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The subject of this article is voltage regulation in the traction power supply system. The object is the on-load voltage regulation device (OLTC), which is responsible for regulating the voltage in the contact network by changing the transformation ratio of the power transformer of the traction substation. This device is important for maintaining the required voltage level in the contact network, but when operating in automatic voltage regulation mode, high wear of the OLTC is observed. This is due to the fact that the wear of the device directly depends on the number of switching operations it performs per day. In turn, the frequency of switching operations depends on many factors associated with the traction load. Another problem is the different levels of wear of this device in different sections of the power supply - in sections with a flat track profile and low traction load, the damage to OLTC devices is significantly lower due to rare switching operations to adjust the voltage, and in sections with a complex profile and high load, the OLTC demonstrate extremely low reliability, so much so that the personnel of traction substations turn off automatic regulation and perform switching operations manually. In order to predict the wear of the OLTC devices, it was decided to create a computer model of the traction power supply system, including automatic voltage regulation in the network, and a switching counter As a result of the work done, a computer model of the traction power supply system of the 2×25 kV traction system was created in the SimInTech software package, which shows the operation of the automatic regulation system with a switching counter.

The article proposes a method of calculation the load between the rolling bodies of the swinging bearings and the bearings of the traction motor, which makes it possible to have the value of the radial clearance in the bearing, as well as the radial movement of the inner rings relative to the outer one. To determine the load perceived by the most loaded rollers, a solution of the equilibrium equation for internal elements is proposed using simple iterations. The implementation of the method is implemented in the Matlab software package. Using the proposed method, the load distribution between the rollers in the traction motor of the VL11K electric locomotive was calculated. To determine the load acting on the bearing, the “Sarga-Subic” section was selected, which has a mountain profile.

On the basis of the analysis of statistics of the incidents which have occurred on the railroads of Russia and connected with collisions of trains with obstacles, the most probable scenarios of development of an emergency situation are allocated. Modern methods of investigation of kinematics and dynamics of vehicles are analyzed. By methods of solid-state computer modeling the estimation of the dynamic loadings acting on the locomotive and passenger cars at collision of the passenger train with an obstacle in the form of the lorry on the railway crossing is carried out. For this purpose solid-state computer model of a passenger train and a cargo car. The obtained results indicate a high dynamic load of the locomotive in a collision. At the same time, passenger cars are affected by low dynamic loads that do not lead to damage to the load-bearing structures of passenger cars. The obtained results can be used in the creation of modern passenger rolling stock, characterized by high demands on safety in emergency situations. The work was carried out within the grant of the President of the Russian Federation for the state support of young Russian scientists MK-2881.2018.8.

The article is devoted to the research of the of wind load effect on the aerodynamic component to the movement of a freight train. These findings contribute to a better understanding of the impact of aerodynamic resistance on the consumption of fuel and energy resources (FER) on train traction. The article shows the high significance of this problem for Joint Stock Company Russian Railways (RZD JSC). The conclusions were drawn from the analysis of statistical data on the routes of locomotive drivers, working on the Pallasovka-Verkhniy Baskunchak section, which is undergone to wind loads. The SOLIDWORKS application was used to design a train with a locomotive and gondola cars coupled on an embankment, and SOLIDWORKS Flow Simulation plug-in was used to simulate wind load, different in speed, varying from 0 to 90º. The values of the force of aerodynamic resistance to movement for the train as a whole and for each unit of the rolling stock separately were obtained. Using the methods of the theory of train traction, the influence of aerodynamic drag on fuel consumption for traction has been assessed. Based on the obtained values of the aerodynamic drag forces and patterns of air flow distribution, conclusions were drawn about the effect of loading a gondola car on an increase in traffic resistance. Conclusions are drawn about the effect of wind load on each unit of rolling stock in the train. It was found that when the wind is directed at an angle to the axis of the path, the force of the wind effect increases, compared with the case when the angle between the axis of the path and the velocity vector is zero. The experimental data on the increase in resistance from the wind load are confirmed by theoretical calculation, as well as practical processing of routes machinists. This article demonstrates the need for a separate regulation of fuel and energy resources in the event of wind loads, and may be useful in further detailed study of the aerodynamic drag of freight trains.

The article assesses the influencing factors for electric power consumption for the needs of the electric locomotives of the 2ES6 series, statistical models for normalizing the electric power consumption for own power have been generated, and their quality has been assessed.

