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Contemporary tendencies relentlessly dictate the conditions for the appearance of a more qualitative, reliable and comfortable elevator chain for the rolling stock of a vertical motion. At the same time, the issues of energy saving and cost-effective use of resources gain currency against the background of rising prices for energy carriers and market prices for various elements that play an essential role in the availability of many electromechanical systems. Unfortunately, attention was paid to the availability of above problems in the elevator sector when the majority of the elevators (about 60% of them) outlived their technical service life that ensured the reliable operation. As a matter of fact, an amazingly important issue is relating to the embedment of reliable, durable and economically substantiated components of electromechanical systems into contemporary Ukrainian elevators. The purpose of the research done was to define the main parameters and performances of the asynchronous elevator motor of an ADB180M6 type. The motor is powered from the industrial network of 50 Hz and the frequency converter with the frequency of 50Hz and 16.6 Hz. This scientific paper uses the methods of physical investigations. The elevator motor test data satisfy the reliability parameters that make any elevator user feel comfortable. The main measurement data obtained for the engine No43886 of an ADB180M6 type powered from the frequency converter “Altivar” of 22kW with the motor speed of 910 rpm and 289 rpm satisfy the requirements of the regulatory documentation. The noise level is within satisfactory margins.

The article considers the issue of the system of the running gear of a high-speed electric train with a body inclination and the system of oscillation recovery. The authors considered the main suspension systems of the electric train body, which are currently used. The main problems of these suspension systems were put forward. Attention is paid to the use of air-spring suspension. The pipe suspension of the VL80 electric locomotive and the construction of the trolley itself are considered. The basic criteria of an estimation of efficiency of perspective electromechanical shock-absorbers on which the comparative characteristic is carried out are defined. The article describes a promising electromechanical shock absorber based on a synchronous linear motor, which can provide both body tilt and damping and recovery of oscillations. The functional scheme of control of two synchronous linear motors which are established on one cart is considered. The operation of the control system of synchronous linear motors is described. The design of a linear DC motor with permanent magnets is described. The functional control scheme of two linear DC motors with permanent magnets is considered. The design of the electromechanical shock-absorber of the Bose company is resulted. The comparative characteristic of three perspective electromechanical shock-absorbers on six criteria is carried out. Conclusions are made and an electromechanical shock absorber is selected, which provides the basic needs of rolling stock.

The analysis of operating conditions of induction traction motors as part of traction electric drives of electric locomotives reported here has revealed that they are powered by autonomous voltage inverters with asymmetric non-sinusoidal voltage. It was established that the induction motor operation may be accompanied by defects caused by the asymmetrical modes of the motor stator. A model of the induction motor has been proposed that takes into consideration changes in the values of mutual inductance of phases and complete inductance of the magnetization circuit due to changes in the geometric dimensions of the winding caused by a certain defect. An algorithm that considers the saturation of the magnetic circuit of the electric motor has been proposed. This approach to modeling an induction motor is important because if one of the stator's windings is damaged, its geometry changes. This leads to a change in the mutual inductance of phases and the complete inductance of the magnetization circuit. Existing approaches to modeling an induction motor do not make it possible to fully take into consideration these changes. The result of modeling is the determined starting characteristics for an intact and damaged engine. The comparison of modeling results for an intact engine with specifications has shown that the error in determining the controlled parameters did not exceed 5%. The modeling results for the damaged engine demonstrated that the nature of change in the controlled parameters did not contradict the results reported by other authors. The discrepancy in determining the degree of change in the controlled parameters did not exceed 10%. That indicates a high reliability of the modeling results. The proposed model of an induction electric motor could be used to investigate electromagnetic processes occurring in an electric motor during its operation as part of the traction drive of electric locomotives

