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In the article on the basis of the complex analysis of sources and scientific literature the attempt to investigate historical circumstances of development and construction of shunting electric locomotives at the Dnipropetrovsk electric locomotive plant has been made. It was found that during the 1960s and 1970s, the team of designers of the Dnipropetrovsk plant, having strong research and production potential, at the request of the Ministry of Railways of the USSR developed and built unique samples of shunting electric locomotives of the VL41 and VL26 series to meet the needs of Soviet main-line railways with modern high-tech electric vehicles. It is proved that in the absence of thorough experience and, accordingly, the possibility of a rapid technological breakthrough in the development of main-line locomotives, during the experimental operation of shunting electric locomotives VL41 and VL26, several design shortcomings were identified, which led to their further use exclusively on the house tracks of enterprises, and designers of Dnipropetrovsk plant later focused on the development and construction of traction units for industrial application commissioned by the Ministry of Ferrous Metallurgy of the USSR. At the same time, the construction of the main-line railway equipment to the order of the Ministry of Railways allowed the staff of the enterprise to gain valuable experience, which was later used in the implementation of the renewal program of rolling stock of Ukrzaliznytsia. Although today the Dnipropetrovsk plant is in decline, the analysis of historical circumstances of formation and design and technological heritage of electric locomotive construction in Ukraine is of fundamental importance both in the general perspective of the development of domestic transport engineering, and the railway industry in particular. Further study of the history of Dnipropetrovsk electric locomotive plant requires clarification of the historical circumstances of institutionalization of the Special Design and Technology Bureau of the enterprise from the creation of industrial electric locomotives and traction units to the development and re-equipment of main traction rolling stock and specialized repair equipment within the state enterprise “Ukrainian Research Design Institute of Electric Locomotive Engineering”.

Objective: To study the dependence of the numerical values of the bearing reactions occurring in the bolted fasteners of the gear casing (GC) on the conditions of its fastening to the traction motor. To show the resulting redistribution of the bearing reaction values in the case of the lack of load bearing in one or two bolted fasteners from the three existing design ones. To calculate the equivalent stresses that appear in the gear casing structure under various abnormal conditions of its fastening to the traction motor under static loading. Methods: The equations of statics were used for the spatial system of forces, including three vertical bearing reactions and the weight of the casing itself. To study the stress-strain state of the casing in the case of its static loading, the finite element method was used, implemented in the ANSYS Workbench software package. Results: The cause of damage to the GC during operation has been found associated with its design flaws. Calculation formulas have been obtained for determining the vertical bearing reactions of the GC. The need to take into account the GC loading in the case of redistribution of loads due to the loosening of its fastening bolts has been found. The need to improve the design of the gear casing has been indicated. Practical importance: The probable cause of damage to the GC during operation has been found. A method is proposed for assessing the GC loading in the case of redistribution of loads between its bearing points.

The article discusses the solution to the problem of underground railway transport slipping in dynamic modes, which occurs when there is a significant difference in the speeds of the driving and driven pairs of wheels. The state of the rail surfaces largely determines the coefficient of adhesion, therefore, using a mathematical model, the condition for the dependence of the magnitude of slipping and tractive effort is selected. For effective acceleration and deceleration of an electric locomotive, it is necessary to control the coefficient of adhesion at a certain level. A simulation model of rolling stock has been created, which for the first time takes into account a mechanical system with distributed parameters. In the structural diagram of the automatic control system of traction electric drives with frequency regulation, such factors as the volume of goods being moved, rolling friction, slope (rise) levels and the state of the rail track are taken into account. The simulation results show the features of the movement and stops of the freight train not only by the diagrams of speed and forces in the modes of acceleration-deceleration and uniform movement, but also the positions of the plungers and tractive forces on the couplings of the electric locomotive and all trolleys involved in the movement of goods. The practical application of the proposed method lies in the possibility of starting a heavily laden train from its place on the ascent section in conditions of insufficient adhesion coefficient with contaminated roads.

Currently, the methods of monitoring the technical condition of locomotives using data of on-board microprocessor-based control systems are widely used. This monitoring of Russia has become an operating technology of the locomotive maintenance and repair system.The main problem of monitoring is the limited set of sensors in locomotive circuits. Increased number of sensors leads to a decrease in reliability and to an increase in the cost of a locomotive and of its life cycle, while allowing to achieve better quality of diagnostic information.Besides, it is advisable to have integrated indicators of the technical condition of a locomotive. The article presents a computer software product for analysing the technical condition of a locomotive based on dynamic data on consumption of traction active power and generation of reactive power. The software was developed by using algorithmic language Visual BASIC for Applications, embedded in MS Excel, using probabilistic and statistical methods of analysis.The method for diagnosing the technical condition of a locomotive within the monitoring system is based on a comparison of dynamics of consumption of active and generation of reactive power by two sections of the same locomotive according to the principle of functional benchmarking. For monitoring the technical condition of locomotives, the term «pre-failure» is suggested, which is defined as the operable condition of a locomotive while there are internal hidden defects or damage. Pre-failure manifests itself in power consumption. To analyse the technical condition of AC electric locomotives in terms of electricity consumption, the initial data must have a high degree of unimodality, which is determined by uniformity of operating conditions.The resulting data obtained following the analysis of the technical condition of a locomotive based on the dynamic data on consumption of tractive active energy and generation of reactive power can be used to determine a defect that causes a change in consumption of electricity at the moment when the locomotive enters technical maintenance and repair depot. *Information about the authors: Semenov, Alexander P. – Ph.D. (Eng), General Director of JSC Research Institute of Technology, Control and Diagnostics of Railway Transport, Omsk, Russia, corp@niitkd.ru. Semchenko, Victor V. – Ph.D. (Eng), General Director of JSC Railroad Centre of Technology Implementation of Krasnoyarsk Railway, Krasnoyarsk, Russia, office@dcv.ru. Khromov, Igor Yu. – Business Analyst of LLC2050-Integrator, Moscow, Russia, KhromovIYu@yandex.ru. Article received 13.05.2020, accepted 23.10.2020. For the original Russian text of the article please see p. 62.

