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Purpose. Given the need to improve the performance of modern mainline rolling stock, the authors analyze the possibility of using deeper regulation of attenuation. Methodology. The analysis of the operation of the thyristor-pulse converter of ER200 electric train is performed. It is established that in the acceleration mode at the limit traction characteristic it is necessary to consider two zones: the zone of constant value of traction force and the zone of constant power. A method for determining the minimum value of the attenuation coefficient for different types of DC and PC traction motors was proposed. The methods of theoretical research and analytical calculation of electrical circuits, theoretical foundations of electric traction, mathematical modeling of electrical and energy processes were used for the analysis. Findings. The complex of theoretical research and calculations allows confirming the technical possibility of deep attenuation use to regulate the speed regulation and obtain additional across-the-line positions for the rolling stock with DC and PC traction motors. The minimum attenuation coefficient value for different types of traction motors was determined. Originality. The methodology for determining the minimum value of the attenuation coefficient for traction motors of main electric locomotives in terms of using deeper magnetic flux control, replacing the use of experimental research data with theoretical studies. The essence of the studies is to form the required type of the limit traction characteristics by reducing the minimum permissible value of the excitation coefficient, which will reduce the electricity consumption. The research on determination of quantitative indicators of electricity consumption for the analysis of energy saving reserves on the main transport was further developed. Practical value. The results of theoretical research can be the basis for the modernization of main electric locomotives of direct and pulsating current with the systems of deep attenuation regulation. The research conducted will make it possible to create recommendations on designing the systems of magnetic flux regulation for traction engines with the improved technical and economic characteristics which are capable to increase the transport process efficiency on the main transport., Мета. Ураховуючи необхідність поліпшення експлуатаційних властивостей сучасного магістрального рухомого складу, автори передбачають проаналізувати можливості використання більш глибокого регулювання ослаблення збудження. Методика. Виконано аналіз роботи тиристорно-імпульсного перетворювача електропоїзда ЕР200. Установлено, що в режимі розгону на граничній тяговій характеристиці необхідно розглядати дві зони: зону сталого значення сили тяги й зону сталої потужності. Запропоновано методику визначення мінімального значення коефіцієнта ослаблення збудження для різних типів тягових двигунів постійного й пульсувального струму. Для аналізу використано методи теоретичного дослідження й аналітичного розрахунку електричних кіл, теоретичних основ електричної тяги, математичного моделювання електричних та енергетичних процесів. Результати. Проведений комплекс теоретичних досліджень і розрахунків дозволяє підтвердити технічну можливість використання глибокого ослаблення збудження для регулювання швидкості й отримання додаткових безреостатних позицій для рухомого складу з тяговими двигунами постійного й пульсувального струму. Визначено величину мінімального коефіцієнта ослаблення збудження для різних типів тягових двигунів. Наукова новизна. Удосконалено методику визначення мінімального значення коефіцієнта ослаблення збудження для тягових двигунів магістральних електровозів у частині використання більш глибокого регулювання магнітного потоку, заміни використання даних експериментальних досліджень теоретичними дослідженнями, суть яких полягає у формуванні необхідного виду граничної тягової характеристики за рахунок зменшення мінімально допустимого значення коефіцієнта збудження, що дозволить зменшити витрати електричної енергії. Отримали подальший розвиток дослідження з визначення кількісних показників витрати електричної енергії для аналізу резервів енергозбереження на магістральному транспорті. Практична значимість. Результати теоретичних досліджень можуть стати основою для модернізації магістральних електровозів постійного й пульсувального струму із системами глибокого регулювання ослаблення збудження. Проведені дослідження дозволять розробити рекомендації щодо проєктування систем регулювання магнітного потоку тягових двигунів із поліпшеними техніко-економічними характеристиками, які здатні підвищити ефективність перевізного процесу на магістральному транспорті.

