machine ‒ the distribution of masses; the resulting imbalance of the machine can reach 30 %. Further operation of such a locomotive leads to a decrease in its traction by 40‒100 kN, shortens the service life of the undercarriage by 8‒10 years on average, as well as requires that the speed of the machine during operation should be reduced by 10‒15 km/h. Given the lack of an appropriate regulatory framework and of recommendations in the specialized literature, such balancing operations are actually performed iteratively, with an arbitrary arrangement of ballast elements, which often delays the duration of operations and leads to their poor quality. One of the possible solutions to resolve this issue is the development and implementation of a special theoretical method that would make it possible to analytically substantiate the proposed structural-technological solutions related to the arrangement of a ballast at the electric locomotive traction unit PE2U. In this case, the ballast is composed of individual small-size elements that are stacked in rows into existing structural cavities in a bearing frame. The result is a compiled so-called individual ballast map for each machine. The proposed approach includes two stages of calculations and makes it possible to not only obtain practically acceptable ballast location diagrams, but to also significantly reduce the number of weighings required for the machine. The approach has been tested on several machines at electric locomotive traction units of PE2U over 2010‒2012 and could be officially used in the specialized regulatory documentation. Its practical error does not exceed 3 % and is mainly predetermined by technological factors.Item Modernization of the Buffer Beam of PE2U Traction Unit Electric Locomotive(IOP Publishing, 2020) Bannikov, Dmytro O.; Radkevich, Anatolii V.; Muntian, Antonina O.ENG: The article presents the main results of a theoretical study on the analysis of the stress-strain state of the construction of the buffer bar of the electric locomotive for the control of the traction unit PE2U. The estimation of the possibility and effectiveness of attachment on the front wall of the buffer beam of a special securing bracket was considered as a separate task. In both cases, the finite element method based on the SCAD for Windows computing system was used. As a result, it was found that in general, the design of the buffer beam does not meet the requirements of the current standards. Up to 5 zones of high stress concentration are present in the structure, which, given the long service life of the machines (up to 40-50 years), are potential places for the development of fatigue damage. In order to balance the stress level, we recommended to strengthen the contact zone of the supports under the automatic coupling with the system of horizontal truss plates. The additional recommendation is to reinforce the lower sheet of the buffer beam structure up to and including its replacement by a sheet of greater thickness. Attachment to the front wall of the buffer beam of a special securing bracket for holding in emergency mode the coupling of the locomotive-car is possible provided that this zone is strengthened by the system of additional truss plates. The total increase in the mass of the buffer beam reaches 350 kg (25 % of the original weight of the buffer beam structure).Item Setting Dynamic Problem of Logistic Support of Building Objects by Material Resources Taking into Account Random Factors Affecting Transportation Timing(Kaunas University of Technology, Kaunas, Lithuania, 2021) Arutiunian, Iryna; Radkevich, Anatolii V.; Kuznetsov, Valeriy; Kovalenko, M.; Skrzyniarz, M.ENG: This article considers deterministic (e.g. the exact time at which to deliver the goods, dimensions and characteristics of the vehicle, route length, waiting time in line, loading and unloading time) and non-deterministic factors (e.g. transport breakdowns; accidents; weather conditions; the time that the vehicle is at the consumer’s after unloading; downtime due to non-payment; breakdowns of machines and mechanisms; low-quality materials; delays in subcontractors) that affect the time of transportation and the time of the beginning of the use of material resources. Having identified the main deterministic and non-deterministic factors, it was made the analysis of existing models for solving the problems of organizing the provision of construction facilities with material resources without delays in time. It was determined that the existing models could not fully solve the problems associated with the peculiarities of the construction industry. The following factors are not taken into account: random factors that affect transportation, which increases the maximum cost, the specifics of the construction industry, which leads to inconsistencies, and as a consequence, the false results of the objective function. Schedules were drawn up for the supply of construction resources by the transport organization and the use of the resources mentioned by the construction organization, taking into account random factors that affect the time of transportation. By intersecting these two graphs, two main equations that affect the time of transportation and the time of commencement of material resources and the relationship between these equations were identified. Based on those equations, two target functions were drawn up, one of which takes into account the additional costs of the transportation organization logistics and the time for waiting for transporting, the other takes into account the additional costs of the construction organization for delays in starting work.