The regulations regarding railways currently in force in Bulgaria require that each new type of locomotive, to get access to railway infrastructure, must undergo a procedure for checking its electromagnetic effect on functioning of track circuits.The relevant testing was carried out for seven types of AC and DC track circuits and for six types of locomotives intended to be put into operation (five electric locomotives and a diesel locomotive).Schematic diagrams of testing conditions are presented. During the tests the voltage waveform, frequency, and level rates at the terminals of the track receiver (on the track relay coil) were recorded for a free (normal (common) mode) and occupied (shunt mode) track circuit during the action of return traction current of electric locomotives, as well as during the action of impacts caused by operation of electrical equipment located in the body and under the frame of the diesel locomotive.For electric locomotives, the tests were carried out during the shunting of track circuits (of a tested one and of the track circuit adjacent to it), starting from the rest, lowering and raising pantographs. For a diesel locomotive, tests were carried out in a stationary mode, when inner wheelsets shunted the insulating joints of two adjacent track circuits and for different cases of arrangement of the equipment of the relay and receiver ends. During the tests, the state of the armature and contacts of track relays was monitored. The amplitude of the recorded interference was compared with voltage of reliable switching off/ on of track relays/track receivers. It was found that during the shunt mode, the recorded residual voltage in the track receiver under the action of the electric locomotive was 50 or more times lower than the reliable operate voltage and 33 or more times lower than the reliable drop-out voltage of the receiver. For a diesel locomotive, the results turned out to be similar, except for the case of shorter DC track circuits, where the amplitude of the interference was higher, but without a dangerous effect on the shunt mode.Based on the results of the tests, it was established that all types of track circuits used on the railways of Bulgaria are resistant to electromagnetic interference emanating from tested samples of traction rolling stock.

The Ukrainian transport engineering industry has a deep historical tradition that goes back to the activities of the Odesa railway workshops and the establishment of specialized locomotives in Kharkiv and Lugansk. The electric locomotives industry in Ukraine is represented by the products of the Dnipro plant, which for a long time produced electric locomotives of a purely industrial purpose. In the early 1990s, to upgrade the locomotive fleet of Ukrainian railways in the absence of foreign exchange funds for the purchase of traction rolling stock abroad, the management of Ukrzaliznytsia, together with the line ministries, decided to provide the organization of the main-line electric locomotives based on the Dnipro plant. During the implementation of the state program of mainline electric locomotives construction, the Dnepropetrovsk plant developed, and subsequently implemented, projects of a freight DC electric locomotive DE1, an AC cargo and passenger electric locomotive DS3, and also based on DS3 began technical research on a two-system electric locomotive with an asynchronous drive DS4. The Dnipro electric locomotive engineering plant, with its powerful scientific and production potential and clear development strategy, carried out the development and created the next generation's main electric locomotives to meet the needs of Ukrainian railways with modern electric transport. Unfortunately, due to the traditional lack of funding and lobbying on the part of Russian machine-building enterprises, the Dnieper electric locomotives have not become the main locomotives of Ukrainian railways. Unfortunately, due to the economic-financial crisis of 2008, all the prospective achievements of the said enterprise were virtually offset and the plant itself was in a difficult position. However, it is clear that the historical experience of becoming a Ukrainian scientific and production base of railway engineering needs to be properly considered. The proposed study does not deplete the raised problem in the field of the Dnipro electric locomotive plant`s activities, but only provides a general analysis and factual basis for further, more detailed review of the maintenance and development of national railway engineering in independent Ukraine, leaving considerable space for further scientific research.

The article attempts to investigate the historical circumstances of the development and serial construction of narrow-gauge electric locomotives at the Dnepropetrovsk Electric Locomotive Plant based on a comprehensive analysis of sources and scientific literature. It is determined that during the 1960s and 1990s the staff of the Special Design and Technology Bureau of the Dnipropetrovsk Plant, having a strong research and production potential, developed and created projects of unique narrow-gauge electric locomotives of PEU 1 series (IELNG1 – industrial narrow-gauge electric locomotive type 1) and PEU 2 (IELNG2 – industrial narrow-gauge electric locomotive type 2) to meet the needs of the Soviet mining industry in the complex mining and geological conditions of Central Asia with modern high-tech electric vehicles. The development of the research and production base of the machine-building enterprise is traced, the production nomenclature of which, originally represented exclusively by electric locomotives and traction units for industrial purposes, was expanded to the production of main traction rolling stock and special repair equipment. It was found that due to the economic crisis of the CIS countries in the first half of the 1990s, the rupture of economic ties of the former Soviet republics and the lack of need for such equipment on electrified access roads of narrow-gauge Ukrainian mining enterprises all work on designing promising projects and serial production of narrow-gauge electric locomotives at the Dnipropetrovsk Electric Locomotive Plant were stopped, and the Special Design and Technology Bureau of the enterprise, having received a state order, was reorganized into the Ukrainian Research Design Institute of Electric Locomotive Construction and focused on the development of main wide-gauge locomotive fleet of the railway network of Ukraine. Despite the fact that the Ukrainian Research Design Institute of Electric Locomotive has been liquidated and the Dnipropetrovsk plant is in decline, taking into account the historical experience of electric locomotive building in Ukraine is of fundamental importance in the general perspective of Ukrainian transport engineering and the domestic railway industry in particular. Further study of the history of Dnipropetrovsk Electric Locomotive Plant requires analysis of the historical circumstances of the institutionalization of the Special Design and Technology Bureau of the enterprise from the creation of shunting electric locomotives and traction units for industrial purposes to the development and re-equipment of main traction rolling stock and specialized repair equipment within the state enterprise «Ukrainian Research Design Institute of Electric Locomotive Engineering» under the leadership of Academician Victor Bratash.

This article presents a traction converter configuration using modular multilevel converter (MMC) for interfacing the single-phase ac railway power line with the multiple traction motors of an electric locomotive. The conventional grid frequency step-down transformer used in electric locomotive is replaced by a medium frequency transformer (MFT). The system consists of two sets of MMCs: one to interface the power line with the MFT, and another to interface the MFT with the traction motor. The overall control philosophy of the system is presented. Furthermore, a control technique is proposed that reduces the peak to peak ripple voltage of the submodule capacitors of the motor side MMC. The system is simulated in MATLAB Simulink. The proposed control technique for the motor side MMC is experimentally verified in a laboratory prototype.