This paper reports the model of a magnetic field of the synchronous reluctance motor with permanent magnets that was developed on the basis of a finite-element method. The model was implemented in the FEMM finite-element analysis programming environment involving the application of the Lua-based script. The model makes it possible to determine the dependence of the engine's electromagnetic moment on the rotor rotation angle. Determining the level of a saw-shaped moment is important for assessing its harmful effect on the structural elements of the traction motor and the drive in general. The results of digital modeling have established the dependences of the electromagnetic moment on the rotor rotation angle. The moment has a variable component – the saw-shaped moment, whose amplitude for open grooves under a rated load mode is 182Nm, and for semi-open grooves ‒ 90Nm. The use of semi-open grooves exerts a positive effect on eliminating the saw-shaped moment in a synchronous reluctance motor with permanent magnets and may be recommended for further application on engines of this type. Semi-open grooves reduce the opening of the stator groove by 2times and lead to a smoother flux distribution under the gear division. That reduces the oscillations of the main magnetic flux. The proposed application of semi-open stator grooves makes it possible to reduce by more than 2times the level of a saw-shaped moment of the synchronous reluctance motor with permanent magnets under a rated mode. It has been determined that a rather positive factor is an increase of 4.8% in the average motor moment value under a rated mode when using semi-open grooves. This is due to a decrease in the average value of magnetic resistance to the main magnetic flux. Therefore, with a simultaneous decrease in the moment's fluctuations, the transition to semi-open grooves makes it possible to improve the mass-dimensional indicators of the motor in general.

A mathematical model has been built of the subway car on two double-axle bogies with an axial characteristic of 20–20, whose spring suspension’s central link is equipped with springs and electromechanical dampers. A special feature of the model is its integration of such components as 17 differential equations of the second order, which describe the operation of the mechanical part «carriage-rail track», as well as 8 differential equations of the first order that describe the operation of 4 electromechanical shock absorbers. The model is complemented with three polynomials of orders 32 and 63 describing the state of the magnetic field of electromechanical shock absorbers and their electromagnetic force, as well as 4 algebraic coupling equations. The mathematical model of the «carriage-rail track» system equipped with electromechanical shock absorbers takes into consideration the following components: –the longitudinal and transverse oscillations by wheelsets of the car bogies and body; –the parameters of a rail track; –the electromagnetic features of electric shock absorbers; –the excitation arising from a track irregularity; –the path parameters, as well as the properties of other elements in a spring suspension. This paper reports a study into the operation of a subway car’s spring suspension that travels over a track with a sinusoidal irregularity. The study has established that the electromechanical processes in electric shock absorbers can be divided into three parts. The oscillation free mechanical components, free components, and the forced electromagnetic components. The duration of action, the amplitudes, and nature of the oscillations’ components have been determined. The oscillation amplitude varies considerably with the increased speed: from 0.01A and 2V at 40km/h up to 0.9A and 115V at 100km/h. The oscillations are harmonious. The frequency of oscillations corresponds to the frequency of the track irregularity. The electric power of the electric shock absorber increases from 0.018W at 40km/h to 98W at 100km/h

This paper considers partitioning parameters and the mutual arrangement of magnets in the rotor of the traction synchronous-jet engine with permanent partitioned magnets. The synthesis of geometrical parameters for the rotor of a synchronous reluctance motor with partitioned permanent magnets was proposed on the basis of solving the problem of conditional optimization. To solve the synthesis problem, a mathematical model has been built to determine the electromagnetic momentum of a synchronous reluctance motor with partitioned permanent magnets. It is based on the calculation of the electromagnetic momentum of the engine employing the results of a finite-element analysis of the magnetic field in the flat-parallel statement of the problem. The model is implemented in the finite-element analysis FEMM environment and makes it possible to determine the electromagnetic momentum of the engine with a variety of partitioning of permanent magnets. As an analysis problem, it is proposed to use a mathematical model of the magnetic field of the engine. The problem of conditional optimization of the rotor of a synchronous reluctance motor was stated according to the geometric criteria of the rotor. Restrictions are set on geometric, strength indicators, as well as on the level of electromagnetic momentum. The chosen optimization method is the Nelder-Mead method. Based on the results of solving the problem of synthesizing parameters for the partitioned rotor of the traction motor of trolleybus wheels, it was established that the volume of permanent magnets was reduced by 2.27times compared to the base structure; their optimal geometric dimensions were determined (5mm, 5.2mm, and 5mm), as well as the distance between them, 17.8mm and 15.3mm, and the engine load angle, which is 121.12 electrical degrees. Based on the results of solving the problem of synthesizing parameters for the partitioned rotor of a trolleybus traction synchronous reluctance motor, its optimal geometric parameters have been determined

