Том 87, № 9 (2016)

Selection of vehicle traffic control based on the energy consumption criterion is performed by means of the serial determination of energy-optimal traffic control along the line at the set travel time and energy-optimal distribution of the line travel times. This article is devoted to the choice of energy-optimal control of a transport vehicle based on the maximum principle in the formulation of A.A. Milyutin and A.Ya. Dubovitskii. Examples are given of energy-optimal traffic of the subway trains on runs with different traffic conditions. The solution of the second optimization problem permits one to obtain the energy-optimal distribution of the vehicle travel time by the line based on run travel times. The solution is based on analytical and numerical methods. The results of research on the function of numerous variables on the conditional extrema, numerical optimization, and a vehicle based on the dynamic programming method are used. The comparison of the solution results is given. Due to the necessity of setting the travel time with a certain interval discretion in engineering practice, numerical solution methods are recommended. The specific consumption in the Moscow subway increased only by 9.07% taking into account energy recovery with the growth by 22.95% of traffic between 2007 and 2015.

On the main railways in Russia, two types of current in the contact wire are used: dc voltage of 3 kV and ac voltage of 25 kV with a frequency of 50 Hz. Therefore, prospective electric rolling stock should have double the power. Improving the capacity and structural speed of locomotives is based on the use of asynchronous traction motors (ATDs) with a squirrel-cage rotor allowing increasing the tractive force and the weight of the train and the capacity and speed of cargo delivery, increasing reliability and reducing life cycle costs, and increasing service life. Electrical equipment for such rolling stock should be used when working from either contact system, dc or ac. In this article, the scheme of power circuits is considered using the example of a module of a traction drive in one bogie of dual-system electric locomotives. It is proposed to use the secondary winding of the traction transformer as a choke of the input filter when powered from a dc contact system. Regulation of operation modes of asynchronous traction motors is carried out from static semiconductor converters with a two-tier structure. Input transducers provide the exchange of electric energy between the contact system and the intermediate link of dc voltage, and the output converters regulate the traction motors by changing the magnitude and frequency of voltage on the stator windings of ATD depending on the speed of the locomotive and its operating mode. 4QS input converters and output converters are autonomous voltage inverters of the intermediate ac: in the case of single-phase input and output, they are three-phase. The basic ratios are given to determine voltages and currents of 4QS converters, to determine the variable component of a rectified current 4QS converter, and to formulate requirements for a resonant L₂C₂ filter configured for a frequency of 100 Hz. Expressions are given for determining the ratio of the input power of the converter, as well as recommendations for determining the basic parameters of electrical equipment.

Abstract—“The Technical Maintenance Regulations of Russian Federation Railways” and “The Arrangement Regulations of the Russian Federation Railways Traction Power Supply System (TsE-462)” set out clear requirements to ensure minimum voltage in the aerial contact wire for freight and high-speed passenger train movement. These requirements are confirmed by the Norms of the European Electrotechnical Standard EN 50163 (1995). However, the voltage norms at traction substations (TsE-462) are in contradiction to the maximum continuous voltage in the aerial contact wire demanded by Railway Research Institute (VNIIZhT) and accepted by EN 50163 Standard. This paper proposes using continuous voltage at traction substations in the normal operating mode in the range of from 3600 (the minimum value) to 3700 V. The maximum voltage (3700 V) was obtained as a result of electrical calculation of the traction power supply system at the track sections with hard mountainous track profile while running trains with an increased weight of 6300–9000 t or two combined trains with a combined weight of 12000 t with powerful electric locomotives of 2ES6, 2ES10, and 3ES10 series. This voltage value was confirmed by long-term operation on a Tyumen–Yekaterinburg–Perm–Balezino track section of 923-km length with voltage stabilization at the level of 3650 V at the traction substations. The voltage levels at the traction substation buses are provided by a contactless automatic control system (CACS) with ±0.6% inaccuracy. The maximum voltage in the traction substation buses is acceptable and equal to maximum aerial contact wire voltage (4000 V) under the recuperation mode.

An adaptive system of automatic control of the electric train motion speed permitting one to take into account the specific requirements imposed by the control object is proposed. Such requirements include limitation of the level of the index of the movement smoothness during the transient movement modes characterizing the degree of comfort for the passengers, as well as the possibility of implementing accelerations (delays) differing from nominal ones. The methods of automatic control and simulation modeling theory are used while solving the problem. The required control quality is provided by the fact that the input drive signal for the speed control circuit is smoothed by means of an operator, which is based on integration with saturation. The speed control circuit parameters are determined as a result of solving the task of the parametrical synthesis. The result of the work is an operation algorithm of the automatic control system (ACS) of the electric train speed, application of which provides limitation of the level of the movement smoothness index within the transient movement modes. As a result of solving the task of the parametrical synthesis the analytical dependences are also obtained connecting the ACS control law parameters with the train weight, use of which provides independence of the control quality on the train weight.