The world community carries out large-scale research into reducing the consumption of electric power, while keeping living needs at the same level. Transport sector consumes a vast amount of electric energy, particularly, electric-driven rolling stock of railways. The paper deals with finding the trajectory of train motion, which is going to be the most energy efficient to run along. There is also presented analysis of specific power consumption for traction of trains of the largest Railway network in Russia. Criteria for optimization of freight trains handling with electric locomotives by the means of differential equation of motion of center of mass of a train. There is proposed a mathematical model for movement of a train and a theorem on dividing motion of the system into fast and slow components. Restrictions for state variables of a train and objectives for optimization of operation mode on the given locomotive run are formulated. The paper describes the solution of optimization with the use of innovative software for mathematical simulation through directed graphs (or digraphs) of movement of a freight train with an electric locomotive on the haul. A new Lagrange coefficient is proposed, which is the cost of time in units of specific power consumption. There are determined parameters that should be considered when developing a technical passport for a railway section.

Purpose. The purpose of the work is to conduct experimental studies to determine the parameters of DC motors of sequential excitation in dynamic modes of operation for use in setting up the control system of the electric drive. The paper presents the results of experimental studies to determine the parameters of the traction electric drive of direct current quarry electric locomotive. The research was conducted on the basis of Kremenchuk Mykhailo Ostrohradskyi National University with the use of a laboratory research stand with electromechanical equipment that simulates the operation of a traction drive, namely slippage of traction wheels when changing clutch conditions and differences in electrical parameters of traction motors. Methodology. The parameters were determined on the basis of a set of methods based on the measured instantaneous values of the state variables of the electric drive. The efficiency of application of the method of state space and the method which uses instantaneous values of current and voltage of the motor in the quasi-constant mode at power supply from the valve energy converter is proved. Results. The results obtained in the course of research indicate the possibility of calculating the parameters with an accuracy of 10 %. The verification of the obtained results is checked by subtracting the coefficient of determination and the sum of the squares of the deviations for the experimental data calculated on the basis of certain parameters. Originality. The accuracy of parameter determination is ensured by the use of instantaneous values of current and voltage at adjacent time intervals, and the voltage at the armature is formed by the control system and changes over time, ensuring the start of the motor with starting current limitation. Practical value. The developed computerized laboratory stand allows to measure instantaneous values of state variables and to carry out calculations of electric parameters of traction engines, and also to investigate static, power and dynamic operating modes of electromechanical transmissions of vehicles, both in regular operating modes, and to simulate various emergency operating modes, in particular. Figures 5, tables 2, references 7.

Targeted at the issue of electric locomotives passing the neutral section in ac electrified railway, a novel intelligent electric phase separation system is proposed in this article, which is also named smart electric neutral section executer (SENSE). It consists of thyristors, several voltage and current transformers, and the control system. On one hand, the thyristors are used to replace the traditional high-voltage circuit breakers so that the power interruption time is significantly reduced when the locomotive passes the neutral section. On the other hand, an automatic pantograph location technique based on the traction network voltage and current information is presented. When the electric locomotive passes the neutral section, its pantograph is located through the voltage and current signals collected by the voltage and current transformers. All pantographs of a train are directly located, which can distinguish different marshaling modes and thus shorten the neutral section length significantly. The basic structure of SENSE and the principle of the pantograph location method are provided in this article. The SENSE equipment is commissioned in the Shenshuo heavy-haul railway in China, where the proposed pantograph location algorithms are verified as well.

Severe vibrations and an increase in structural component fatigue failures have been observed on a freight locomotive class operating in South Africa. The cause of the severe vibration was linked to polygonal wheel wear dominated by the 20th order. This locomotive is powered by an alternating current traction system, which is controlled by a variable frequency drive. The variable frequency drive generates interharmonics that produce torque pulsations in the torque output from the motors. Interharmonics are determined by the alternating current supply frequency ([Formula: see text]) and the fundamental frequency ([Formula: see text]) of the variable frequency drive. The interference of the torque pulsations with a coupled resonance mode is reaffirmed as the root cause of the polygonal wheel wear. An experimental investigation of this phenomenon was performed by means of on-track testing. It was found that the [Formula: see text] interharmonic excited the coupled resonance mode at approximately 42 km/h, which fixes the 20th-order polygon on the wheel. Two approaches that may eliminate the polygonal wheel wear were introduced and discussed. It was found that the forced excitation of the coupled mode by the [Formula: see text] interharmonic could be avoided by postponing the speed where the alternating current traction motor's pulse mode changed.

A significant number of failures, violation of smooth running, as well as exceeding the noise ranges raise the problem of the quality of engagement of the traction gear of the 2ES6 electric locomotive. The article presents an analysis of statistical data collected on planned and unplanned repairs of 2ES6 series electric locomotives operated on the Sverdlovsk railway. The positive dynamics of the growth of traction drive failures confirms the urgency of the problem. One of the main reasons for the loss of performance of the traction drive is the failure of the traction gear elements. The gearing quality is checked according to geometric parameters, which confirms an error in the design of the traction gear of the 2ES6 electric locomotive as an element of the traction drive. The recommended value of the overlap coefficient was exceeded, which leads to a violation of smoothness of the ride, exceeding the noise ranges, rapid wear and early failures. A method is proposed to reduce the number of failures in 2ES6 electric locomotives by increasing the displacement coefficients, at the initial stage, in order to reduce the quality of the gear ratio - the overlap coefficient.

This article shows the results of the development and modeling of a neural network control system for a two-mass electromechanical system of the main-line electric locomotive DS3. The simulation model of the electric drive of rail vehicles has the integration of the computer vision unit. The developed systems can automatically speed control rail vehicles, depending on the curvature of the track, to increase the level of automation and secure traffic.

Recent years have witnessed a rapid development of Electrified railway. A large amount of reactive power can be generated when the electric locomotive is too much on the traction network, It Cause a serious decline in power quality, Harmonics and reactive power has negative impacts on stability and security of locomotive running. Traditional reactive power compensation technologies are difficult to meet system requirements due to the switching frequency and voltage limit. In order to overcome the contradiction between the switching frequency of power device and power capacity in the traditional SVG, the principle and topology of H-Bridge SVG were studied, Control strategy adopts Carrier phase-shifted SPWM which is applicable to Cascade H-Bridge Multi-level Converter. The SVG designed adopt the control strategy based on instantaneous reactive power voltage and two closed loop, which can quickly follow the voltage changes controlling the output of SVG..MATLAB simulation results prove the validity of the control method and the performance of cascade H-bridge SVG for reactive power compensation.