With the increase in the capacity of modern electric rolling stock providing freight and passenger transportation, the problem of transmitting large traction currents remains relevant, caused by the low load capacity of the pantograph, which can lead to overheating and annealing of the contact inserts with a subsequent decrease in their strength, peeling of graphite from the copper shell, and increased wear. The article considers the classification of various methods for increasing the load capacity of pantographs, the most promising of which is cooling their runners. The disadvantages of the known active and passive runner cooling systems include the need to use additional mechanisms and units to remove heat from the heated parts, which work effectively only when the electric rolling stock is moving or at a standstill. To eliminate this drawback, the authors proposed a technical solution for a pantograph runner equipped with heat pipes and capable of successfully operating in various operating modes of electric rolling stock. To test the operability of the proposed technical solution, its mathematical model was created in the SolidWorks software environment, which, using the FlowSimulation application, allows modeling the thermal processes occurring in the pantograph runner. When using heat pipes in the runner design, the heating temperature is distributed more evenly along its length, thereby improving the conditions for heat dissipation into the environment, which will allow higher load currents to pass through. The results of mathematical modeling of thermal processes in the pantograph runner in the SolidWorks software environment are confirmed by experimental studies on a specialized installation. The use of the proposed device facilitates a more uniform distribution of heat over the surface of the runner, reducing the heating of the contact inserts and increasing the load capacity of the pantograph and the reliability of its operation under conditions of high-speed, high-speed and heavy-haul train movement.

The article analyzes the test schemes of induction traction motors by the mutual load method using DC generators as load machines and powered by a three-phase AC network with a frequency of 50 Hz. Features of functioning of each of the given schemes of mutual loading are considered. The disadvantages of these schemes are noted, due to the presence of excess equipment or the lack of short-circuit protection in the anchor circuit of the load generator and the complexity of its connection to the DC link. The scheme developed by the authors is proposed, devoid of the noted disadvantages of the known schemes and combining all their advantages, which is the simplest both in the power part and in controlling the process of connecting the armature winding to the DC link of a frequency Converter. A mathematical model of a test system consisting of an induction traction motor, a DC load generator and a two-link static frequency Converter is presented. The mathematical model of this test system is made up of parts corresponding to its individual elements. The presented mathematical model makes it possible to calculate the static and dynamic operating modes of the proposed scheme at the stage of development of an electrical complex for testing induction traction motors. Recommendations on the implementation of developments in the operation of induction traction motors in locomotive repair depots are given. The expediency of implementing the results of work in organizations-developers of test stations for induction traction motors is also noted.

The mathematical model of traction drive Electric locomotive EP20 for research of dynamic processes in a mode of boxing is constructed. The natural frequencies and coefficients of the forms of the dynamic system are determined. The stability of the drive in relation to frictional self-oscillations is estimated. Dynamic loads in the drive elements at a single angular speed of wheel slip are calculated. The recommendations on increasing the dynamic qualities of the traction drive in the sliding mode are formulated.

The drawbacks of the step-by-step automatic voltage control system under load AVC and the non-contact automatic voltage control system NAVC with the reactor switching device of the converter transformer used in the traction power supply are analyzed. The scheme of a thyristor-reactor switching device (TRSD) connected to the primary winding of the transformer is considered. A brief description of the operation of a transformer with TRSD and the procedure for calculating the symmetrical and asymmetrical external natural characteristics of a converter unit with TRSD are given. Based on the dependence of the energy indicators of the converter unit on the resistance of the uncontrolled reactor TRSD, a method is proposed for calculating the rational resistance of an uncontrolled reactor, where the power factor of the converter unit is taken as the criterion of rationality. The method includes two stages: the first is the calculation of the values of the power factor of the converter unit depending on the resistance of the uncontrolled reactor and the load current of the converter unit; the second is the determination of the average load current value of the power factor of the converter unit for each considered value of the resistance of the uncontrolled TRSD reactor and the determination of the rational for the considered external natural characteristics of the unit. In accordance with the presented methodology, the calculation of the minimum permissible and rational resistances of the uncontrolled reactor TRSD as part of a converter unit with a converter transformer TRDP-16000/10 was made. Taking into account the selected rational value of the resistance of the uncontrolled reactor TRSD, a calculation was made and the external natural characteristics of a converter unit with a TRSD and a converter transformer TRDP-16000/10 are presented. The performance check of the presented calculation method for solving the problem of choosing the rational resistance of an uncontrolled reactor was carried out on a physical model of a converter unit with a TRSD, with a 12-pulse rectifier unit, with a 30 kVA transformer and a linear primary voltage of 380 V. Comparison of experimental and calculated values showed a slight discrepancy, the permissible error was not exceeded. Determination of the resistance value of an uncontrolled reactor based on the developed methodology provides the highest values of the power factor of the converter unit.

