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The paper considers a traction power supply system with a voltage of 27,5 kV AC. In the MATLAB-Simulink software environment, a calculation model has been developed that takes into account the parameters of the external power supply system, the train schedule and the current consumption of the electric traction load in the inter-substation zone. It is shown that when choosing the power of the compensating device according to the average value of the reactive power consumed by one train, its passage through the inter-substation zone with direct current causes the same average power losses in the wires of the catenary as in the absence of a compensating device. An increase in the number of trains simultaneously located in the inter-substation zone with the same power of the compensating device entails a decrease in power losses in the wires of the catenary relative to a similar situation without a compensating device, however, the reactive power is only partially compensated. In the calculations of compensating devices, it is proposed to take into account the real existing train schedule, based on the probabilistic assessment of which the average daily reactive power consumed by the electric rolling stock is determined. In this case, it is necessary to take into account the power losses in the catenary. The use of unregulated compensating devices is advisable in areas with a constantly present load. When choosing step devices for transverse capacitive compensation, it is proposed to calculate their power based on a probabilistic analysis of the train traffic schedule and current consumption in the inter-substation zone. When the probability of the appearance of a certain number of trains exceeding 50%, the most effective are compensating devices, the power of which is selected on the basis of the average power consumption of all trains without taking into account the time of no load in the inter-substation zone, as well as two-stage devices, the power of the first stage of which is selected according to the current consumption of the two most likely occurrences of the number of trains.

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 discusses the approach to operational evaluation of technical condition of the diesel locomotive power plant functional subsystems as a part of an integrated microprocessor control systems. Presents an approach to operational evaluation of technical condition of a fuel system. By results of the analysis of a fuel system graph model set of control parameters is selected, the algorithm allowing to establish the reasons of controlled parameters output of admissible limits is developed.

Electricity consumption for traction depends on a number of operational parameters, including the use of power of electric rolling stock. On Russian Railways there are flat areas of great extent, which operated the locomotives inefficient use of power and work modes with low energy performance. The aim of this work is to examine ways to improve the energy efficiency of passenger locomotives, such as the operation of electric rolling stock with rational values of power and number of axes for the modern passenger transport on the flat sections of the road long-haul and assess their energy performance. To achieve this goal was determined by the rational value of the power required for driving trains on this stretch of track with maximum speeds of 160 km/h, the calculations of the asynchronous traction motors obtained traction and power characteristics of electric locomotives with asynchronous traction drive, and a proposed comparison methodology, allowing to evaluate the difference of power consumption for traction of electric locomotives with asynchronous traction drive (with rational values of power and number of axes) currently operating a DC electric locomotive EP2K. On the basis of the conducted research it was concluded that there are reserves for improvement of energy efficiency of passenger locomotives on the flat sections of the road long-haul, such as operation of electric rolling stock with rational values of power and number of axes corresponding to the train weight, speed and track profile, which will significantly reduce the cost of electricity for traction of trains.

The article deals with the issue of using electric power storage systems in railway transport. It is noted that they are used in renewable energy sources and on hybrid shunting diesel locomotives. The possibility of using electric power storage systems to improve the efficiency of using electric power for train traction is indicated. The introduction of electric energy storage systems in the traction power supply system is hampered by high capital costs and the need to strengthen several adjacent inter-substation zones at once. It is proposed to consider the possibility of creating a mobile energy storage system, all the equipment of which will be placed in containers installed on cargo platforms, which will allow such a system to be quickly moved. The purpose of introducing a mobile power storage system is to temporarily strengthen the traction power supply system during a planned overhaul or emergency repair of one of the tracks on double-track sections of the railway. In this case, there is a need for a batch pass of trains alternately in even and odd directions on the same track. The possibility of using a mobile energy storage system is considered on the example of a real section of the railway. For a given schedule of passing train packages, the dependence of the storage capacity taken off from time, the maximum power and the nominal effective energy intensity of the storage system are determined. An estimate of the electricity storage system cost is given. It is shown that more than 70 % of the total cost of the electricity storage system falls on the imported energy conversion subsystem. It is concluded that it is necessary to develop domestic converter subsystems.

Despite significant progress in the development of accounting systems, there is almost universal growth accounting losses of electricity and reduce its quality. Along with the introduction of modern energy efficient electrical problem efficiency of electric energy in the stationary energy sector can be achieved through the implementation of active-adaptive technologies for controlling the operation of compensating devices, controlled means of voltage control, switching and power equipment and diagnosis based on digital technology, including automatically maintain a minimum transmission losses when the load. Management of objects offered no traction electricity consumers based on adaptive technology and hardware-software optimization mode parameters in real time.

The article considers the urgency of the problem of creating an on-board system of diagnosing the technical condition of railway car, the shortcomings of the existing diagnostic tools are indicated. Patent search of electric power sources for freight wagons has been carried out, their features have been determined. The author's design of the power supply device is proposed to diagnose the technical condition of railway car on the trip.