In particular locations of the railway track, the excessively polished rail in the inner corner and the large rail cant will lead to an extremely low wheel–rail contact conicity. Consequently, the ...

The article presents the relevance of the topic associated with the introduction of technical diagnostics tools and the service system of electronic equipment for AC electric locomotives. Results of operating a microprocessor control system and diagnostics of AC electric locomotives on the Eastern operational area are presented in the form of failure statistics of elements of microprocessor technology. Structure of the technological process of servicing AC electric locomotives on the railways of the Eastern operational area is shown. Authors revealed features of building a system of locomotive maintenance points (LMP), which carry out repair and maintenance of electronic equipment for AC electric locomotives of various series. Functional scheme of the system for servicing electronic equipment for AC electric locomotives has been developed. Bench and technological equipment of the service area for the maintenance of electronic equipment is shown. The article describes development of an automated workplace (AWP) for optimization and repair of a microprocessor control system (MCS) for an electric locomotive, which was not previously in the locomotive sector. Examples of performing technological processes of repairing cassettes of MCS using AWP are given. The following conclusions were made: 1. Statistics of MCS failures and malfunctions of their cells on AC electric locomotives at the Eastern operational area for the period from 2016 to 2018 (LMP of station Tayshet and Karymskaya) shows that the number of failures of MCS decreased by 30 % and the number of malfunctioning MCS cells, received for repair, decreased by 45 %. 2. Automated workplaces created in the JSC “DTsV of the Krasnoyarskaya Railway” for optimizing and repairing the local government of AC electric locomotive made it possible to optimize repairs and create an automated process for the maintenance and repair of electronic equipment for electric locomotives. 3. Developed by specialists of the JSC “DTsV of the Krasnoyarskaya Railway” together with the employees of the LLC “Lokotech-Service” technological model of full service maintenance and repair of electronic equipment for AC electric locomotives on the railways of the Eastern operational area was implemented and well proved itself in the work of the LMP.

The article presents the results of the study of phenomena in the short-term shutdown of the pantograph of a mine electric locomotive with a frequency electric drive of a voltage inverter system - an asynchronous motor, from a DC network.The relay contactor control system of a DC electric motor of a 14KA mine electric locomotive under the conditions of mines in Krivbass is by far the most common variant of electric drive. But it is already physically and morally obsolete, so a transition to modern drive systems is necessary. One option is to transition to a voltage inverter drive system - an asynchronous motor. At the same time, the power supply network remains unchanged - an outlying DC source. This raises the problem of a comprehensive study of the processes that can occur in the specified electromechanical complex, under various conditions. In particular, in practice, the pantograph is sometimes disconnected from the trolley for a short time, which is accompanied by sparking and arcing. This phenomenon most often occurs when the body of a locomotive with a single pantograph shakes at the rail junctions.Researches of the processes when the pantograph was turned off were carried out by the simulation method using the Matlab software package. The power supply system was taken into account as an unmanaged rectifier, which receives power from a voltage source with trolls, which are considered to be a series connection of inductive and active resistances. Rails are also counted as low active resistance. When modeling, the inverter of an electric locomotive in the model (together with the filter input capacitor) was disconnected from the trolley two times in a row at random intervals of 0.05 s. At the same time, a detailed and realistic sparking process for breaking an inductive current was not taken into account due to the complexity of its modeling. It was found that at the first moment in time when the pantograph is turned off, significant high-frequency voltages up to 40 kV occur in the network. Obviously, such high voltage values under favorable conditions can lead to the formation of an arc. Moreover, it can lead to malfunction of other electrical equipment connected to the same line, as well as disruptions in the operation of automation and communication in the power supply system. The simulation also found that when contact to the network is restored, significant switching currents (which are more than 100 times the rated current) and peak electromagnetic moments, which are more than 4 times the nominal motor torque, occur. The latter circumstance may contribute to the loss of controllability of an electric locomotive due to the loss of grip of the wheel with the rails. The obtained research results lead to the need for further improvement of the frequency drive in the case of its use in a mine electric locomotive in order to minimize negative phenomena in the event of an accidental short-term disconnection of the pantograph.Bibl. 10, pic. 5.

The task of calculation assessment of the structural protection effectiveness (passive safety and impact resistance) of a driver’s cab during an emergency collision of a locomotive with an obstacle in the way of movement is considered. Using the example of a 2ЭС6К electric locomotive and a 2ТЭ25К(М) diesel locomotive, the technical conditions are formulated on compliance to which such assessment shall be performed. Comparative measures of the effectiveness of individual variants of the structural performance of the impact protection units of the driver’s cab are presented. The features of modeling and performing calculation studies of the impact resistance of locomotives (head cars) are considered taking into account the hardening of structural steels and the dependence of their yield strength on the strain rate: an incremental plasticity model based on a bilinear representation of the true stress-true strain behavior taking into account kinematic hardening was used to describe the elastic-plastic behavior of steel. To calculate the stress-strain state of the cab supporting frame and the impact protection unit attached to it, modern computer crash test modeling techniques based on the finite element method and the integration of linearized resolving equations by implicit and explicit methods are used. The construction of the finite element models and calculation studies were carried out using specialized MSC.Mentat/Marc, MSC.Patran/Dytran software systems. The new opportunities that are provided by the developed methods and research are specified in the conclusions.

A neutral section is a phase break that is used on the Transnet freight rail system to separate the single-phase supply from the 25kV three-phase overhead traction supply. The 25kV is a stepped-down voltage from an 88kV three-phase supply coming from the national grid. Electric locomotives operate only on a single-phase supply and require a separation of supplies as the trains traverse from one phase to the other; consequently, electric locomotives are required to switch off at the neutral sections. The most common automated schemes that have been implemented in switching electric locomotives are ground, on-board, and pole switching systems; one downside to these types of schemes is their relatively large investment and infrastructure costs. This paper proposes a new automated scheme that employs the use of computer vision and image processing methods. The system uses two unique markers that are externally situated along the railway tracks and used to trigger either the opening or closing of the electric locomotive vacuum circuit breakers as the trains traverse through the neutral sections. The two markers were designed in accordance with Transnet guidelines and the system employs shape detection algorithms, including a circular Hough transform (CHT), to locate the markers, and histogram of oriented gradient (HOG) for feature extraction and training of the classifier. The model has an accuracy of approximately 72%.