This article describes one of the possible ways for improving the energy efficiency of shunting diesel locomotives. It means a replacing a traditional traction electric transmission with a diesel generator set with a hybrid transmission with a free-piston internal combustion engine and a linear generator. The absence of a crankshaft in an internal combustion engine makes it possible to reduce thermal and mechanical losses, which, in turn, leads to an increase in the efficiency of traction electric transmission of the diesel locomotive.

Switching to the new type of a traction drive, from direct to alternating current, cannot be performed instantly in public transportation. The reason is the large fleet of vehicles and associated costs. In most countries in Europe and Asia, this process takesyears. Therefore, the fleet of trolleybuses develops in two directions simultaneously. The first is the purchase of new trolleybuses, that is, the renewal of fleet with modern machines with an alternating current traction motor. The second is the overhaul and modernization of "outdated" machines, in order to improve their performance. Most "obsolete" trolleybuses are equipped with direct current traction motors of serial or mixed excitation. It is possible to achieve substantial energy savings and to improve the characteristics of the traction electric drive with such engines by using a pulse control system and by optimizing control algorithms. The goal of this study is to increase energy efficiency and to improve the characteristics of the trolleybus traction electric drive, equipped with a direct current motor of mixed excitation. This is accomplished by improving this drive's control system based on the pulse control system via DC-DC. The feasibility of the tractive electric drive has been tested through imitation and physical modeling. A mathematical model of the DC motor with mixed excitation has also been improved. A special feature of this model is taking into consideration the saturation of the elements of a magnetic wire of the traction motor based on the preliminary performed calculations of a magnetic field using a finite element method. By combining these components, the improved mathematical model of the entire trolleybus electric drive has been built. The operation of the trolleybus electric drive under a start mode has been simulated. The results have confirmed the increase in the energy efficiency of the traction electric drive by reducing the loss for excitation. The comparison has proven that the losses of energy decreased from 0.587MJ (0.163kWh) to 0.531 (0.1475kWh)MJ, by 9.54%

One of the assumptions made during the modernization process of diesel shunting locomotives is the replacement of a diesel traction motor with a DC generator with an electric asynchronous traction motor. The article aimed to develop a method of selecting energy-efficient parameters of an asynchronous electric traction motor for diesel shunting locomotives, which will ensure that its operating energy efficiency will be as high as possible. The method was verified on the example of a locomotive series ChME3 (ЧMЭ3, ČME3, ČKD S200). It has been found that using a traction asynchronous electric drive on a ChME3 locomotive, its efficiency increases in comparison with DC electric motors by 3–5% under the long-term operation modes and by 7–10% during locomotive operation with traction at the adhesion limit. Using a new traction gearbox with a higher gear ratio expands the speed range in which the asynchronous traction drive operates with a high-efficiency factor. It is effective to use a traction asynchronous electric drive to modernize ChME3 diesel locomotives in case of their use under the modes requiring the implementation of maximum traction forces at low speeds. A further increase in the efficiency of the traction asynchronous electric drive is possible based on the optimal design of the wheel-motor unit and the asynchronous traction electric drive.

