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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.

Abstract. The most important direction of increasing the efficiency of rail transportation is to increase the load-carrying capacity of freight cars as a result of an increase in axial loads. New car 12-9548-01 with improved technical characteristics has an axial load of 27 tons. The article describes method of calculating the coefficient reflecting the change in the impact of cars with an axial load of 27 tons on the roadbed during transportation in estimated cars compared to transportation in equivalent cars. Algorithms for calculating changes in the cost of fuel and energy costs for train traction and maintenance of the track infrastructure on the site during the operation of trains formed from cars with an axial load of 27 tons are given, as well as methods for determining the initial data for the calculation.Authors provide values of the coefficient reflecting the change in the impact of vertical and horizontal forces on the railway line when passing freight cars with an axial load of 27 tons compared to analogue cars, and the coefficient of change of the main specific resistance to motion separately for loaded and empty cars.Developed calculation algorithms and methods for obtaining baseline data allow an economic assessment of changes in infrastructure maintenance costs and fuel and energy resources for the operation of trains formed from cars with an axial load of 27 tons compared to those formed from cars with a load of 23.5 tons at the experimental section Kachkanar—Smychka.The cost change assessment carried out in 2017 shows a generally definite economic effect, while there is a reduction in costs associated with the consumption of electricity for train traction as a result of the operation of the estimated cars in the experimental section and an increase in the cost of maintaining the track superstructure and the roadbed, which is quite expected for the conditions of the organization of traffic with increased axial loads.

Аннотация. Изложен механизм оценки эффективности эксплуатации грузовых вагонов с улучшенными техническими характеристиками на инфраструктуре железных дорог на основе проведения испытаний. Он позволяет определить влияние эксплуатации таких вагонов на расходы ОАО «РЖД» в части составляющих, в состав которых входят затраты на топливноэнергетические ресурсы для тяги поездов, на содержание пути, на содержание и эксплуатацию грузовых локомотивов, на обслуживание грузовых вагонов в пути следования. Важной особенностью оценки является то, что она базируется на данных, полученных в результате проведения испытаний в условиях реальной эксплуатации. ключевые слова: экономический эффект; инновационный вагон; вагон с улучшенными техническими характеристиками; экономия затрат; испытания вагонов; основное удельное сопротивление движению; воздействие на путь; вертикальные и боковые силы; отцепки вагонов; гарантийные участки обращения

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