Locomotives must provide a high degree of security and safety in running on any kind of railways, including twisted tracks. Safety against derailment on twisted tracks is evaluated by the limit value of the ratio between transverse guiding force, Y and vertical wheel force, Q. The paper presents a combined method for safety evaluation against derailment on twisted tracks by performing tests on a twisted test stand and on a curved and flat test railway. On the stand with twisted track is measured the minimum forces, Qa,min on the wheels of vehicle. On a curved and flat test railway, with a curve of 150 m, are measured the guiding forces of the leading wheelset. The evaluation of safety against derailment is made by calculation of ratio, (Y/Q)a, for the outer wheel of the leading wheelset. The paper presents the LE Measuring Wheelset designed for electric locomotives and calibrated for simultaneous measurements of the wheel-rail interaction forces in the vertical and transverse directions. Are also presented the tests performed by RRA Bucharest for certification, according to European Technical Specifications for Interoperability, of the LEMA 6000 kW electric locomotive, produced by Softronic Craiova-Romania, from the point of view of the safety against derailment at running on twisted tracks.

The goal of this work is to research and put into practice a mobile technical vision system, as a way to improve the monitoring quality of installation works and to automate some of the technological processes in production. A model example of the technical vision system application in production is the task of monitoring the correct installation of cleat rail in an electric locomotive: searching for a cleat rail, determining its type, determining all connections on it, image processing and comparing visible (real) connections with the database. A formal statement of the problem is next: monitoring the correct connection of the cleat strip in an electric locomotive by using a vision system. It is proposed to solve this problem as follows: as a hardware part of the system, it is proposed to use a smartphone with software developed and installed on it, including image processing and analysis algorithms using classical segmentation methods and a neural network to increase recognition efficiency. The approach proposed in the article allows us to solve the problem of isolating and grouping individual parts of the cleat strip in the received image from the camera, and to recognize all connections and analyze them. At the same time, the proposed method minimizes possible distortions of the obtained data under various operating conditions. The experimental results confirm the operability of the proposed approach and show that it is possible to obtain an algorithm that is optimal in speed and efficiency.

Modern requirements for traction DC power supply in the organization of high-speed movement are reduced to the need to provide a normalized voltage level of 2900 V on the pantograph of electric locomotives. The existing power supply system does not allow to provide the necessary mode of voltage at change of load and the necessary specific energy consumption, despite the considerable aggregate power of traction substations. The purpose of the work is to develop a hybrid traction system with the use of alternative generators of electricity. The article presents the algorithm of interaction of different types of generation when the traction load is changed. The developed hybrid power supply system for electric rolling stock allows to provide the necessary voltage level on electric locomotive pantograph and to reduce the range of its changes, which will allow to fulfill the necessary conditions for ensuring high- speed movement without changing the voltage in the traction line.

In order to effectively evaluate the safety of the ground crew exposed to the pantograph-catenary arc (PCA), which was generated by an electric locomotive during pantograph lifting. The electromagnetic field intensity of PCA was measured in various working conditions. The exposure source in simulation calculation was obtained by selecting the measurement data for the strongest working conditions during the pantograph lifting. Three-dimensional electromagnetic simulation software, which was based on the finite element method, was selected as a simulation platform. The specific absorption rate, electric field intensity, and magnetic field intensity distribution in the model of ground crew were calculated. The results were compared with the occupational exposure limits established by the International Committee for Non-Ionizing Radiation Protection (ICNIRP). Three specific positions i. e. A, B, and C were defined in the human model. The results show that the maximum value of specific absorption rate occurs at B position, the value is 4. 248×10–6 W/kg. The maximum value of electric field intensity is presented at the C position, the value is 7. 24×10–1 V/m, and the maximum value of magnetic field intensity is at B position, the value is 2. 483×10–3 A/m. All three maximum values occur at the junction of the neck and head, and they are all smaller than the ICNIRP occupational exposure limits. The results indicate that the ground crew is safe when exposed to the PCA during pantograph lifting, and the working environment for ground crew is safe too.

This paper is a historical review of the design and operation of the Pennsylvania Railroad’s class GG1 electric locomotive over its heavily-trafficked New York City-Washington, DC main line during the period 1934–1983. The locomotive was designed in-house by the railroad in corroboration with Baldwin Locomotive, General Electric and Westinghouse Electric following competitive tests of several electric locomotive designs. Its outstanding performance and long operating life has resulted in it being generally considered the most highly regarded electric locomotive in North America. The Pennsylvania Railroad embarked in the late 1920’s on a major AC electrification program for its New York-Washington and Philadelphia-Harrisburg main lines and local branches. It initially planned to use a fleet of class P5 rigid frame 2-C-2 electric locomotives for service. However problems were quickly encountered with damaging lateral track impacts, axle cracks, truck hunting, and inadequate tractive effort. The railroad responded with a series of competitive evaluation tests of several locomotive designs including a recent New York, New Haven & Hartford (NYNH&H) Railroad articulated frame locomotive, using an ingenious method to measure truck lateral forces. As a result, the railroad developed two prototype electric locomotive designs, a rigid frame class R1 2-D-2 and an articulated frame class GG1 2-C+C-2. Follow-up track testing verified that the GG1 had lower track lateral forces, and was selected for production. The 4,620 hp GG1 combined several significant North American design concepts: - Exceptional power from six double-armature traction motors for heavy passenger train operation at 100 mph; - Double-ended body design to eliminate the need to turn locomotives; - Use of separate truck frames with an articulation joint connection, allowing improved rail tracking and lower lateral forces; - Housing the main transformer and locomotive cabs in the center body, providing increased crew accident protection in collisions; - Use of high voltage Alternating Current (11 kV at 25 Hz); and - One of the first applications of Industrial Design (by Donald R. Dohner and Raymond F. Loewy) producing a streamlined locomotive using a welded carbody. The GG1 was quickly recognized as a rare combination of stellar performance, robust construction, and low maintenance costs. It was used to inaugurate electrified New York-Washington operations, performed admirably during World War II, successfully made the later transition to freight train operation, and was finally retired in October 1983. The prototype GG1 locomotive 4800 has been designated an ASME national engineering landmark.