A procedure has been devised for modeling the dynamic pro-cesses in the proposed structure of an electromechanical shock absorber. Such shock absorbers can recuperate a part of the energy of oscillations into electrical energy allowing the subsequent possibility to use it by rolling stock. The procedure is based on solving the Lagrange equation for the electromechanical system. The model’s features are as follows. The model takes the form of a Cauchy problem, thereby making it possible to use it when simulating the processes of shock absorber operation. Two generalized coordinates have been selected (the charge and displacement of the armature). The components of the Lagrange equation have been identified. Based on the results from magnetic field calculation and subsequent regression analysis, we have derived polynomial dependences of flux linkage derivatives for the current and linear displacement of an armature, which make it possible to identify a generalized mathematical model of the electromechanical shock absorber. The magnetic field calculations, performed by using a finite-element method, have allowed us to derive a digital model of the magnetic field of an electromechanical shock absorber. To obtain its continuous model, a regression analysis of discrete field models has been conducted. When choosing a structure for the approximating model, a possibility to analytically differentiate partial derivatives for all coordinates has been retained. Based on the results from modeling free oscillations, it was established that the maximum module value of current is 0.234 A, voltage – 52.9 V. The process of full damping of oscillations takes about 3 seconds over 4 cycles. Compared to the basic design, the amplitude of armature oscillations and its velocity dropped from 13 to 85 % over the first three cycles, indicating a greater efficiency of electromechanical shock absorber operation in comparison with a hydraulic one. The recuperated energy amounted to 3.3 J, and the scattered energy – 11.5 J. Для запропонованої конструкції електромеханічного амортизатору розроблено методику моделювання динамічних процесів. Такі амортизатори мають можливість рекуперувати частину енергії коливань в електричну енергію з подальшою можливістю її використання на рухомому складі. Методика основана на вирішенні рівняння Лагранжу для електромеханічної системи. Особливості моделі є наступними. Модель має вигляд задачі Коши, який спритний до вживання при моделювання процесів роботи амортизатору. Обрані дві узагальнені координати (заряд та переміщення якорю). Ідентифіковані складові частини рівняння Лагранжу. За результатами розрахунку магнітного поля і подальшого регресійного аналізу отримано поліноміальні залежності похідних потокозчеплення потоку і лінійному переміщенню якоря, які дають можливість ідентифікувати узагальнену математичну модель електромеханічного амортизатору. Проведені розрахунки магнітного поля методом скінчених елементів дозволили отримати цифрову модель магнітного поля електромеханічного амортизатору. Для отримання її безперервної моделі проведено регресійний аналізу дискретні моделі поля. Про виборі структури апроксимуючої моделі дотримана можливість аналітичного диференціювання часткових похідних по всіх координатах. За результатами моделювання вільних коливань встановлено, що максимальне по модулю значення струму складає 0,234 А, а напруги – 52,9 В. За близько 3 с. проходить процес повного погашення коливань за 4 періоду. Порівняно з базовою конструкцією амплітуда коливань ходу якоря та його швидкості знизилась від 13 до 85 % за перші три періоди, що свідчить про більшу ефективність роботи електромеханічного амортизатору в порівнянні з гідравлічним. Енергія, що рекуперовано, склала 3,3 Дж, а, що розсіяно – 11,5 Дж.

A procedure for determining basic estimation parameters has been devised for the proposed structure of the electromechanical shock absorber. The procedure is based on a simplified mathematical model for determining the electromagnetic and electromotive force for the electromechanical shock absorber. Feature of the model is taking into consideration the operational modes of permanent magnet based on the calculation of a magnetic circle. The model devised makes it possible to perform approximate calculation of the shock absorber operational modes and could be used for solving the problem on the optimization of parameters for an electric shock absorber. We have verified adequacy of the constructed simplified mathematical model by comparing the results from calculating the mechanical characteristic for a shock absorber based on the simplified procedure and those obtained using a finite element method in the axial-symmetrical statement of the problem. There is a good match between the results from calculations based on the simplified procedure and from modeling a magnetic field using the method of finite elements. We have determined the geometric relationships between the elements of the structure that ensure the optimal uniform magnetic load on the elements of the magnetic circuit. The problem on the conditional two-criteria optimization of parameters for the electromechanical shock absorber has been stated. We have chosen constraints that are divided into the three following categories. Constraints for a permanent magnet demagnetization that make it possible to maintain operability of the permanent magnet. Constraints for a current density, which ensures the thermal modes in the shock absorber operation. Constraints for assembly and constraints for the parameters of an optimization problem, which enable the arrangement of a structure within the running part of a carriage. It has been proposed to choose the reduced volume of a shock absorber as a criterion, which predetermines the cost of constructing a shock absorber, and its efficiency as a criterion, which predetermines the recuperated energy of oscillations. The parameters were convoluted to a single objective cost function; the weights were defined. We have chosen, as an optimization method, the combined method that includes a genetic algorithm at the preliminary stage of the search. At the final stage of an optimization procedure an optimum is refined by using the Nelder-Mead method. The result from solving the optimization problem on the shock absorber's parameters is the defined optimal geometric dimensions and the number of turns in the winding of the electromechanical shock absorber.