The article describes trends in the technical development of fixing devices for containers, called a "fitting retainer". Containers have gradually conquered the transportation market in the USA, Europe and Asia. And each means of transport: road, marine and railway one needed devices to fix containers, because all participants of the transportation process are responsible for the safety of goods. In the period of the appearance of container transportations, commercial agreements between operators and transport companies played an important role, influencing the unification of overall dimensions and weights of containers and transported goods, which was a prerequisite to create fittings for containers and, as a result, fitting retainers for all means of transport. The domestic regulatory framework also required updating, monitoring a large number of flat wagon manufacturers and taking into account severe operating conditions of containers throughout the entire railway network. With the rapid development of the container transportation market on long routes from China to Europe and the transition to the technology of accelerated container train sets based on high-speed flat wagons, it becomes necessary to solve the issue of wind protection of empty containers and low loaded containers, taking into account the speed of up to 140 km/h. Well-known technical solutions from different manufacturers to fix containers in retainers of special shapes and with additional fixing through a retainer hole have been analyzed. An original technical solution of the fixing device is proposed, performed in the flat wagon opposite each fitting to install the container. By turning this device using man power, each corner of the container can be fixed to prevent empty containers from falling (tippling) from flat wagons when exposed to wind loads, which meets requirements of safety, operation and reliability of fixing the container in the flat wagon.

The article presents a method of calculation of the thermal state of the pantograph head. The density of the suspension zigzag distribution, taking into account a number of assumptions, has replaced the contact wire position function in the plan. Results of calculating the temperature of the pantograph head at different width of the zigzag of the typical suspension, including zero, are presented. The influence of sinusoidal and tangential contact suspensions on the temperature distribution of the pantograph head is estimated.

The deterministic evaluation of the durability of railway rolling stock structures according to fatigue safety factors, established by regulatory requirements, does not fully take into account the random nature of loads that cause the accumulation of fatigue damages, the operation rate (operating time), does not allow to evaluate the operating life and its depletion over the service lifetime. At the same time, with the development of heavy and high-speed traffic, as well as due to the introduction of technical regulations, the task to evaluate and substantiate the assigned service lifetime and operating life of railway vehicles are becoming more important. The subject of the study, the results of which are presented in this article, was the fatigue strength of elements of locomotive basic parts. The purpose of the work was the prediction of their limit state by the operating life of critical elements. In the present work, design and experimental studies have been performed with running dynamic and strength tests of the locomotive in the entire range of operating speeds of its running, determining the stress-strain state of structures using strain-gauge methods, calculating safety factors with the probabilistic estimate of the fatigue strength of parts. According to results obtained, the influence of the operation loading performance on the fatigue strength margin and its depletion during the element operating life is shown. According to the results of this work, it can be concluded that main indicators of the strength, operating life and service lifetime of the locomotive make it possible to compare and link their key parameters for the subsequent analysis, substantiation, rating and control of safe operating life of railway equipment.

The article discusses the urgent problem of upgrading non-public railway tracks through the introduction of automated loading and unloading control systems. The relevance of the study is due to the significant proportion of non-public tracks in the Russian railway infrastructure (29 % of the total length) and their constant increase, the growing volume of industrial production in the country and the need to improve the efficiency of transport services for enterprises and improve the efficiency of their use. More than 85 % of all freight traffic by rail starts and ends on non-public roads. The correctness of the service, organization and technology of the operation of the considered routes affects the operation of the entire transport network. The problem of the study lies in the fact that traditionally accepted methods of loading and unloading operations on non-public tracks do not provide the necessary efficiency of the transportation process, which leads to long downtime of rolling stock and increased operating costs for railway transport. The methods of system analysis, mathematical modeling and comparative analysis of statistical data are used in the work. Based on a study of international experience and domestic practice, it has been shown that the introduction of automated control systems can reduce the downtime of wagons by 25 - 30 % and reduce operating costs by 15 - 20 %. The article presents the definition of an automated loading and unloading management system as an integrated information management system that integrates hardware and software. A step-by-step methodology for system implementation has been developed, including seven consecutive stages from preliminary analysis to optimization and development. The proposed solutions take into account the specifics of Russian operating conditions and import substitution requirements.

