Study of the longitudinal profile element ‘anti-slope’ in the output part of the marshalling yard

The design of the longitudinal profile element of the output part of the marshalling yard – ‘anti-slope’ has been studied. The retrospective of changes in regulatory requirements for the longitudinal profile element ‘antislope’ in the output part of the useful length of the marshalling tracks has been considered. The current standards for the design of the ‘anti-slope’ and the results of modern scientific research on the configuration of the longitudinal profile of the sorting tracks have been analyzed, and the factors affecting the length and slope of this profile element have been determined. The rolling of detached trains of various lengths in the sorting yard has been simulated, and the results have been used to compare different designs for the ‘anti-slope’ element of the longitudinal profile. Experiments on rolling off of detachments in the marshalling yard were carried out using a simulation model developed with the author's participation. When modeling, the existing values of the main specific resistance to the movement of wagons when rolling down the hill, as well as the ‘new’ values of the main resistance obtained as a result of studies carried out with the author's participation, were used. A list of technological tasks has been formulated, the solution of which is expedient to produce when determining the configuration of the output part of the longitudinal profile of the sorting parks when designing new or reconstructing existing sorting hills. It has been  established that the length and value of the slope of the longitudinal profile element ‘counter-slope’ must be established by calculation for each specific sorting hill using the provisions of the methodology outlined in this article. In this case, it is necessary to take into account the following factors: the configuration of the longitudinal profile of the gravity hump tracks, the availability and technical characteristics of the means for regulating the speed of derailment, the meteorological conditions of the station's location, the structure of the processed wagon and derailment flow, and the maximum length restrictions for derailed wagons.

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