The operating modes of the single-phase active current-source rectifier in the case of rectangular-stepped pulse-width modulation and load in the form of DC traction motor are investigated. The single-phase bridge rectifier circuit with a discharge diode is considered. The mathematical model of the rectifier is developed and the main ratios for pulse-width modulation with rectangular-stepped modulating signal are determined. On the computer model, electromagnetic processes at three modulation frequencies (900, 1,200, 1,800 Hz) are studied. The features of the effect of the modulation depth and frequency on the rectifier power factor and the total harmonic voltage and current distortion in the mains supply are determined. The DC motor for today remains the main type of the traction motor of the 25 kV, 50 Hz AC mainline electric locomotives of alternating current in Ukraine and in some other countries. To power such motors, diode or thyristor rectifiers are used. At the same time, it is known that converters on fully controlled semiconductor devices provide higher power efficiency. The studies allow determining what values of modulation frequency and depth provide a high power factor (more than 0.9) and minimum total harmonic voltage and current distortion distortions in the mains supply. This allows finding rational approaches to the selection of power circuits and control algorithms for active converters in the traction electric drive of electric locomotives. The efficiency of increasing the power factor and reducing the total harmonic voltage and current distortion can be achieved, first of all, by reducing the power consumption for traction of trains. According to the set of selected comparison criteria, the active current-source rectifier with a modulation frequency of 1,200 Hz is the most suitable for implementation in the traction electric drive of the electric locomotive. Provision of high power characteristics in a wide range of traction loads can be achieved in the multi-zone circuit of such a converter.

We have studied a traction drive based on the synchronous motor with excitation from permanent magnets for its electrical losses. A simulation model of the traction drive is synthesized, which employs the algorithm of a space-vector PWM. A special feature of the model is the application of parameters of actual IGBT-transistors and the possibility for obtaining instantaneous values of electric losses in transistors and snubbers of the inverter under different modes of operation. We have devised a procedure for calculating electric losses in the traction engine based on the shape of phase currents, geometrical and electrical parameters of the engine. Simulation of the traction drive and calculation of losses in the traction engine is integrated, which makes it possible to account for the impact of the inverter and engine on each other. We have simulated work of the reducer-free traction drive based on a synchronous motor with excitation from permanent magnets with a capacity of 80 kW. The dependences were constructed for losses in the traction inverter and engine on the clock frequency of a space-vector PWM and motion speed. The proposed procedure makes it possible to quantify the magnitude of electric losses in the traction drive elements depending on the types of transistors applied, clock frequency of the inverter, and parameters of the engine. This enables the optimization of the traction drive for the criterion of maximum performance efficiency, as well as thermal calculation of the elements of the drive.

We have studied the valve-inductor drive for its application as a traction motor in a hybrid locomotive. We identifying parameters of the valve-inductor engine and built its simulation model based on a Lagrange equation. The model constructed makes it possible to take into consideration non-linearity of the engine. We have synthesized a modal speed controller and a controller based on fuzzy logic for the valve-inductor drive of a hybrid locomotive. The operation of two types of controllers was analyzed in terms of their influence on the basic quality indicators of control; it was found that the fuzzy controller was better at processing the set value of input magnitude. We have designed a simulation model of the traction valve-inductor drive of a hybrid locomotive with a fuzzy speed controller, and studied its work along a railroad section with actual profile and limitations. Control systems based on a modal controller and fuzzy logic were synthesized. It is established that the modal controller has the following quality indicators: maximal overshoot – 12.27 %, re-adjustment time – 5.08 s, number of oscillations – 2. For the FPID-controller, the quality indicators are: 3.75 %, 3.01 s, and 1, respectively. Thus, on analyzing the quality of their operation, it was found that the best indicators were demonstrated by the FPID- controller. The built physical model of the valve-inductor drive, specifically the system wheelset-engine with a control system that employs the fuzzy algorithm of speed regulation, confirms the feasibility of a fuzzy controller.

