Article citation information:
Hełka,
A., Wall, M. Measurement and analysis of the
performance of the PVP-20 slip detection device. Scientific Journal of Silesian University of Technology. Series
Transport. 2023, 118, 93-108.
ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2023.118.7.
Andrzej HEŁKA[1], Michał WALL[2]
MEASUREMENT AND ANALYSIS OF THE PERFORMANCE OF THE PVP-20 SLIP
DETECTION DEVICE
Summary. One of the
most critical elements ensuring the proper operation of locomotives are devices
that detect and eliminate slipping, especially during the start-up of the
locomotive in difficult operating conditions. Various types of slip control
systems and methods are used on traction vehicles, depending on the design of a
given locomotive and the assumptions made related to the functionality of a
given solution. This article describes the PVP-20 type slip detection device
used in many older electric locomotives. A proprietary measuring system was
developed, enabling it to be connected to the locomotive circuit, to perform
measurements in conditions of large disturbances and high voltages prevailing
on the electric locomotive. Using this measuring system, the PVP-20 device was tested
under operating conditions for the ability to detect slips. It has been shown
that the described device is highly insensitive. Hence, we propose our concept
for solving this problem.
Keywords: slip
detection and prevention, slip control system, locomotive
start-up and operation in slip conditions
1. Introduction
One of the most crucial parameters
characterizing traction vehicles is the maximum power and curb weight,
determining the possibilities of increasing the speed of travel for passenger
trains and the gross weight of trains running on the railway network. In today's economic conditions,
these two parameters are fundamental for railway operators. Locomotive power is directly
translated into tractive force generated on the circumference of the driving
wheels of the vehicle. However, the factor that has the greatest
impact on limiting this force is the reduction in the value of the coefficient
of adhesion between the wheel and rail at the point of their cooperation. The higher the value of the coefficient of adhesion, the
greater the force can be generated without macro-slip. However, it should
be noted that a slip can be considered a micro-slip (elastic slip) and a
macro-slip [5]. At the same time, we demonstrate in
this article our interest in the phenomenon of macro-slip, that is, when the
traction vehicle wheels slide into full slip. Analyzing
the forces and phenomena occurring between the traction vehicle wheel and the
rail during start-up and while driving [5, 15] for slipping, we noticed that
there are various reasons for the occurrence of this unfavorable mechanism. Situations conducive to slipping occur under
certain operating conditions, for example, during the start-up of a locomotive,
when the vehicle has a heavy train of wagons fastened on the hook and in
difficult weather conditions: rain, snow, leaves fall on the tracks, etc. An
additional unfavorable factor may be the situation when starting takes place on
a section with a high slope (uphill); for example, the wheel running surface and
the surface of the railhead at a given moment are characterized by a lower than
normal coefficient of friction. Also, while driving
the locomotive, slipping may occur when, for example, at a given moment, we
increase the tractive force above the adhesion curve, causing the slipping of
the driving wheels [5]. However, such cases occur
because modern locomotives are designed in such a way that the drivers mounted
on them enable the control of the drive so that the maximum power of the
vehicle is used to the full by appropriate control of the coefficient of
adhesion and slip speed [3, 5, 7].
As a
result of the occurrence of wheel slip, apart from the reduction of tractive
force, several unfavorable phenomena occur on the surface of wheels and rails. The so-called "flat spots" are formed on the wheel
tread surface, necessitating the re-profiling (rolling) of such a wheel, which
generates significant costs.
In addition, in such a wheel, there are
certain dangerous phenomena related to overheating of the material, which may
be dangerous for further operation.
On the other hand, on the surface of the
rails, there is a defect called "buckling", which is dangerous from
the viewpoint of further operation and causes costs related to the repair or
replacement of the rail.
Therefore, the issues related to the detection
and elimination of slips are critical in rail transport, hence many studies are
carried out, and various solutions are introduced to monitor and prevent such
phenomena. This is
achieved by installing various types of devices and systems on traction
vehicles. The type of drive and control used on a given locomotive is of
fundamental importance for the applied solutions. In
the literature, one can find various descriptions and criteria for classifying
the slip control solutions used on locomotives. Exemplary
solutions have been divided in the literature [12, 13, 17] into different
groups of slip control methods: based on the control of the slip speed, based
on the full use of the friction coefficient characteristics, based on the speed
control of wheels and motors, based on work at a specific point of the adhesion
characteristic and slip, as well as indirect and hybrid methods. The individual solutions for the method of operation,
simulations, and calculations carried out, as well as practical applications,
are presented in detail in works [1, 4, 9-11, 14, 16, 19, 20].