With the development of heavy-load locomotives, the wheel wear increases remarkable due to the excessive dynamic force in wheel and rail. For locomotives, the wheel-axle traction is relative large and has significant effect on the rail wheel creepages, which have a direct influence on wheel rail wear. To research the influence on wheel rail wear by traction, a model has been built to calculate the wear of an electric locomotive when running at a constant speed and starting condition, which considers the transmission system based on Archard wear model. The wheel wear is calculated according to a certain actual line, and compared with the measured data, in order to research the abnormal wear on wheel flange during the condition of normal operation by the calculation model of tread wear of the locomotive. The results show that when the locomotive runs at a constant speed of 260 thousand km, the traction increase by 80 kN on the basis of 40 kN and 120 kN, the account of wear increase by 0.74 mm and 1.74 mm respectively; and with the comparison to the measured data, the calculated results are in good agreement with the experimental results, the accuracy of the model has been proved; reducing the lateral displacement of the intermediate wheelset and the side lubrication of rail can greatly reduce tread wear, when the lateral displacement of the intermediate wheelset is changed from 15 mm to 10 mm, its cumulative wear reduce by 15.4%; and the maximum cumulative wear of first, second, and third wheelsets are decreased by 13.40%, 21.32% and 6.46% after side lubrication of rail respectively.

The paper presents an analysis of the failures of components of the mechanical part of 2ES6 Sinara main electric locomotives in operation at the West Siberian Railway operating domain. The causes and consequences of failures of the most vulnerable components are determined. The task is to determine the level of dynamic loading in the “bogie – rod - traction electric motor” subsystem to reduce the dynamic effects in the “locomotive - track” system. The urgency of the problem of increased dynamic loading of components of the mechanical part is proved, and a mathematical model of vertical oscillations of traction rolling stock is formed on the basis of the second-order Lagrange equation in the form of a system of equations that allows assessing the load of components in operation. The spectral density of random perturbations was chosen—an approximation of random perturbations using the spectral density of the track roughness of Professor A. I. Belyaev. Using a computer, values were calculated, and graphs of the amplitude-frequency characteristics of vertical displacements, maximum accelerations of the body, bogie, traction electric motor and wheelset of the considered conditional uniaxial electric locomotive were built. A comparative analysis of the calculation results and empirical data is carried out. The task is to change the existing design of the suspension system of the traction electric motor of the electric locomotive under consideration and to analyze the oscillations of its components in further studies.

The article attempts to investigate the economic preconditions for the formation of the main electric locomotive industry in Ukraine on the example of diversification of production activities of the State Holding Company «Luhanskteplovoz». It is determined that in the late 1980`s, in the absence of convertible currency for the import of traction rolling stock, Luhanskteplovoz received an order from the USSR Ministry of Railways for the development and production of electric freight and passenger locomotives of its own design. However, after 1991, due to the strategy of the Ministry of Railways of the Russian Federation to support the domestic market of main electric locomotives, and especially the lobbying of the renewed Cabinet of Ministers of Ukraine regarding the direction of investments to create a state monopoly corporation on the basis of low-power SPA «Dnipropetrovsk locomotive plant», diversification of production activities of OJSC «Luhanskteplovos» focused on a less promising direction of development of production of railcars for social purposes. It is argued that due to the low quality of products caused by the lack of sustainable funding and sound experience in the development of mainline equipment, the order of electric locomotives of SPC «Elektrovozobuduvannia» (SPA«DEVZ») was stopped. Instead, the localization and further development of industrial production at the facilities of HC «Luhanskteplovoz» of new generation freight electric locomotives, created on the basis of design and technological products of LLC «Novocherkassk electric locomotive plant», allowed the company in a short time to significantly increase the growth rate of production and expand cooperation with «Ukrzaliznytsia». У статті здійснено спробу дослідити економічні передумови становлення магістрального електровозобудування в Україні на прикладі диверсифікації виробничої діяльності Державної холдингової компанії «Луганськтепловоз». Визначено, що наприкінці 1980-х років за відсутності конвертованої валюти для імпорту тягового рухомого складу ВО «Луганськтепловоз» отримало замовлення МШС СРСР на розробку та виробництво вантажопасажирських електровозів власної конструкції. Однак після 1991 р. унаслідок стратегії МШС Російської федерації на підтримку внутрішнього ринку виробників магістральних електровозів, а надто ж лобізму оновленого складу Кабінету Міністрів України щодо спрямування інвестицій на створення державної монопольної корпорації на базі малопотужного НВО «Дніпропетровський електровозобудівний завод», диверсифікація виробничої діяльності ДХК «Луганськтепловоз» зосередилась в менш перспективному напрямі освоєння виробництва моторвагонного рухомого складу соціального призначення. Доводиться теза про те, що з огляду на низьку якість продукції, викликану відсутністю сталого фінансування та ґрунтовного досвіду розробки магістральної техніки, замовлення електровозів НВК «Електровозобудування» (НВО «ДЕВЗ») було припинено. Натомість локалізація та подальше освоєння промислового виробництва на потужностях ХК «Луганськтепловоз» вантажних електровозів нового покоління, створених на конструкторсько-технологічній основі продукції ТОВ «Новочеркаський електровозобудівний завод», дозволило компанії в стислий термін суттєво підвищити зростання темпів виробництва та розширити напрями співпраці з «Укрзалізницею». В статье предпринята попытка исследовать экономические предпосылки становления магистрального электровозостроения в Украине на примере диверсификации производственной деятельности Государственной холдинговой компании «Лугансктепловоз». Определено, что в конце 1980-х годов при отсутствии конвертируемой валюты для импорта тягового подвижного состава ПО «Лугансктепловоз» получило заказ МПС СССР на производство грузопассажирских электровозов собственной конструкции. Однако после 1991 г. вследствие стратегии МПС Российской Федерации на поддержку внутреннего рынка производителей магистральных электровозов, а в частности лоббизма обновленного состава Кабинета Министров Украины в направлении инвестиций на создание государственной монопольной компании на базе маломощного НПО «Днепропетровский электровозостроительный завод», диверсификация производственной деятельности ГХК «Лугансктепловоз» сосредоточилась в менее перспективном направлении освоения производства моторвагонного подвижного состава. Доказывается тезис о том, что, учитывая низкое качество продукции, вызванное отсутствием устойчивого финансирования и основательного опыта разработки магистральной техники, заказ электровозов НПК «Электровозостроение» (НПО «ДЭВЗ») был прекращен. В тоже время локализация и дальнейшее освоение промышленного производства на мощностях ХК «Луганск¬тепловоз» грузовых электровозов нового поколения, созданных на конструкторско-технологической основе продукции ООО «Новочеркасский электровозостроительный завод», позволило компании в сжатые сроки существенно повысить рост темпов производства и расширить направления сотрудничества с «Укрзализныцей».