The study addresses determining optimal operating modes of the induction traction drive. We identified optimal operating modes of the autonomous voltage inverter at different temperatures of windings of the traction motors for a tram carriage and a diesel locomotive.The identification is carried out of optimal parameters in the operating modes of autonomous voltage inverter of the traction drive of a tram and a diesel locomotive. We obtained dependences of performance efficiency and electromagnetic torque of the induction traction motor on the rotation frequency and temperature of the windings for the following modes: acceleration, recuperative braking, and maintaining preset speed.We determined operating modes of induction traction drive of the tram Tatra T3 VPA and the diesel locomotive 2TE25A over the entire range of motors' rotation frequency at spatial-vector and one-time pulse-width modulation of the semiconductor inverter for different values of temperature of the motor's windings. A technique was devised for this purpose, which is based on solving a problem on the optimization of parameters of the traction drive using a combined method that employs genetic algorithms and the Nelder–Mead method.It was established that dependences of change in the transition point from the spatial-vector to the one-time PWM on the temperature of traction motor for a tram and a diesel locomotive are not similar. Different level of the location of this point is predetermined by the different load in magnetic circle of the motor, by different level of saturation coefficient. The difference in saturation coefficient is 0.15‒0.4 r.u.

We developed a procedure for the optimization of thermal modes and parameters of the cooling system of induction traction engines of tram carriages. The procedure includes the following basic steps. The optimization of operating modes of an induction traction drive by the criterion of effectiveness of its work under different modes. The optimization of motion modes of a tram carriage along a track section with the assigned motion schedule and profile based on the curves of the motion of a tram carriage, optimal by the criterion of energy consumption, using the method of Hamilton-Jacobi-Bellman. The optimization of parameters of the cooling fan of traction engines by the criterion of efficiency of a cooling system using the Weyl method by the generalized golden section. It is proposed to conduct determining of operating modes of a traction drive in advance based on the solution to the problem of conditional optimization of its modes. In order to determine the optimal operating modes of a traction drive, we selected a combined method: global search is executed by genetic algorithm with a one-point crossover and by selection on the principle of roulette. At the final stage of an optimization procedure, optimum refining is carried out using the Nelder–Mead method. When a tram carriage moved along a track section, we defined the following. We determined the optimal modes of motion of the tram carriage T-3 VPA with induction traction engines for a track section with the assigned motion schedule. It was found that, compared with the basic design, efficiency of the cooling system increased by 27.6 %, which corresponds to a reduction in the proposed criterion of efficiency. Based on the results of modeling a traction engine with an optimal fan, it was established that the largest overheating is observed in the frontal part of the stator winding. The temperature is 139.6 °C at second 3363 from starting the motion and it does not exceed a permissible value of 140 °C.

New approach for analysis and detuning of nonlinear torsional vibrations of diesel electric generator gear system is suggested. Nonlinear magnetic field of the generator is calculated by finite element method to obtain the disturbing moments, which act on the gear system. Moreover, others disturbing moments, which arise due to operation in diesel engine cylinders, are accounted. Essential nonlinear model of torsional vibrations with sixteen degrees-of- freedom is derived. This model accounts the nonlinear moments of two elastic clutches and the backlashes of gear pairs. The comparison of the numerical simulations data with experimental results is performed to verify the obtained model. The approach for essential nonlinear free torsional vibrations calculations is suggested. The harmonic balanced method is the basis of this approach. Sensitivity theory is used to detune the nonlinear forced torsional vibrations from resonances. The results of nonlinear torsional vibrations analysis are discussed.