The relevance of the work lies in the possibility of using a computer model in the development and research in the FC-AD (Frequency Converter – Asynchronous Drive) system for the electric drive of an electric locomotive. On the developed dynamic computer model of an asynchronous motor for a shunting locomotive, studies of gap selection in the coupling and skidding have been carried out. The purpose of the article is to conduct research on transient processes of the gap selection and skidding on a dynamic computer model of a traction asynchronous electric drive based on the FC-AD system with various control systems. The developed computer model is based on specific parameters of the traction asynchronous electric drive, allows calculating transient processes in the FC-AD system, taking into account skidding and the gap selection. The article has structural diagrams of mathematical models that take into account the operation of the traction electric drive, taking into account various control and skidding systems. On the basis of a dynamic computer model, computer models have been developed for studying transient processes in various control systems when choosing the gaps in the coupling and skidding.

This paper is devoted to studying a freight electric locomotives efficiency increasing. Energy efficiency indicators for various operating conditions were analyzed. The locomotive efficiency in function of tractive power was found by statistical processing of on-board recorder data. The experience shows that electric locomotives energy efficiency in operational conditions is less than nominal value. A locomotive efficiency control system for multi-engine traction drive has been developed, the power utilization factor is chosen as a criterion. As a result, this increases the locomotive efficiency distributing the tractive force over the optimum number of traction motors when operate at partial load. Direct confirmation of the reduction in energy consumption was obtained from operational tests. All other things being equal, when the electric locomotive operates in discrete-adaptive mode in combination with automatic speed control, an increase in the efficiency by 11.1% and a decrease in the specific power consumption for traction by 25% are achieved.

The results of studies of open-loop system and closed-loop control systems for the electric drive of mine electric locomotive ARP14 with the direct-current series motors are presented. The analysis of quality indicators of systems built by algorithms of the system of subordinate control, modal control with and without state observer, and on the basis of multilayer neural network is done. The advantages of the perceptron neural network synthesized by a genetic algorithm as a teaching procedure are shown.

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.

The questions of propagation of traction current harmonics along the length on an homogeneous feeder zone at the one- and two-end power supply and the definition of their influence on code current flowing in rail lines were elaborated. The mathematic modelling of a traction supply net was carried out. The spectrum of traction current and the most dangerous harmonics influencing the track circuits were assessed for the application of electric locomotive with the PWM-invertors. To this end, the values of current and voltage on the primary winding of the traction transformer of the double-section electric locomotive were determined.

The paper deals with development of the mathematical model of the two-mass electric drive of a direct current of the electric locomotive with the observer of a full order. The model provides an opportunity to study the change in the ratio of the moments of inertia of the two masses of the electric drive in order to reduce speed fluctuations and inconsistencies in the speeds of these masses. The observer estimates the speed on the basis of information about the supply voltage and motor current. Instead of directly measuring the speed, an observer is used, who uses the measured armature current and supply voltage to change the task to speed. As a comparison, the classical model of subordinate coordinate control for a two-mass electric drive is considered. The disadvantages of the latter are the complexity of calculating the parameters of the links during debugging. Identification and description of the load moment is carried out by a system of differential equations. Reproduction of the vector of coordinates of the system and the vector of perturbations (load moment) is carried out by the observer with an error in the steady state. To compensate for it, the load torque signal in the static is fed to the input of the speed circuit through the debugging link. The results of research on the mathematical model, with its appropriate adjustment under the conditions of a particular electric drive, can significantly reduce the impact loads on the electric drive by accurately matching the speeds of two masses and from a practical point of view provide information on calculations of the kinematic circuit and selection of optimal gear ratio.

