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The experience of the railways electrification in Russia and the justification of the current type choice for the electrification of the Ulan-Bator Railway are considered. The calculation of the maximum mass of the wagons of freight trains of an AC electric locomotive of 2ES5K and an electric locomotive of direct current 2ES6 in the conditions of the Ulan Bator Railway is performed. The rationale for choosing the kind of current for the electrification of the Ulan Bator railway is presented.

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 contains the main provisions of the methodology for determining the indicators of electric locomotives energy efficiency. The results of indicators calculations for electric locomotives of series 3ES5K, EP2K and 2ES6 are presented with reference to the current sections of railways. The proposed approach can be used to establish the level of energy efficiency of various series of electric rolling stock and their objective comparison when operating at different sites with trains of various masses with the aim of further creating an automated system for optimizing the use of traction resources of JSCo Russian Railways.

This article presents the rationale for the need to change the methodology for determining the absolute and relative values of energy losses to train traction. It is shown that when determining the relative value of the losses, it is necessary to take into account the amount of recovery energy returned to the contact network by electric rolling stock meters. To increase the accuracy of determining the absolute value of losses, it is necessary to take into account the energy consumption for the needs of the traction power supply system for prophylactic heating and smelting of ice on the wires of the contact network, as well as to ensure uninterrupted voltage on inactive electrified sections of railways. A formula is proposed for estimating the component of electric power losses in the contact network from the flow of energy recovery taking into account changes in the methodology for determining the loses of electric power for train traction.

The article considers one of the ways of improving the energy efficiency of AC electrical system railways 25 kV, 50 Hz. The proposed approach allows to determine the optimal location and capacity of an unregulated device for compensation reactive power according to the criterion of minimum active power losses in a traction electrical system. Modeling of trains on the site was made using instant schemes. Description of the traction power supply system implemented by the node potential method and Steinmetz’s symbolic method. Optimal value of reactive power for all possible locations of a compensating device was calculated numerically by an optimization method of Hooke-Jeeves according to the criterion of minimum active power losses in the traction network. The mathematical model allows to consider the elements of the traction network, schedules of trains, change of traction loads of electric locomotives, schemes of overhead network. The proposed approach was considered on the example test problem, which solution allowed to determinate the optimal location and required value of reactive power of an technical device. The placement of a compensating device in a certain place will allows to minimize the power loss in the contact network, track circuit and traction transformers from the flow of the reactive component of the current in average for all instant schemes with various traction loads. An unregulated technical device for compensating reactive power which is located between two traction substations reduces energy consumption for traction of trains on the 1 - 2 %.

The most important task of the Russian Federation's energy strategy is the efficient use of energy resources. Rail transport is a one of the major consumers of diesel fuel and electricity, where the major energy consumption is used for traction. Traction energy consumption depends on a number of operational factors, including the characteristics of high-speed trains. The article is devoted to the designation of ways to assess the impact of changes in the coefficient of the precinct speed of freight trains on the change in specific energy consumption of locomotives. It is concluded that the calculation influence coefficient use indicators of locomotives, including the coefficient of the precinct speed must be performed for each of the structural units and analyzed the calendar period. Proposed by the authors for this formula is included in the methods of analysis and forecasting of energy resources consumption for traction trains introduced on the Russian train system in 2015.