The Grasberg Block Cave (GBC) mine has implemented an automated train ore haulage system for transporting production ore from multiple chute galleries to the underground crushers. This paper provides an update of the current operations; commissioning activities and rail expansion plans during production ramp up; an overview of lessons learned during the rail commissioning; and expected operational challenges. The key to the success of the GBC rail haulage system is to manage all of these challenges in an efficient way so that the production targets can ultimately be achieved. The GBC rail haulage design comprises approximately 23 km of rail (comprising sections of both ballasted and embedded track) and 117 chutes to load ore to the ore cars and deliver the ore to three unloading stations above the crushing-conveying system. Currently, 26 chutes are operating and 8 are under construction or on commissioning phase. Ore is currently being delivered to one operating unloading station, while a second station will be commissioned in 2021. The rail system is designed to operate in full-automated mode, including chute selection, loading, hauling and dumping. Chute loading operation is done remotely from the surface control room. Trains consist of 11 bottom-dump 20 m3 ore cars driven by a 40-tonne driverless electric locomotive. Approximately 10 to 12 trains and one spare train are required to maintain full production. To date, three trains are available on site for the current mine operations and control systems commissioning. The GBC rail project has been divided into five stages based on the current production schedule. Current development and construction activities are focused on finalizing the required haulage infrastructure during the early years of production. At the same time, detailed engineering and procurement of long lead-time items are progressing to ensure that the production ramp up at GBC is not at risk due to a delayed rail haulage system. Stages 2 and 3 of the rail system are expected to be commissioned by 2020, followed by stage 4 in 2021/2022.

Stress evaluation in pinions has been a complex area of research, due to its non-linear and non-uniform nature of stress distribution. This work attempts to study a shear failure analysis of forged 17CrMoNi6 grade steel traction pinion associated with an 1156 HP traction motor in the electric locomotive domain. The material of the helical pinion has been inspected using spectroscopy means to determine the grade and composition. Application of FEA software has been incorporated to support the failure results which are verified using analytical model. Stress distribution at the fracture region is analysed based on Lewis and Buckingham equations for static force measurements. A subsequent heat treatment model is also proposed to the inspected material based on the composition and the nature of failure in the pinion. Different stages associated with heat treatment model are elaborately discussed and supported, suggesting different temperature ranges and the desired phase changes to the existing material, using exponential carbon dependence equation, Koistinen and Marburger’s equation with detailed composition study.

A novel DC traction power supply system suitable for energy feeding and de-icing is proposed in this paper for the urban rail transit catenary on the basis of the full bridge submodule (FBSM) modular multilevel converter (MMC). The FBSM-MMC is a novel kind of voltage source converter (VSC) and can directly control the output DC voltage and conduct bipolar currents, thus flexibly controlling the power flow of the urban rail transit catenary. The proposed topology can overcome the inherent disadvantages of the output voltage drop in the diode rectifier units, increase the power supply distance and reduce the number of traction substations. The flexible DC technology can coordinate multiple FBSM-MMCs in a wide area and jointly complete the bidirectional control of catenary power flow during the operation of the electric locomotive, so as to realize the local consumption and optimal utilization of the recovered braking energy of the trains. Besides, the FBSM-MMCs can also adjust the output current when the locomotive is out of service to prevent the catenary from icing in winter. The working modes of the proposed topology are illustrated in detail and the control strategy are specially designed for normal locomotive operation and catenary de-icing. Simulation cases conducted by PSCAD/EMTDC validate the proposed topology and its control strategy.

We have proposed an adjustable structure of the converter of energy of electric drive in the electrotechnical complex of a mine electric locomotive from power sources with different voltage levels ‒ from a contact network and a battery of traction accumulators. A characteristic feature of the converter is the presence of inverter units that can be connected either sequentially or in parallel. When powered by a low­voltage source, inverter units are connected in parallel over the entire range of change in the output voltage. When powered by a high voltage source, inverter units are connected sequentially in the range of low output voltages and in parallel in the range of high output voltages. Such an approach makes it possible to align the power voltage levels of traction asynchronous motors of a mine electric locomotive at a lower level. The expected alignment of voltage levels is carried out at a lower level compared to a standard circuit of the three­phase bridge autonomous inverter and is achieved by controlling the paired bridges in the power circuit of traction induction motors. Given this, the frequency of voltages of width­pulse modulation does not change, which is important for the process of reducing dynamic losses of power in the drive’s elements. It has been confirmed that an increase in the output voltage distortion coefficient in the IGB­transistors of the inverter with the minimal level of energy losses in the electric drive’s elements is achieved by modulating the voltage at a constant switching frequency at different voltage levels. We have proven the fact that the best indicators for the harmonic coefficient were obtained at frequencies about 30 Hz, which are the working ones, so the converter operating mode is most effective at these frequencies. The result of analysis of the classical scheme of the inverter has revealed that increasing the frequency of pulse­width modulation by three times significantly increases electrical losses in the windings of traction electric motor. In the proposed circuit of the voltage inverter of engine’s power, at leveling the voltage at low level, there is no need to increase the frequency of pulse­width modulation, which does not lead to a growth in the electrical losses in a traction motor

Railroad transportation has characteristics in the pattern of operation that a block block is only allowed to be passed by a train facility whose safety is guaranteed by the railroad signaling system. The existing signaling system in Indonesia currently uses a wayide signal aspect indicator and has not been equipped with a warning and protection system against violations of the unsafe signal aspect / SPAD (Signal Pass At Danger) or speed limit violations. To improve travel safety absolutely requires warning equipment for drivers about violations of signal aspects and violations of speed restrictions. This study discusses the calculation of the braking profile on the CC201 series electric locomotive and the Anti-Collition Device (ACD) prototype design using the Audio Frequency (AF) induction system using Dual Tone Multiple Frequency (DTMF) coding as well as the Atmel AT89S52 type Microcontroller control system. Based on the analysis of the braking distance at a speed of 120 Km / h using the minden method, the AF sensor is installed at a distance of 1,168.79 meters before the incoming signal. Based on the measurement results of the signal intensity received by the DTMF locomotive sensor, the biggest signal is at the gap gap between the AF sensors with a distance of 80 mm, while for the lowest reading level at a distance of 120mm.