The selection and supply of electric locomotives based on the life cycle contract requires a more thorough review of indicators of their effectiveness implemented in operation. This study examines the main operation indicators currently used: coefficients of operational availability, technical availability, intrinsic availability (instantaneous), availability of the locomotive fleet, performed ton-kilometer operation, and electric power consumption. However, these indicators are not comprehensive and do not provide an overall economic assessment of operation. For a comprehensive assessment of the effectiveness of operation of locomotives, an online calculation of the life cycle cost is proposed. This involves directly using operating and service data for its performance, and the calculation of an indicator — life cycle specific cost (LCSC). The online LCSC is a uniform criterion associated with the energy efficiency of the performed transportation, volume of the ton-kilometer operation, operation expenses, reliability of electric locomotive, and its equipment availability ratio (EAR). The LCSC analysis enables assessment of deviations of the operation effectiveness indicators from those planned, and determining a strategy for improvement of the electric locomotive. It helps to define peculiarities in the operation of an electric locomotive and to forecast its condition and potential properties. Additionally, the LCSC facilitates analyzing the condition of a group of electric locomotives when changing the operation technology (for example, operation starting with increased rolling stock weight), including assessment of the extent of economic benefits of fulfilled measures.Currently, scientists of the JSC “VNIIZhT” and specialists of LLC “Ural Locomotives” are conducting tests on the electric locomotives 2EC6 on the Oktyabrskaya railroad using the “Online LCC” server. This allows online analysis of information collected on the operation and servicing of locomotives under the life cycle contract, pro viding effective and prompt control of the electric locomotive fleet.

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 purpose of this work is a quantitative definition of electric power loss in a railway contact network. Electric locomotive power supply is carried out from traction substations through a contact network. During electric locomotive operation power losses take place in a contact network as a result of which voltage decreases on the electric locomotive pantograph and also decreases electric motive power efficiency. Such losses of power and voltage depend upon electric locomotive location in an inter-substation area, its power realized and a power factor. At the same time current consumed by an electric locomotive contains higher harmonics which can cause additional losses in a contact network. For the definition of a loss level there was carried out a computer modeling with the use of Cadence OrCAD program. During modeling there was simulated an electric locomotive operation in a contact network area. The modeling results have shown to what extent a current form of an electric locomotive differs at different quality of power consumption. The quantitative values of the computation characterize the level of power and voltage losses at different forms of power consumption. It is proved that the use of the ideal compensator for a phase alignment is less efficient than the use of the passive compensator of jet power. It tells of that along with the phase alignment it is necessary to pay a particular regard to the harmonic distortion of power consumption.

A mathematical model of the “traction network–ac electric locomotive with four-quadrant converter” electrical system is proposed. Analysis of electromagnetic processes is carried out. Calculation formulas of the system parameters are derived, and the results are presented in graphs. A mathematical model of the electrical system is proposed. Software implementation of the proposed mathematical model and numerical studies of reproducible electromagnetic processes are carried out in the Simulink package of the MATLAB computing environment. Conclusions about the electromagnetic compatibility of electric locomotives with different traction converter structures are drawn.

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 tests of a freight dual-system electric locomotive 2EV120 when operating in stationary mode and moving at normalized speed. In the course of conducting experimental studies of the sound level of external noise during operation of a locomotive at a constant and alternating current, exceeding the regulatory requirements at individual observation points was found, and it was noticed that the operation of the traction transformer is the main source of increased noise, the main component of which is air in this case. It has been established that in the sound field formed around an electric locomotive operating in the parking lot, the distribution of sound levels is uneven. An example, given in the article, describes the distribution of sound levels when an electric locomotive is operated on alternating current before and after the application of noise protection measures. In the process of testing, a set of organizational and technical measures was developed, the implementation of which reduced the external noise of the electric locomotive 2EV120 as a whole to the regulatory requirements. In particular, to reduce the noise from the operation of the traction transformer, as one of the options, it is proposed to install a shielding device in its sub-body part, the minimum efficiency of which was 4.2 dBA. Analysis of the regulatory margin for external noise showed that its value at the observation point located opposite one of the operating traction transformers equipped with a shielding device is minimal. One of the reasons for this in this case is the sound energy penetrating through the body covering of a large area, generated by the work of the locomotive's internal equipment. In order to increase the regulatory margin when the 2EV120 electric locomotive is operating at a constant current, the authors propose the following: to strengthen the sound insulation capacity of the thin-walled body plating of the electric locomotive by installing a double-wall sound-insulating structure with sound-absorbing material inside it.

