vestnikvniizhtВестник Научно-исследовательского института железнодорожного транспорта (ВЕСТНИК ВНИИЖТ)RUSSIAN RAILWAY SCIENCE JOURNAL2223-97312713-2560Joint Stock Company "Railway Research Institute"10.21780/2223-9731-2017-76-2-117-122vestnikvniizht-141Research ArticleДругоеMiscellaneousВыбор оптимальной тормозной силы на колесной паре с учетом неидеальности противоюзных устройствThe choice of the optimal braking force on the wheelset, taking into account the imper-fection of antiskid devicesЖаровИ. А.ZharovI. A.noemail@neicon.ruКурцевС. Б.KurtsevS. B.noemail@neicon.ruМакасА. А.MakasA. A.Makas.Aleksandra@vniizht.ruАкционерное общество «Научно-исследовательский институт железнодорожного транспорта» (АО «ВНИИЖТ»)РоссияJoint Stock Company ”Railway Research Institute” (JSC ”VNIIZhT”)Russian Federation201728042017762117122Copyright © Жаров И.А., Курцев С.Б., Макас А.А., 20172017Жаров И.А., Курцев С.Б., Макас А.А.Zharov I.A., Kurtsev S.B., Makas A.A.Данная работа распространяется под лицензией Creative Commons Attribution 4.0.This work is licensed under a Creative Commons Attribution 4.0 License.https://www.journal-vniizht.ru/jour/article/view/141

В статье поставлена и решена задача о выборе оптимальной тормозной силы на колесной паре по критерию минимизации потерь из-за увеличения тормозных путей. Для постановки задачи оптимизации исследовано соотношение выигрыша от сокращения тормозных путей при хорошем сцеплении и проигрыша от их увеличения при плохом сцеплении из-за неидеальной работы противоюзных устройств. Проведенный анализ результатов моделирования показывает, что выбор ограничения сверху для коэффициента сцепления = 0,3, заложенного в государственном стандарте на электропоезда, достаточно обоснован. С другой стороны, из анализа коэффициентов эффективности использования сцепления современных противоюзных устройств следует, что минимальное значение величины на оси электропоезда при экстренном торможении разумно задавать не менее 0,2.

As it is known, the growth of the braking force leads to a reduction in the braking distances with sufficient force of adhesion and its increase - if insufficient. This allows to set the task of choosing the optimal braking force on the wheel pair by the criterion of minimizing losses due to the increase in braking distances.To formulate the optimization problem, it is necessary to relate the gain from the reduction of the braking distances with good adhesion and the loss from its increase with poor adhesion due to the imperfect operation of the antiskid devices. To do this, author introduces the concept of ”loss function”, which includes internal and external damages during braking, and also uses the function of probability density q () of the potential coefficient between the wheel and the rail during braking.The proposed model is rather simplistic, therefore, it is reasonable to consider the conclusions from its analysis as qualitative, and for additional quantitative estimates additional sources of information should be involved. So, for example, in this case, similar quantitative conclusions can be obtained from the following assumptions.On the one hand, according to the results of numerous tests carried out in 2008 - 2016, values close to 0.3 (mainly at low speeds and using regenerative braking) are already achieved on wheel pairs of motor carriages of modern electric trains. On the other hand, the parameters of modern anti-skid devices are such that the values of greater than 0.2 can lead to wheel pair damage due to entry into the skid. In addition, exceeding the deceleration value of 2.5 m / s2 (coefficient of traction of the train above 0.25) can lead to disruption of the longitudinal stability of the track to shift.In general, the analysis of simulation results shows that the choice of the upper limit for the coefficient of adhesion = 0.3, laid down by the state standard for electric trains, is sufficiently substantiated. Secondly, the coefficients of efficiency of the using coupling of modern anti-skid devices make it reasonable to set the value of on the axis to at least 0.2 during an emergency braking.