The calculated power characteristics of the traction drive of the 2ES5K electric locomotive have been considered in the middle of a feeder zone of the overhead contact system. The traction drive with the developed converter of input electric resistance demonstrates advantages over the entire range of control, especially in the initial low-power region. The voltage waveform distortion factor for a current collector of the locomotive with a reversible converter is about 10.87%; if an electric semiconductor variator is used, this factor is 7.5% in the same mode of engine handling. It has been shown that control over the power of a locomotive by means of changing the electric resistance during the transfer and consumption of electricity from the overhead contact system leads to an increase in the energy efficiency and electromagnetic compatibility with power-supply systems without using additional equipment.

The condition monitoring of electric locomotive has attracted more and more attention due to its significance for improving the security, reliability and automation level. In this paper, a novel tracking deep wavelet auto-encoder (TDWAE) method is proposed for the intelligent fault diagnosis of electric locomotive bearings. Firstly, Gaussian wavelet function is adopted as the activation function to design wavelet auto-encoder (WAE), which can greatly enhance the quality of the features learned from the raw vibration signals of bearings. Secondly, a deep wavelet auto-encoder (DWAE) is constructed with several WAEs for higher-level feature learning and automatic fault diagnosis. Finally, an adaptive tracking learning algorithm is developed for flexibly determining the learning rate to further improve the diagnosis performance. The proposed method is applied to analyze the experimental vibration signals collected from electric locomotive bearings, and the results demonstrate that the proposed method is more effective than the traditional methods and standard deep auto-encoder.

Complex study of work conditions and health state covered workers of electric locomotive construction plant. Occupational health disorders appeared to be highly reliably associated not only with traditional factors of work and working process, but also with psycho-social occupational factors. Findings were leading types of diseases in the workers, prediction of health risk from circulatory system diseases. Based on integrated approach to evaluation of work conditions, workers’ health care and well-being at workplace, the authors specified and scientifically justified a complex program of health disorders prevention for workers of major electric locomotive construction plant.

One way to increase the energy efficiency of AC electric locomotives with DC traction motors is to use converters on fully controlled semiconductor devices. Power circuit and control algorithm of active traction converter with two-zone voltage regulation are developed in this article. As an algorithm for controlling IGBT-transistors, rectangular-stepped pulse width modulation with a carrier frequency of 1200 Hz is used. The simulation of the active traction converter is performed in MATLAB. The results of the experiments showed that the power factor of 2EL5 electric locomotive with a new converter is 0.83...0.99 over the entire range of loads. This is more than for a thyristor rectifier. The THDi of the contact wire current is up to 13%. In further research, we must focus on finding ways to compensate for the higher harmonics of the voltage and current of an electric locomotive under PWM voltage regulation.

The operating modes of the single-phase active current-source rectifier in the case of rectangular-stepped pulse-width modulation and load in the form of DC traction motor are investigated. The single-phase bridge rectifier circuit with a discharge diode is considered. The mathematical model of the rectifier is developed and the main ratios for pulse-width modulation with rectangular-stepped modulating signal are determined. On the computer model, electromagnetic processes at three modulation frequencies (900, 1,200, 1,800 Hz) are studied. The features of the effect of the modulation depth and frequency on the rectifier power factor and the total harmonic voltage and current distortion in the mains supply are determined. The DC motor for today remains the main type of the traction motor of the 25 kV, 50 Hz AC mainline electric locomotives of alternating current in Ukraine and in some other countries. To power such motors, diode or thyristor rectifiers are used. At the same time, it is known that converters on fully controlled semiconductor devices provide higher power efficiency. The studies allow determining what values of modulation frequency and depth provide a high power factor (more than 0.9) and minimum total harmonic voltage and current distortion distortions in the mains supply. This allows finding rational approaches to the selection of power circuits and control algorithms for active converters in the traction electric drive of electric locomotives. The efficiency of increasing the power factor and reducing the total harmonic voltage and current distortion can be achieved, first of all, by reducing the power consumption for traction of trains. According to the set of selected comparison criteria, the active current-source rectifier with a modulation frequency of 1,200 Hz is the most suitable for implementation in the traction electric drive of the electric locomotive. Provision of high power characteristics in a wide range of traction loads can be achieved in the multi-zone circuit of such a converter.

According to the special working condition in the commutation region of the traction grid, a novel technique of online core-loss measurement for the electric locomotive onboard traction transformer is proposed to noninvasively monitor the status of the magnetic core in real time. Meanwhile, a new modeling approach is also put forward for the equivalent nonlinear magnetizing inductance $L_{M}$ of the magnetic core. First, a no-load test under 31 kV is implemented on a healthy traction transformer, and the measured transient terminal voltages and currents are then filtered and downsampled by the comprehensive test and fault diagnosis system of electric locomotive traction transformer. Next, the magnetizing inductance $L_{M}$ is modeled as the ratio of “the derivative of main flux linkage λp with respect to time” over “the derivative of magnetizing current $i_{m}$ with respect to time.” After that the proposed $L_{M}$ model is verified by comparing with the experimental results and two other models. Finally, the proposed technique for online estimation of core loss is applied on a normal onboard traction transformer and a downscaled testing transformer with different severity of interlaminar fault. The experimental results approximately match the theoretical calculation, and the online estimated values of core loss show sharply rising trend under incipient fault.

Bearing fault diagnosis is of significance to enhance the reliability and security of electric locomotive. In this paper, a novel convolutional deep belief network (CDBN) is proposed for bearing fault diagnosis. First, an auto-encoder is used to compress data and reduce the dimension. Second, a novel CDBN is constructed with Gaussian visible units to learn the representative features. Third, exponential moving average is employed to improve the performance of the constructed deep model. The proposed method is applied to analyze experimental signals collected from electric locomotive bearings. The results show that the proposed method is more effective than the traditional methods and standard deep learning methods.

We analyze the main types of defects appearing near the sites of concentration of mechanical stresses in the material of tires of the wheels of electric locomotives. We study the distribution of stresses near the areas of potential appearance of fatigue defects in the tire in the course of its setting on the wheel center by the finite element method and discuss the obtained results.