Simulations of Trains Traction of Locomotives Series Tent 443

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1 International Journal o Computer and Inormation Technology (ISSN: 79 76) Volume Iue 6, November Simulation o Train Traction o Locomotive Serie Tent Vukadinovic Vojilav ailway College o Vocational Studie Belgrad, Belgrade, Serbia Abtract Thi paper deine methodological approach or traction - energy calculation, an alternative method or the dynamic o train traction o choen erie, baed on imulated dynamic train model, modeling proce o traction and traction parameter. Problem uch a overload o traction motor, and behavior o locomotive traction in operational regime i imulated and analyzed. Paper preent the reult o imulation on nonlinear mathematical dynamic model o train motion, with locomotive TENT, baed on the model o ubytem o traction drive linked in a unctional unit. Simulation dynamic train model i implemented onto a graphic interace o computer program or dynamic ytem analye- Simulink thu orming the train motion imulator. Thi imulator help carrying out the analye o electromechanical traction characteritic o locomotive TENT, and model reult are in line with expected electrical and mechanical procee in operational condition on track. Keyword- locomotive; TENT, traction,dinamic model; Gavrilovic S. Branilav ailway College o Vocational Studie Belgrad, Belgrade, Serbia gavrilovicbranilav5 {at} gmail.com Scheme o locomotive traction circuit or normal driving operation mode o 8 km/h and eay driving operation mode o and 5 km/h i hown in Figure. For peed operation mode o 8 km/h two traction motor are connected in erie in two parallel branche. Such connection enable operation with double DC upply voltage o traction motor, becaue the upply voltage i divided into electric motor connected in erie. Uing higher electric motor upply voltage at DC ide reduce the electric power upply at AC high voltage ide, thu relieving the contact network, and reducing the voltage all along the contact line. x SH x SH I. INTODUCTION Thermal power plant Nikola Tela dipoe o ten electric locomotive o erie (Figure ), ructed by Skoda and delivered only to thi power plant. The locomotive wa ructed with arrangement o axi Bo - Bo, adheive ma 7t (+%; -%) and poible traction orce on the wheel rim o 7kN. It wa primarily built or hunting operation, with three traction operation mode: operation mode 5 km/h, operation mode km/h and operation mode 8 km/h. km/h 5km/h a) b) Figure.. Locomotive TENT Figure.. Traction motor upply cheme or: a) normal driving operation mode o 8 km/h and b) eay driving operation mode o and 5 km/h 8

2 International Journal o Computer and Inormation Technology (ISSN: 79 76) Volume Iue 6, November Motor in thi operation mode work a erie excitation DC motor. Control o driving torque (traction orce) and electric motor peed i done by continuou control o DC upply voltage in range o - 75 V. Diode adapter bridge in thi operation mode are connected in erie o that their output voltage are added together. Adapter bridge current i limited to A thu limiting the traction electric motor current to A. Traction motor peed increae beyond nominal peed i poible by reducing motor excitation (magnetic ield) with hunt excitation in two degree. For peed mode o km/h two traction motor are connected in erie and they are upplied rom two parallel branche. Excitation winding o all our traction motor are connected in erie and upplied rom one diode adapter while the excitation current i controlled at a ant value o 67 A. otor are upplied rom another adapter. control i perormed by continuou control o itting upply voltage. Adapter bridge current i limited to A in thi operation mode. Traction electric motor current i alo limited to A. Scheme o traction electric motor upply or peed mode o 5 km/h dier rom the mode o km/h only in the act that the adapter bridge upplying the traction motor winding at AC ide i attached to the main tranormer lead exit which give lower AC upply voltage. In thi operation mode adapter bridge current upplying the traction motor itting i limited to A. II. DYNAMIC MODEL OF TAIN During the motion o maneuver train with locomotive TENT the traction orce o the locomotive overcome dierent reitance, ome o which are antly preent and ome occaionally. In order to overcome the motion reitance and achieve the et peed or controlled acceleration, the traction vehicle hall, in accordance with the reitance, achieve the repective traction orce on the drive wheel rim. Hence, during the train motion we have: Contant reitance, Occaional reitance and Acceleration reitance. Traction reitance depend on lot o dierent actor, ome o which are very hard to determine analytically. Thereore we ue equation rom experience or calculation o ome reitance type, which may dier in dierent countrie. Some o the equation have been choen or imulation o train motion reitance, ince there are no pecial equation or the particular locomotive and reight train with wagon or coal tranportation. The choice may not be the bet; however it i eay to implement any o the calculation variant in the imulation diagram Simulink. Speciic ant traction reitance CONST created by Friction in bearing, Friction due to drive wheel rolling, Air reitance, are imulated in the equation: CONST N m.97 kg () where the coeicient m i within the limit. -., depending whether it i about paenger train or reight train. The peed v v i given in km/h. Among the occaional traction reitance which may occur the ollowing were imulated ie and all reitance Curve reitance Ma inertion reitance during train acceleration. Speciic reitance o route lope, rie or all, ISE wa modeled in the equation: ISE N g in [ ] () kg where g i acceleration o earth gravitational orce and i lope angle. Speciic lope reitance wa modeled in the equation: 8 N [ ] () kg where i lope radiu in m. Train length wan t modeled. Inluence o ma inertion reitance to the train motion peed change (acceleration) i included in the dierential equation o train motion. d mlv _ corr FES () dt where - locomotive traction orce [N] F ES - total traction reitance deined by the equation: F ES= (m L + m V ) ( CONST + ISE + ) [N] (5) where 8