The article presents information about faults of reversible converters (RC) of AC electric locomotives of the VL80R series, fixed at the maintenance points of locomotives and locomotive depots of the Krasnoyarskaya Railway for the period 2014 – 2018. Authors provide data on the number of semi-conductor switches, their main parameters and technical characteristics for two types of converters — RC-2200 and RC-4000 operating on VL80R electric locomotives. Their influence on the RC construction scheme is shown. Revealed the causes of failures of the RC in the operation of electric locomotives. The role of maintenance of RC in electric locomotive and its monitoring system in ensuring reliable operation is shown as well as the statistical data on the quantitative and qualitative assessment of the types of failures of the RC. The article also shows statistics of changes in the number of converters of each type during the operation of electric locomotives. Information is given on the number of all faulty RCs on VL80R electric locomotives and an analysis of faulty RC-2200 and RC-4000s for a specified time period. The data is presented on the number of RC-2200 and RC-4000 failures per million km of the VL80R electric locomotive in terms of one section. Authors carried out analysis of statistics of this type of failure of the RC with reach-through breakdown of the shoulder. Information is given on the number of RCs with the reach-through breakdown of RC shoulders per million km of VL80R electric locomotives. It was concluded that for the period from 2014 to 2018, the number of failing RCs due to dangerous shoulder punctures decreased significantly, which led to a significant reduction in the number of failures of electric locomotives due to this failure. So, for RC-4000 this decrease occurred 5.75 times, and for RC-2200 2.4 times. In addition, the reason for a more significant reduction in the number of failures of electric locomotives with RC-4000 due to its faulty, is that RC-4000 is more modern and contains much fewer semi-conductor switches and additional elements. This increases the reliability of the RC. Thus, the replacement of obsolete RC-2200 with modern RC-4000 provided a reduction in the total number of faults of all RC in 2.3 times; decrease in the number of cases of RC failures per million km of a locomotive in 4 times.

Specificity of operating conditions of the rolling stock defines a number of requirements for lubricants intended for the wheel-rail tribosystem. Lubricants are used for “wheel — rail” contact, the aggregate state of which varies from liquid to solid. When evaluating the lubrication properties of these materials, a significant number of factors must be taken into account, in particular, influence of the environment, method of application, condition of the rail surface. The paper discusses the main operational requirements for lubricants operating in a wheel-rail tribosystem. Temperature ranges of the lubricants used for the “wheel — rail” contact on the railway network of the Russian Federation are given. As a result of the research, it was determined that none of the materials used for lubrication of the wheel-rail system satisfies the operating temperature conditions of the traction rolling stock. To solve this problem a lubricant was developed and tested in an industrial environment at the Rostov State University of Railway Transport. Its lubricant composition allows to significantly expand the temperature range of the lubricant. Complex of experimental studies and method of orthogonal central composite plan of the 2nd order established the optimum values of the thickness of the working shell of the 0.846 mm lubricating rod and the 50.411 % percentage of plastic lubricant, allowing to extend the temperature range of lubricant rods and, in particular, completely eliminate the lubricant flow to achieve a temperature of 126.034 °C. Proposed composition of the lubricant was tested on a freight electric locomotive of the VL80T series, equipped with non-power lubricators, under the conditions of the Bataysk — Likhaya section of the North Caucasus Railway. Intensity of wear of the wheel flanges of the traction rolling stock lubricated by the proposed material, compared with the intensity of wear of the wheel flanges without the use of lubrication systems is reduced by 2 times.

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.

This paper presents a hypothetical conversion of a conventional heavy haul diesel-electric locomotive to its hybrid counterpart by incorporating a battery energy storage system. Starting from the basic parameters of a 1.6 MW diesel-electric locomotive currently found in the national railway company locomotive fleet, the quasi-static model of the locomotive is derived and validated. The conventional locomotive model is then converted to its hybrid counterpart by adding a battery energy storage system in parallel to the generator and equipping it with an adequate optimized energy management control strategy. The hybrid locomotive powertrain components are also appropriately re-sized in order to meet comparable traction force and power performance. Both the conventional and hybridized locomotive models are then used for the purpose of comparative analysis of main vehicle characteristics for the mountainous railway route driving scenario, which includes realistic slope and speed limitations. The obtained simulation results are used to gain insights about the possible advantages of the proposed conversion/drivetrain hybridization in terms of feasible reduction of fuel consumption and related CO2 emissions, while also considering additional hybridization costs and return-of-investment period.