The article shows the relevance of applying the method of mutual test load of asynchronous traction motors of railway rolling stock. On the basis of the recommendations of existing standards in testing of asynchronous motors is made up of a sequence of acceptance testing of asynchronous traction motors provided in the form of an algorithm. In line with the scheme proposed for testing procedures on the use of the basic equipment of the circuit. The analysis of the main types of tests, the comparison of the classical means for testing the functionality of the inverters eliminated the need for additional DC sources in determining the resistance of the stator windings, additional brake and step-down transformers during short circuit and experience to carry out simultaneous testing of two induction motors increased speed at the stand of mutual load.

The article presents an improved mathematical model of the thermal state of the pantograph head for calculating the temperature distribution when interacting with different catenary with a double contact wire. The model takes into account the unevenness of the pantograph contact pressure on the wires along the suspension span and between them, allows using the databases of the car-laboratory for testing the contact network, calculating the thermal conditions of the skid on various sections of electrified Railways, including transients between them. The paper presents graphs of the zigzag distribution density of the contact wire of the Moscow - Saint Petersburg high-speed line, and defines the transient and steady state thermal states of the pantograph head when the pantograph interacts with them.

The article presents a universal energy-efficient stand for load testing of asynchronous traction motors, and DC motors. It is proposed to use two options of schemes for testing of traction DC motors with serial excitation and asynchronous motors, and traction motors DC parallel (independent) excitation and asynchronous motors, each of which allows you to implement energy-efficient test method - the method of mutual loading. Given the advantages of the use of the proposed stand. The calculation of the main parameters recorded during the test: currents, voltages and power are invited to perform with the help of mathematical models. Each of the mathematical models takes into account the work of the subjects of the asynchronous traction motors and traction motors DC series or parallel (independent) excitation) by the method of mutual loading: electrical and mechanical link. In conclusion, the article sets out the intended results from the implementation of energy-efficient universal stand for load testing of asynchronous traction motors, and DC motors.

The article deals with the possibility of energy utilization of exhaust gases of diesel-generator sets of locomotives during load tests. The calculation of the amount of heat carried out during tests with exhaust gases. Possible variants of heat utilization with the use of various heat exchangers are considered.

The article sets the task of determining the level of dynamic loading in the «trolley-leash-traction motor» subsystem to reduce the dynamic impact in the «locomotive-path» system. The model of vertical vibrations of traction rolling stock, obtained on the basis of the Lagrange equation of the second kind, in the form of a system of fourteen differential equations allows us to estimate the loading of locomotive units in operation, integrated using the MathCAD application package. The approximation of random disturbances using the spectral density of the path irregularity of Professor A. I. Belyaev is chosen as the spectral density of random disturbances. A more detailed design scheme of the crew has been compiled and in order to simplify the calculation within the engineering error, a single-mass discrete model of the path is used. Entering symmetric coordinates allows us to obtain from the original system of differential equations a simplified system with characteristic equations with simple roots, therefore, the natural oscillation frequencies of the bouncing of the body, trolley and wheelset will be determined with minimal error. The transfer function is determined by Kramer's formulas. With the help of a computer, the values are calculated and graphs of the amplitude-frequency characteristics of vertical movements, maximum accelerations of the body, trolley, traction motor and wheelset of the electric locomotive in question are constructed. A comparative analysis of the calculation results and empirical data is carried out. Based on a comparative analysis, it can be argued that the considered mathematical model of vibrations of the electric locomotive 2ES6 «Sinara» is adequate and allows determining the dynamic loading of the locomotive for the entire range of operating speeds. The task of changing the existing design of the suspension system of the traction electric motor of the electric locomotive in question and the mathematical analysis of the vibrations of its nodes in further research is set.

The article describes a method for controlling electrical loads rail consumers using energy storage. Different types of energy storage devices used in rail transport were considered. Performed the optimization problem formulation, selected criteria and the method for its solution. As an optimization method used the method of Hooke-Jeeves. A method is proposed to determine the optimal parameters and the optimal control law of charging and discharging of the energy storage. The criteria and calculation expressions that can be used in the design and feasibility study of the effectiveness of implementation of the stationary energy storage for managing schedules loads rail consumers. The mathematical expression was proposed for the energy storage capacity determination. Two criteria were considered in the optimization problem: a minimum active power losses and minimum reduced costs, and a comparison of results. The form factor used to evaluate the changes in electrical loads. Control of reactive power in the AC mains can realize using semiconductor converters and an energy storage. As a variant the electrochemical cells (lithium-titanate batteries) could be used as energy storage for rail electric consumers. As a result, optimal control of electrical loads allows to get technical and economic effects.