This work considers the designs of flux switching motors used in a gearless traction drive of rail transport. Their feature is spatial magnetic system. It is shown that the basis for mathematical models of such electric motors can be relied on the information about the flux-linkage of the phase. A method for the determination of the phase flux-linkage of switching motors was proposed.

Досліджено режими роботи однофазного 4qs-перетворювача з широтно-імпульсною модуляцією в складі електрорухомого складу змінного струму. Розроблено методу визначення параметрiв ШIМ, при яких реалізується оптимальний за критерiєм мiнiмiзацiї величини реактивної потужності в системі "локомотив – тягова мережа" режим роботи перетворювача. Особливостями запропонованої методи є розділення процесу визначення оптимальних параметрів ШІМ на 2 етапи, що дозволяє видалити з імітаційної моделі непотрiбнi на даному етапі блоки та зменшити сумарний час моделювання. На першому етапі визначаються значення коефіцієнту потужності та струму ланки постійного струму в усьому діапазоні коефiцiєнтiв модуляції та зсуву між мережевим струмом та опорним синусоїдальним сигналом. Далi, з отриманого масиву даних виділяються пари значень параметрів ШІМ, за яких реалізується найвищий коефіцієнт потужності системи "електровоз – тягова мережа", та заносяться до табличною системи завдання параметрів ШІМ. На другому етапi визначається залежності електричних втрат, а, отже, й ККД, та коефіцієнту нелінійних спотворювань мережевого струму вiд тактової частоти перетворювачi. Визначення електричних втрат ґрунтується на обчисленнi енергiї, що була розсiяна протягом 1 с на IGBT-транзисторi та снаберному резисторi в залежностi вiд миттєвих значень струму через них. Для знаходження параметрiв ШIМ за наведеною методою розроблено iмiтацiйну модель 4qs-перетворювача, проведено iдентифiкацiю параметрiв ШIМ перетворювача електровозу для тестової задачi. Визначено, що енергетичнi показники перетворювача залежать нелiнiйно вiд трьох керуючих величин, що є параметрами ШIМ: коефiцiєнту модуляцiї, зсуву мiж мережевим струмом та опорним синусоїдальним сигналом, та тактовою частоти ШIМ. Визначено, що перетворювач з iдентифiкованими параметрами ШIМ забезпечує одиничний коефiцiєнт потужностi тягової мережi при навантаженнi бiльше 10 % вiд номiналь- ного в режимах тяги та рекуперативного гальмування. Отримано залежнiсть електричних втрат перетворювача та коефiцiєнту нелiнiйних спотворень в тяговiй мережi вiд тактової частоти ШIМ. Визначено, що рацiональне значення тактової частоти лежить в iнтервалi 900…2000 Гц, при цьому ККД перетворювача досягає 98…95 %, коефiцiєнт нелiнiйних спотворень складає 12…5 %. Визначено, що виключення з силового кола снаберної ланки може суттєво зменшити сумарнi електричнi втрати. Встановлено, що втрати на паразитних опорах фiльтрiв незначнi, тому їх можна не враховувати в загальному балансi втрат.

The actual problem of creating a high-speed railway rolling stock with a combined electromechanical and pneumatic body tilt system is considered. Using the proposed simulation model created in the MATLAB environment, simulation of the rolling stock body tilt while passing a curved track section is carried out. To determine the parameters of the elements of electromechanical and pneumatic drive units, information is necessary about the electrophysical processes, occurring in the tilt system and determining the input parameters for the design of the considered tilt system. The dynamic performance of components of the proposed mechanism is identified, which allows giving practical advice on the choice of parameters of semiconductor converter elements, pneumatic and electromechanical devices of the combined tilt system, and also determining the forces acting in the tilt mechanism elements. Based on these dependencies, it is possible to choose the element base of the semiconductor converter (types of keys and diodes), parameters and types of cylinders of air springs, as well as to determine the load of the elements of the overbogie structure of the rolling stock. The results can be used in the development and design of high-speed railway rolling stock without substantial reconstruction of the existing transport infrastructure.