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 40‒100kN, shortens the service life of the undercarriage by 8‒10years on average, as well as requires that the speed of the machine during operation should be reduced by 10‒15km/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

For the permanent magnet synchronous motor (PMSM) control system of the mine traction electric locomotive (MTEL), the fluctuation of the load will lead to the resonance of the velocity of the MTEL and result in mechanical damage. To solve this problem, a disturbance observer-based complementary sliding mode controller (DOB-CSMC) design method is proposed in this paper. A mathematical model of PMSM is first established. Then, a disturbance observer is designed to reconstruct the load disturbances. In order to realize the static and dynamic tracking performance of the PMSM system, a saturation function-based complementary sliding mode controller is designed and the reconstructed disturbance is introduced into the controller to counteract the influence of external disturbance. Finally, the simulation and experimental results show that the DOB-CSMC method has a smaller overshoot and a shorter settling time compared with the traditional SMC method.

Si-based power devices have been widely used in electric locomotive and EMU, however, there are urgent requirements from the industry to have power converters with smaller size and higher performance. To meet such demands, wide band-gap (WBG) devices such as SiC power chips and modules are developed for the traction systems, and a 1.7 kV hybrid SiC power module has been used in Metro system and all SiC 3.3 kV power module has been developed. In this paper, the development of hybrid SiC and all SiC power modules are introduced from the perspectives of devices, modules and applications. SiC SBD and MOSFET chips and modules are manufactured and tested, both static and dynamic testing results are evaluated and showed that SiC devices present better performance and higher efficiency than the traditional Si IGBT modules, especially in the conditions of high temperature and high operation frequency. Based on the developed SiC modules, the urgent demand of traction converters with smaller size and lighter weight can be achieved while present advantages such as higher efficiency, power density, operation temperatures and frequency. The current challenges of SiC devices and future applications are discussed for the next generation of rail transportation.

A locomotive is usually powered by the electromagnetic torque which is transmitted from the traction motor to the wheelset by gear transmission. In order to investigate the dynamic coupling effects from the gear transmission subsystems on the entire locomotive dynamics system, a comprehensive spatial locomotive dynamics model that considers the dynamic coupling effect of the gear transmissions is developed based on the multibody dynamics theory. In this model, the moved Marker technique is employed to calculate the dynamic mesh force of the gear pairs through which more accurate time-varying gear mesh stiffness excitations could be imported, which is the core of this dynamic model. Then, the established locomotive dynamics model is validated by comparing with the experimental test results. Finally, the dynamic effects of the gear transmissions are revealed by comparing with the results from the traditional locomotive dynamics model without considering the dynamic excitations from the gear transmissions. The results indicate that the gear transmissions have negligible effects on the vibrations of the carbody and the bogie frame, and on the lateral vibrations of the motor and the wheelset. However, the gear transmissions have significant effects on the vertical and, in particular, the longitudinal vibrations of the motor and the wheelset. Thus, it is suggested that the dynamic effects of the gear transmissions are considered in the locomotive dynamics modeling, especially when the vibrations of the motors and the wheelsets are taken into account.

In this article a thermal modeling is developed for a double sided linear induction motor which is used to drive a power supply system for an electric locomotive. Two cases were considered for the linear motor, with full plate armature and with sectioned plate armature. The thermal model has been obtained with Pro/Engineering software package and the mesh of the 3-D thermal model has been done using tetrahedron solid elements types. Experimental validation of the model has been realized too. Errors between the simulations and the experimental data (between 1% and 4%) show that the proposed model can be used for accurate precision of the heat distribution on the linear motor.

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.