противоюзное устройствотормозная силаколесная параantiskid devicebraking forcewheelsetReferencesLi Liang, Dong Wei, Ji Yindong, Zhanga Zengke. Minimal-energy driving strategy for high-speed electric train. International Journal of Control Theory and Applications. 2012. 10(3). P. 280 - 286.Li Liang, Dong Wei, Ji Yindong, Zhanga Zengke. Minimalenergy driving strategy for high-speed electric train. International Journal of Control Theory and Applications, 2012, no. 10(3), pp. 280 – 286.Asnis I. A., Dmitruk A. V., Osmolovshii N. P. Solution of the problem of the energetically optimal control of the motion of a train by the maximum principle. USSR Computational Mathematics and Mathematical Physics. 1985. 25(6). P. 37 - 44.Asnis I. A., Dmitruk A. V., Osmolovshii N. P. Solution of the problem of the energetically optimal control of the motion of a train by the maximum principle. USSR Computational Mathematics and Mathematical Physics, 1985, no. 25(6), pp. 37 – 44.Howlett P. G. The optimal control of a train. Annals of Operations Research. 2000. 98(1/4). P. 65 - 87.Howlett P. G. The optimal control of a train. Annals of Operations Research, 2000, no. 98(1/4), pp. 65 – 87.Vu X. Analysis of necessary conditions for the optimal control of a train. University of South Australia. Australia, 2006.Vu X. Analysis of necessary conditions for the optimal control of a train. University of South Australia, Australia, 2006.Howlett P. G., Pudney P. J., Vu X. Local energy minimization in optimal train control. Automatica. 2009. 45(11). P. 2692 - 2698.Howlett P. G., Pudney P. J., Vu X. Local energy minimization in optimal train control. Automatica, 2009, no. 45(11), pp. 2692 – 2698.Lukaszewicz P. Energy saving driving methods for freight train. Computers in Railways IX. Dresden, Germany, 2004. P. 901 - 909.Lukaszewicz P. Energy saving driving methods for freight train. Computers in Railways IX, Dresden, Germany, 2004, pp. 901 – 909.Ogasa M. Energy saving and environmental measures in railway technologies: example with hybrid electric railway vehicles. IEEJ Transactions on Electrical and Electronic Engineering. 2010. 5(3). P. 304 - 311.Ogasa M. Energy saving and environmental measures in railway technologies: example with hybrid electric railway vehicles. IEEJ Transactions on Electrical and Electronic Engineering, 2010, no. 5(3), pp. 304 – 311.Xu X., Antsaklis P. J. Optimal control of switching systems based on parameterization of the switching instants. IEEE Transactions on Automatic Control. 2004. 49(1). P. 2 - 16.Xu X., Antsaklis P. J. Optimal control of switching systems based on parameterization of the switching instants. IEEE Transactions on Automatic Control, 2004, no. 49(1), pp. 2 – 16.Bengea S. C., DeCarlo R. A. Optimal control of switching systems. Automatica. 2005. 41(1). P. 11 - 27.Bengea S. C., DeCarlo R. A. Optimal control of switching systems. Automatica, 2005, no. 41(1), pp. 11 – 27.ГОСТ 33725-2016. Устройства противоюзные железнодорожного подвижного состава. Общие технические условия. М.: Стандартинформ, 2016. 11 с.GOST 33725-2016. Anti-skid devices of railway rolling stock. General specifications. Moscow, Standartinform Publ., 2016, 11 p. (in Russ.).ГОСТ Р 55434-2013. Электропоезда. Общие технические требования. М.: Стандартинформ, 2014. 57 с.GOST R 55434-2013. Electric trains. General technical requirements. Moscow, Standartinform Publ., 2014, 57 p. (in Russ.).Жаров И. А., Курцев С. Б., Макас А. А. Подходы к разработке нормативных документов по тормозной эффективности электроподвижного состава / Проблемы железнодорожного транспорта. Задачи и пути их решения: cб. тр. ОАО «ВНИИЖТ. М.: Интекст, 2012. С. 159 - 166.Zharov I. A., Kurtsev S. B., Makas A. A. Podkhody k razrabotke normativnykh dokumentov po tormoznoy effektivnosti elektropodvizhnogo sostava. Problemy zheleznodorozhnogo transporta. Zadachi i puti ikh resheniya. Sb. tr. OAO “VNIIZhT” [Approaches to the development of regulatory documents on the braking efficiency of an electric rolling stock. Problems of railway transport. Tasks and ways of its solution. Proc. of JSC “VNIIZhT”]. Moscow, Intext Publ., 2012, pp. 159 – 166.Жаров И. А., Курцев С. Б., Кренделев А. А. Требования к параметрам работы противоюзных устройств / Вестник ВНИИЖТ. 2014. № 3. С. 39 - 45.Zharov I. A., Kurtsev S. B., Krendelev A. A. Trebovaniya k parametram raboty protivoyuznykh ustroystv [Requirements for the parameters of the operation of antiskid devices]. Vestnik VNIIZhT [Vestnik of the Railway Research Institute], 2014, no. 3, pp. 39 – 45./2014/EU “Commission Regulation concerning a technical specification for interoperability relating to the 'rolling stock - locomotives and passenger rolling stock' subsystem of the rail system in the European Union”. [s. l.], 2014.1302/2014/EU “Commission Regulation concerning a technical specification for interoperability relating to the 'rolling stock – locomotives and passenger rolling stock' subsystem of the rail system in the European Union”. [s. l.], 2014.

The authors declare that there are no conflicts of interest present.