3 International Journal o Computer and Inormation Technology (ISSN: 79 76) Volume Iue 6, November - m L locomotive ma [kg] - m V train ma [kg] deined by the equation: m LV_corr = (m L + m V ) (l + ε) [kg] (6) Where i ε - Ma correction actor which quantiie the inluence o accumulated power in rotary part o locomotive and train through ma correction in dierential equation o tranlational motion. The above actor tand or the power hare in locomotive and train rotary part (motor, railroad bed) in the total motion power. It value are within the range rom. to.8, depending on the train type. Ma correction actor ε i within the range rom. to.8, depending on the train type. Since the inluence o rotary mae during the locomotive maneuver operation i relatively mall, the actor i to be ε=.. Baed on the previouly deined equation the block cheme o train motion dynamic can be drawn, which i preented in the Figure. FES ml+mv Locomotive traction orce Total traction reitance Total train and locomotive ma ε Correction coeicient o rotary mae Adjuted locomotive ma Acceleration LL.6 [m/] [km/h] ditance ditance Block cheme o peciic lope reitance i hown in the Figure 6. The logic or including the peciic lope reitance in the total motion reitance operate in the ollowing way. When the train enter the curve at the deined poition o the line the curve memory i witched on, which inorm that the train entered the curve and thereby include the curve reitance into the total motion reitance. Subequently the total train ditance covered in the curve i meaured, which correpond to the length o the bend ragment which wa et by the radiu and delection angle β. When the train cover the length o the curve road, the curve memory i witched o which lead to witching o the curve reitance. Ater witching o the curve memory the peed integrator, which meaure the road, i retarted and thereby the complete aembly become ready or the next witching on, i.e. the curve. Since the train ha been oberved a the concentrated ma point in the train model execution, the length o the train which i important here, wan t included in the model and the equation which are ued do not take into conideration the train length. Llope β Halcurve [m/] Ditance Curve tart Curve angle [degree].75 >Lu Angle [rad] KIVINA = () Curve memory S Entrance into the curve 5 - Curve arc length in metre LL ditance in the curve >Lkrivnina Speciic curve reitance Exit o the curve Figure. Block cheme o train motion dynamic Block cheme o peciic ant reitance CONSTANT i hown in the Figure. CONST = () Figure. Block cheme o ant traction load CONST Block cheme o peciic lope reitance ISE i hown in the Figure 5. The logical loop or et lope witching on and o at certain ditance o railway line i hown in the diagram. Dierent railway clearance may be imulated by repeating the ame aembly. i o /oo Lp Slope Ditance Beginning o the lope >Lp & tan Slope angle tangent tan - 9,8in() Slope angle Speciic lope reitance USPON Figure 6. Block cheme o peciic lope reitance Baed on the perormed individual model o element o locomotive and train traction ytem a a whole, the complete imulation block cheme o train motion ha been ormed, which preent nonlinear mathematical dynamic model o train motion, hown in the Figure 7 Block cheme give clear inight into the interaction o all element and variable o traction ytem which determine train motion dynamic. The cheme how the place pecially marked or manual etting o model parameter, uch a: traction orce control by changing the upply voltage o traction electric motor, train acceleration beyond nominal peed by etting the manual command or reitor witch on or ield hunt, etting the locomotive ma and load, traction reight ma, vertical and horizontal route proile Lk End o the lope <Lk Figure 5. Block cheme o peciic lope reitance ISE 8