This article presents a new method for the estimation of active power losses based on a “field” approach, i.e., on the theory of the electromagnetic field and the theory of propagation of electromagnetic waves in a dielectric medium. Electromagnetic waves are assumed to transmit energy from the traction substation to electric rolling stock through the airspace of the inter-substation zone (i.e., not through the wires of the traction network) and meet electrically conductive surfaces on their way. The waves are partially reflected from the surfaces and partially penetrate them, thus creating thermal losses, the determination of which is the main task of this article. The analytical expressions for specific losses of active power are obtained by solving the system of Maxwell’s equations. Calculations of specific power losses in the catenary, rails, roofs, and bottoms of carriages and electric locomotives are performed. Power losses in carriages and electric locomotives are found to be at least 7%. A comparative assessment of the magnitude of total power losses of different types obtained by the “field” and “circuit” approaches is provided, which has established that “conditional” losses correspond to losses in rails, train carriages, and electric locomotives.

Bionics has been widely used in many fields. Previous studies on the application of bionics in locomotives and vehicles mainly focused on shape optimisation of high-speed trains, but the research on bionic shape design in the electric locomotive field is rare. This study investigated a design method for streamlined electric locomotives according to the principles of bionics. The crocodiles were chosen as the bionic object because of their powerful and streamlined head shape. Firstly, geometric characteristic lines were extracted from the head of a crocodile by analysing the head features. Secondly, according to the actual size requirements of the electric locomotive head, a free-hand sketch of the bionic electric locomotive head was completed by adjusting the position and scale of the geometric characteristic lines. Finally, the non-uniform rational B-splines method was used to establish a 3D digital model of the crocodile bionic electric locomotive, and the main and auxiliary control lines were created. To verify the drag reduction effect of the crocodile bionic electric locomotive, numerical simulations of aerodynamic drag were performed for the crocodile bionic and bluff body electric locomotives at different speeds in open air by using the CFD software, ANSYS FLUENT16.0. The geometric models of crocodile bionic and bluff body electric locomotives were both marshalled with three cars, namely, locomotive + middle car + locomotive, and the size of the two geometric models was uniform. Dimensions and grids of the flow field were defined. And then, according to the principle of motion relativity, boundary conditions of flow field were defined. The results indicated that the crocodile bionic electric locomotive demonstrated a good aerodynamic performance. At the six sampling speeds in the range of 40–240 km/h, the aerodynamic drag coefficient of the crocodile bionic electric locomotive decreased by 7.7% on the average compared with that of the bluff body electric locomotive.

In this paper, an energy storage-type railway power quality control system (ES-PQCS) is given to improve the power quality of traction power supply system (TPSS) and recover considerable braking energy generated by electric locomotive. First, the topological structure and mathematical model of the system are analyzed, revealing the relationship of compensation current with the primary power factor (PF) and the load current. Then, the partial compensation strategy (PCS) is proposed to optimize the compensation capacity of railway power conditioner (RPC). Besides, the active power flow and power compensation under system operation scenarios are analyzed, and the power-flow management scheme with 11 classic cases is listed. Furthermore, the capacity configuration of ESS is designed. Finally, based a substation’s data, typical scenarios, system design and simulation are carried out, which verify the effectiveness of compensation strategy and its ability of capacity decreasing and energy saving.

This study provides a description of a unified model of a passenger train, including an AC electric locomotive with a ЄII1M series DC commutator traction motor, as well as 61–836 (reserved seat) and 61-820K (compartment) series passenger cars. This unified model combines three subsystems - electrical, mechanical and pneumatic. The initial data for the selection of control actions during movement can be both the recorder of motion and automatic operation parameters data and the calculated parameter values. The developed model quite accurately describes the processes of movement, their numerical values and the nature of changes in all modes of train movement, the error is no more than 4.5%. Such an approach allows precisely reproducing the real train movement and investigating various processes.

In the development process of large-scale railway transportation system, there are various line structures, resulting in drastic fluctuations of traction power supply system, which brings great difficulties to ensure the power supply capacity of traction power supply system. Traditional power flow calculation methods, such as N-R method and PQ decomposition method, can only calculate highly linearized direct power supply system, and are no longer applicable to new power supply systems. Therefore, it is necessary to study a suitable method to analyze the power supply capacity of AT traction power supply system effectively and accurately. In this paper, firstly, the AT traction power supply system model is built, including substation, substation and AT substation. Then, according to the basic parameters and operation characteristics of electric locomotive, the equivalent circuit model of electric locomotive is built to realize the complete restoration of traction power supply system. Then, the power flow of traction power supply system under different working conditions is calculated, and the power supply capacity under single-vehicle light load, single-vehicle heavy load, multi-vehicle light load and multi-vehicle heavy load is explored. Finally, the model is used to verify it again, and a substantial conclusion is obtained.