The contact network is one of the most vulnerable elements of the traction power supply system. The prevailing number of events in the power supply sector is connected with the contact network. The article is devoted to the method of contactless diagnostics of the contact network of electrified Railways. The paper proposes to use a method for diagnostics of the contact network based on optical elements, followed by digital data processing and calculation of geometric parameters. This method is characterized by a low cost of the device in contrast to analogues and high accuracy of calculation. The analysis and selection of optimal installation locations for optical devices is given. The method of contactless diagnostics of wires of the contact network of electrified Railways is presented.

In the article suggests a changing the algorithm of the rectifier-inverter converter electric locomotive VL85. This will allow the individuallyto regulatevoltageon traction engines. In this case willpreserve a singlecentralized system ofcontrol of allelectricconverters. The proposed solutions may be used for liquidation started spinning of wheel locomotive. Tractive force the remaining wheelsets will not decrease.

The article describes the general principles of the computational model of the traction power supply DC Railway to assess the potential energy recuperative braking, as well as ways of approbation the resulting model to determine its adequacy.

The article discusses methods in evaluating the current settings for turning on and off the second converter unit when introducing power backup systems for DC traction substations. The analysis of the advantages and disadvantages of existing methods. The algorithm for calculating the current settings. A comparative analysis of the operating currents of the automation of the converter unit is carried out on the example of traction substations of the current section of the West Siberian Railway.

The analysis of the influence of the organization of the formation of United freight trains on the throughput capacity of railway sections has been carried out. The results of electrical calculations of the 3.0 kV dc power supply system of 3 sections of the Sverdlovsk and South Ural railways are presented when controlling the speed of trains from 50 km / h to 100 km / h with various locomotives while passing two single and one connected cargo trains using the system of contactless automatic voltage regulation in the contact network, allowing to assess the throughput capacity of the three sections. In the course of the calculations, the developed refinement method was applied using the correction current factors KIxx and KIst. Proved the need for their use in electrical calculations.

In article stages developments of power plants autonomous locomotives from the steam-engine to gas-turbine engines and engines on fuel elements are considered

In general, improvement of methods for electrical calculations aimed at increasing the accuracy of the results. One of the ways to improve the methods of calculation is the account in the calculation of the various factors that affect the accuracy of calculation of the traction power system parameters. This article describes an approach aimed at improving the method of calculation in the electrical part to improve the accuracy by changing the algorithm for calculating and accounting for a number of additional factors.

With the purpose of providing capacity on the West-Siberian railway, in recent times, adjustable reactive power compensation devices have been introduced. The schematic construction and parameters of such devices on the market are significantly different. In connection with this, it is necessary to choose from the set of schemes the most effective, corresponding to specific technical and economic conditions. The article assesses the power losses in the main equipment of two devices from different manufacturers, namely static thyristor compensators of reactive power produced by "KER Holding" Kazan and "Aidis groups" Moscow, installed on the Alambay and Novaya Dubrava sectional posts of the West Siberian Iron roads. The power losses in the equipment are calculated taking into account additional losses from the influence of higher harmonic components. The analysis of the circuit design of both devices in terms of loss reduction is carried out. Dependences of power losses in their elements on the generated reactive power and the current of the thyristor-reactor group are constructed. Probabilistic functions of the distribution of the current of the titrator-reactor groups of devices are given at preset settings. The results of measurements of power consumption of devices for own needs are presented. The effect of reducing power losses in the traction network from switching devices with losses in their main equipment is compared. On the basis of the work done, the elements with the greatest losses are identified. The features of each device, affecting the power loss in the main equipment, are described. Conclusions are drawn about the effectiveness of the schemes under consideration. Methods for reducing power losses in basic equipment and consumption for energy consumption are proposed.

This article presents the results of changes calculations in the energy efficiency indicators of the Moscow Central Ring, such as the specific consumption of electricity released for traction by trains of traction substation meters, specific recovery, technical losses of electricity in the traction power supply system when it is transferred to electric rolling stock, including technical recuperation energy loss, depending on various installation options of rectifier-inverter converters in traction substations part.

The article deals with the question of methodology stop imitation modeling when using modern instruments of mental resources, which are, for example, was Wednesday MatLab. In particular, analysis of factors that determine the duration of the simulation for a given level of accuracy desired results.

The article analyzes the components of the energy efficiency of regenerative braking and the factors influencing the effectiveness of the use of regenerative braking and energy recovery. Methods of evaluating the energy efficiency of recovery and the results of experimental studies of the effectiveness of recovery. Achieved justification for the use of the method of simulation modeling as a method for evaluating the potential of regenerative braking. It shows the sequence of the work.