4 International Journal o Computer and Inormation Technology (ISSN: 79 76) Volume Iue 6, November MOTO MOMENT TACTION MOMENT Mm ωo AXIS ADHESION ωo TACTION FOCE TAIN ml+mv UM [%] ωm mlok MOTO TAIN LOCOMOTIVE 7 [t] [t] TOTAL TACTION FOCE ON SINGLE AXIS POSITION TUNING ANGLE CUVE ADIUS SLEPE STAT END FOTPOI ESISTANCES [degree] [i o /oo] CONSTANT ESISTANCES ESISTANCE Lkrivina β ISE ESISTANCE i o /oo Lp Lk DISTANCE CONST ISE SPECIFIC ESISTANCES Krivina Nagib [ o /oo ] L n [km/h] Ia [%] Figure 7. General block cheme o nonlinear dynamic model o train motion, locomotive TENT III. SIMULATION OF TAIN TACTION OF LOCOMOTIVES SEIES TENT eult o locomotive TENT operation imulation, at train traction with the load o 5 t, obtained in Matlab/Simulink, are hown in the igure 8. Simulation how the behavior o a train and traction motor in the ollowing ituation: motion and acceleration o a train up to the peed o 8km/h, by gradually bringing upply voltage o traction motor to nominal 8V, check and diplay o train acceleration unction rom 8km/h up to km/h by ield hunting in two degree, reduction o train peed to 6km/h, by reduction o upply voltage to V, behavior o a train and traction motor at overcoming the rie o 5 and 7 o / oo and behavior at lope decline o -7 o / oo paage through the curve =m In the Figure 8, apart rom track diagram, ollowing typical parameter o traction motor and a train, or the given change o upply voltage o traction motor and route condition, are hown: upply voltage o traction motor in Ua [% Un] traction motor current in Ia [% In] change o adheion coeicient µ depending on the traction orce train peed V in [km/h] covered ditance L in coming acro the rie and all and driving in thoe condition I [ o / oo ] binary inormation o paing through the curve with et curve parameter [,]. Figure 8. Simulation o dynamic traction characteritic o locomotive TENT, or the regular drive regime o 8km/h- option o road diagram at the load o 5t Diagram in the Figure 9 how dynamic electro mechanic traction characteritic o locomotive TENT, or eay drive regime o and 5 km/h, with the load o 5 t. The ollowing operational ituation have been imulated: motion and acceleration up to nominal peed in the drive regime o 5km/h repone o traction ytem at the change o traction reitance ±5% o traction nominal orce acceleration up to nominal peed in the driving regime o km/h repone o traction ytem at the change o traction reitance ±5% o traction nominal orce and acceleration above nominal peed, a well a gradual peed reduction. Ua [%] n [km/h] Ia [%] L Figure 9. Simulation o dynamic traction characteritic o locomotive TENT, or the eay drive regime o and 5 km/h, road diagram at the load o 5t IV. t [] t [] CONCLUSIONS Analyi and imulation o the locomotive TENT behavior in the normal traction regime o 8km/h and eay 85

5 International Journal o Computer and Inormation Technology (ISSN: 79 76) Volume Iue 6, November drive regime o and 5 km/h, i poible by repreenting traction ytem element through the appropriate module and way o their connection in compliance to the traction circuit. Thi kind o an approach provide analyi o work o locomotive traction ytem in all operational condition, with dierent parameter, in addition o monitoring interaction o typical parameter and volatile ytem. It i epecially important that operational condition in which it come to the overload o traction motor and which can endanger operation o motor and other equipment, can be imulated. The reult o imulation how correct behavior o model according to expected phyical procee in electro and mechanical part. EFEENCES [] Doru Adrian N.: Modelling o Electromechanical Converter o Traction Ued on Electric Locomotive, Univerity o Craiova,. [] Malvezzi M.: Simulation o degraded adheion condition on a ull cale locomotive roller rig, th IFToMM World Congre, Beanc, 7. [] TE Nikola Tela : Tehnical Characteritic o lokomotive TENT, Thermal power plant Nikola Tela, 8 [] Lucanin V. : Theory o traction, Faculty o Mechanical Engineering Belgrade, 996. [5] Vukadinovic. ailway rolling tock and traction o train,ailway college o vocational tudie, Belgrade, 7. [6] Tepic J. Traction o train, Faculty o technical cience, Novi Sad,