The possibility of fatigue crack propagation in the region of compression stresses is considered. After each semi-cycle of cyclic loading the stress-strain distribution near the tip of the crack is determined by the finite element method. It is shown that maximum of the tension stresses increases in the region of compression. The obtained results allow to present the possible ways of the above-mentioned fatigue crack propagation.

Vibration levels in the subgrade for the movement of trains are investigated. analysis of the recorded accelerograms is made, acceleration fluctuations on the cross section of the embankment are installed. Calculations of the stability of embankments with the effects by the train load are produced.

The article presents an analysis of the failures of the mechanical components of the mainline electric locomotives 2ES6 «Sinara» in operation at the landfill of the West Siberian Railway, the causes and consequences of failures of the most vulnerable nodes are determined. The analysis of failures of the mechanical components showed that a significant share of them falls on the components of the wheel-motor unit of the locomotive. The analysis of the design features of the crew part is carried out. The main structural difference of suspension is the absence of leaf springs in the axle box stage, which were widely used on electric locomotives of previous generations. In the body stage, helical springs (Flexicoil) are used instead of the cradle suspension. The connection of the traction motor with the trolley frame is a pendulum. The suspension of the traction motor to the trolley frame is carried out through a leash. When considering the vibrations of railway carriages, it is customary to represent the locomotive and the track as a single mechanical system. The task of forming a mathematical model of the «electric locomotive - path» system is set and a mathematical model of vertical vibrations of an electric locomotive is formed taking into account the dynamics of wheel-motor blocks based on the Lagrange equation of the second kind in the form of a matrix equation, which allows us to assess the loading of mechanical components in operation. The mathematical model represents a system of differential equations in which six equations determine the fluctuations of the bouncing and galloping of the body and trolleys, four - the galloping of wheel-motor blocks, four - the bouncing of wheel pairs together with the reduced mass of the track. The obtained mathematical model makes it possible to determine the level of dynamic loading of the components of the mechanical part of the electric locomotive 2ES6 «Sinara» by integrating the matrix equation using the MathCAD application package.

In article the problem of determination of length of turn of structures, the total loading capacity of the transport which isn't provided with freight, quantity of freight of the transport knot which is in a timepoint in a warehouse on the basis of definition of distribution of a random variable of the freight expecting loading or unloading, and also the free capacity of vehicles taking into account restrictions on the capacity of warehouses is considered. During the solution of a task the following assumptions are accepted: capacity of cargo handling devices of transport knot isn't limited; time of the translation of giving of cars for the pogruzoch-but-unloading front and back isn't considered. The structure is understood as conditional structure which loading capacity is equal to the total loading capacity of some party of real structures, and the moment of its arrival - to the arrival moment on transport knot of the last of them. The received results can be used for determination of optimum values of warehouse capacities and a technological stock of freight of transport knot at the set goods turnover.

Analysis of failures of axlebox units of bogies for freight cars in the network of JSC «Russian Railways» for the period from 2010 to 2012, disadvantages of this node known construction trucks of the car of model 18-100. Defined vertical, horizontal and longitudinal loads acting on the buchs site. Mathematical modeling of the dynamic loading roller bearing axle-box under radial load. The influence of dynamic loads and defects in a roller bearing axle-box site on a safety of movement of the carriage.

Data on corrosion fatigue damages of a sole of rails (defect 69) on the railroads of Russia are submitted. It is established that 69 the corrosion fatigue resulting from moistening of a sole in a zone of contact with subrail laying in combination with the high level of the stretching tension in a rail sole is the reason of breaks of rails on defect. The analysis of statistical data on refusals of rails on defect 69 in the West Siberian management of infrastructure showed that failure rate grows to an operating time of the tonnage of 800 million t gross and has fatigue character. On sites of a way with a complicated plan and a profile failure rate is 3 - 4 times higher, than on quiet Trans-Siberian to the course. Results of the analysis of data are shown and measures for increase of reliability of the rail lashes having tendency to formation of defects on a code 69 are offered.