In article the new approach to calculation of power characteristics of quasiinvariant systems of suspension of mechanical objects different from other approaches by simplicity and logical clarity, however demanding the procedure of identification of the power characteristic of the compensator of external indignation of physical devices is offered.

The article proposes methodology for assessing the power loss in motor thrust bearings, the nodes of box, traction gear transmission. Revealed dependence between the power losses, the diameter of the tire wheel pair and the speed characteristic of the wheel-motor block. The results can be used to assess the technical condition and energy efficiency of traction rolling stock of Railways.

Nowadays fuzzy neural networks are widely used for modeling of complex industrial processes. The paper considers the application of fuzzy logic to generate a mathematical model of electricity consumption in rail transport for example, traction substation Dorogino. Algorithm for choice of the structure of fuzzy neural network including the species and number of membership functions for input and the number of training cycles is presented. Comparative analysis of the structures by evaluating the mean square error is made.

Application intellectual networks (smart grid) technologies for electric power quality management in systems of alternating current railroads’ power supply are considered. The structure of intellectual traction power supply system is described. Classification of management technical means for electric power modes and quality is given. The algorithm of intellectual electrical power traction systems modes’ modeling is offered. This algorithm differs by sharing of imitating and dynamic models of the active smart grid elements in its basis. The modeling results confirm applicability of the developed methods for the solution of electric power quality management’s problems.

The article deals with issues related to theoretical and experimental studies of operating modes of the traction power supply system. The analysis of the comparison of voltages on the tires of traction substations with uncontrolled rectifiers and tires of traction substations with converter units equipped with a system of non-contact automatic voltage regulation is shown, the differences between them are shown. The modes of operation of the active partitioning post with the point of increasing voltage have been studied in detail. As a result of research, it was found that the observation time of maximum voltage values at substation tires above the average no-load voltage level is about 5 -10% of the time of day, about 7 - 8% at active posts, and 10 - 13% at passive posts. The maximum power in the active mode of the post sectioning with the point of increasing the voltage at lower voltage in the contact network is 2.9 MW. The average amount of electricity returned to the contact network point of increase of voltage, in one case is 170 kWh. The average duration of work in active mode for one case is 8,6 minutes.

This paper considers a continuous automatic locomotive signalling (CALS) receiver with a correlation decoder. The aim of this paper is to investigate the influence of harmonic interference from a high-voltage power line on the operation of a non-linear CALS receiver with a correlation decoder. The experimental study of the quality of operation of a non-linear CALS receiver with a correlation decoder under the influence of harmonic interference from high-voltage power lines was carried out using the simulation method. Simulation models of interference from a high-voltage power line (VPL), a receiver and a correlation decoder of the CALS channel were used in the study. The analysis of oscillograms obtained as a result of the study has shown that the correlation decoder has a number of features due to the algorithm of its functioning. The correlation decoder more confidently accepts code combinations with a duration of 1.6s (generated by the code track transmitter of CTT-5 type), than the duration of 1.86s (generated by the code track transmitter CTT-7). This is expressed in a shorter time interval of disturbance of the CALS non-linear receiving device. At decoding of the code combination (CC) with the duration of both 1.6 s and 1.86 s the situation of short-term decoding of the more permissive CC «Y» instead of «RY» was observed. However, the duration of these situations did not exceed two code cycles and would not have caused a more permissive light to appear at the locomotive traffic light. In general, the experiments have shown that the CALS CC correlation decoding algorithm needs improvement for more confident decoding of CCs produced by a code track transmitter of the CTT-7 type(1.86 s).

The subject of research is the evaluation of the effectiveness of different modes of energy-optimal control of the movement of a freight train of a unified mass by AC freight electric locomotives of the Uz-El series with asynchronous electric motors on the flat section of Kokand - Andijan of the Uzbek railway. Purpose of the study: substantiation of the main performance indicators of electric traction locomotives, taking into account the given traffic schedule, using various options for the optimal mode of controlling the movement of a freight train with a unified train mass on a real flat section of the Uzbek railway. The methods and methodology of the research are the theoretical foundations of locomotive traction, the mathematical theory of optimal object control, as well as the C # programming language (C Sharp) with the development of mock-up applications in the Microsoft Visual Studio 12.0 programming environment.As a result of the study, energy-optimal curves, kinematic parameters of the movement of a freight train and parameters of the main indicators of the energy efficiency of the investigated electric locomotive for different options for traction calculation on the real flat section of Kokand - Andijan of the Uzbek railway were obtained. The obtained kinematic parameters of the movement of freight trains with a unified mass of the train and the parameters of the efficiency indicators for the use of the studied electric locomotives can be used in the Kokand locomotive depot, which will allow developing regime maps for driving freight trains by these electric locomotives, depending on the level of complexity of the track profile and various conditions for organizing rail transportation of goods.