With the advancement of technologies it is becoming imperative to have a stable, secure and uninterrupted supply of power to electronic systems as well as to ensure the identification of faults occurring in these systems quickly and efficiently in case of any accident. Spiking neural P system (SNPS) is a popular parallel distributed computing model. It is inspired by the structure and functioning of spiking neurons. It belongs to the category of neural-like P systems and is well-known as a branch of the third generation neural networks. SNPS and its variants can perform the task of fault diagnosis in power systems efficiently. In this paper, we provide a comprehensive survey of these models, which can perform the task of fault diagnosis in transformers, power transmission networks, traction power supply systems, metro traction power supply systems, and electric locomotive systems. Furthermore, we discuss the use of these models in fault section estimation of power systems, fault location identification in distribution network, and fault line detection. We also discuss a software tool which can perform the task of fault diagnosis automatically. Finally, we discuss future research lines related to this topic.

The article deals with the study of power distribution in the railway transport quarry power supply network. The analysis of methods of catenary power flow distribution calculation is carried out. The study of power flow distribution instantaneous catenary schemes using the known methods of closed networks calculation. On the basis of the analysis a traction network operation modes, complexity of specified method use in the conditions of change a loading (electric locomotive) connection point is noted. Taking into account the schemes of network elements substitution in the visual programming environment, a model of traction catenary has been developed. An experimental study on the calculation of the mining industry traction catenary. The data of energy indicators in the catenary nodes and the secondary voltage buses of the traction substations transformers are obtained.

Purpose. Development of a method for determining the main functional parameters of on-board supercapacitor recuperative energy storage based on the asymptotic theory of extreme statistics by Gumbel, taking into account stochastic nature of changes in recuperated voltage and current.Methodology. To achieve this purpose, methods, devices and computer systems for temporary registration of recuperated voltages and currents on operating electric locomotives, methods of the theory of random processes and methods of probabilistic and statistical processing of registrograms of voltages and currents were used.Findings. A computational and experimental method for estimating recuperative energy has been proposed and practically applied. A probabilistic method has been developed for determining the energy and electric capacity of on-board supercapacitor recuperative energy storage units. Numerical probabilistic and statistical calculations of the energy and electric capacity of on-board storage for the VL8 and VL11M6 electric locomotives during their operation in the sections of Prydniprovska railway have been carried out. It was found that the energy and electric capacity of on-board storage devices are distributed according to an exponential law with a clear prevalence of their minimum values and in compliance with direct proportionality between them.Originality. For the first time, an autonomous phase of recuperative braking mode of an electric rolling stock has been developed, which makes it possible to significantly reduce the mass and dimension of a supercapacitor storage. The asymptotic theory of extreme statistics by Gumbel was adapted to the method for calculating energy and electric capacity of an on-board storage device, which made it possible to take into account the influence of stochastic nature of changes in the recuperated voltage and current. The probabilistic influence regularities of the change nature in the recuperation energy on the capacity of on-board storage in the phase of recuperative braking have been established. Further development was obtained by a computational-experimental method for assessing the recuperative energy, based on monitoring and using the time dependences of voltage and current obtained in real modes of recuperative braking. For the first time in electric traction systems, it was proposed to carry out the transition from the recuperative braking mode to the recuperative regeneration mode.Practical value. The developed method and technique based on it make it possible to evaluate functional parameters of on-board storage device of all types of electric rolling stock, considering stochastic nature of recuperated voltages and currents. Numerical-graphic dependences of the energy intensity and capacity of the on-board storage are recommended for predicting and evaluating these parameters for various modes of recuperative braking. Since the task of designing an on-board storage unit (in terms of mass and dimensions) is ambiguous, therefore, in each specific case of the type of electric locomotive and recuperation modes, it must be solved individually, taking into account the probability of the corresponding capacitance values.