As
mentioned, systems related to slip control are largely dependent on the applied
drive and control on a given locomotive. For locomotives
with DC series motors, traction motors and vehicle gears may be damaged due to
uncontrolled slipping from exceeding the maximum speed. During start-up, when the
developing slip is not detected, the motor may "run", and then a
circular fire is created on the commutator, leading to the burning of its
sections and winding. In such cases, the increase in rotational speed results
in the mechanical destruction of the engine. This is another argument
emphasizing the importance and necessity of using anti-slip devices in traction
vehicles.
This
article focuses on the PVP-20 anti-slip device used on 303E, 203E, and 201E
vehicles (PKP series EU07, ET41 and ET22, respectively). The locomotives of
this series are locomotives with resistance starting, using direct current motors
for propulsion. For the largest freight carrier in the
country, PKP CARGO S.A., vehicles of this type account for almost 95% of all
electric locomotives with a valid certificate of technical efficiency. As mentioned above, due to the drive characteristics in these
types of locomotives, there may be serious effects on the effective starting of
the train in the event of the occurrence and development of uncontrolled
spinning of the sets. That is why it is so important to use an effective
anti-slip device.
The purpose of this article is to present the
measurements made and analyze them for the effectiveness of the PVP-20 drive
wheel slip detection solution used on the above-mentioned locomotives. These tests were conducted using a
self-developed and self-made measuring system that allows for these types of
measurements in difficult conditions prevailing on an electric locomotive
related to interference and high voltages. The
presented measurements are intended to demonstrate the real efficiency and
sensitivity of PVP-20 relays in the most critical situation of train starting -
starting in unfavorable weather conditions and with limited adhesion. After analyzing the results, a design change to increase
the effectiveness of the existing solution was proposed.
2. SLIP DETECTION DEVICE PVP-20
As mentioned, PVP-20 anti-slip
relays are used in locomotives type 4E/303E (EU07), 203E (ET41), 201E (ET22)
and derivatives. They are connected to the main circuit of the vehicle in a
bridge system; therefore, one relay works with a pair of traction motors. The
exception is the six-axle locomotive type 201E (ET22 series), which has only
two PVP-20 relays. The relay protects motors 1, 3, 4
and 6 – motors 2 and 5 do not have this protection. This is due to the connection systems of the traction
motors that are implemented on the ET22; motors no. 2 and 5 are connected in
series only on the third (the last one when starting up) motor connection
system.
In locomotives, usually, a set of
two PVP-20 devices is mounted on a common insulating plate, which is placed in
the high voltage compartment. The relay is made of a coil with a magnetic
circuit used to drive the device, fixed and moving contacts and the anchor. At
one of the ends of the anchor, there are movable contacts; the anchor itself is
kept in its rest position by a spring, which also serves to adjust the setting
of the relay operation. The fixed contacts are located
on top of the insulating plate and in the relay's de-energized state; they have
no contact with the moving contacts.
The mode of operation of the relay
is shown in Figure 1. During normal operation, the
rotors of S1 and S2 traction motors rotating at the same speed do not create a
potential difference between points A and B. When
the slip occurs, one of the motors rotates at a higher speed and generates a
greater electromotive force - there is a higher voltage at its terminals. For example, a slip of the set connected to motor S2 will
result in a higher voltage between points B and D than between points C and B.
Since the upper branch of the system (set of Ro
resistors) symmetrically divides the total voltage drop between points C and D,
a potential difference Up is
created on the terminals of the PVP-20 relay coil (points A and B), forcing the
current to flow.
Fig. 1. Connection system of the
anti-slid relay [8]
If the value of the voltage
difference is greater than the operating voltage of the relay, the anchor is
attracted by the electromagnet and connects the fixed and movable contacts.
These contacts activate the appropriate low voltage systems (110 V), such as
light and sound signals in the driver's cabins, sandblasting of wheelsets and
the solenoid valve for braking the anti-slip disengagement valve of the
Oerlikon system, which forces compressed air with a value of about 0.01 MPa to
the brake cylinders. The relay opens its contacts when the voltage on the Up
coil drops to 40 V.
Additionally,
in locomotives of this type and their derivatives, a system of adjusting the
forces to axle loads is used to reduce the possibility of the first sets
slipping in the direction of travel. The system works by
partially weakening the excitation of the motors driving the axles most exposed
to unloading at start-up. Before starting the
start-up, the driver activates the system with the packet switch or by setting
the directional switch to the N1 position (depending on the vehicle type). The adjustment of the forces is performed only on the
serial system of engine connections, and more importantly, it automatically
disconnects the signaling of the operation of anti-slip relays. This is due
to how the above-mentioned relays detect wheel spinning.
This section presents the structure
and operation of the measuring device as well as the methodology of its
calibration. The measurement results and their interpretation are given below.
The construction of the measuring device is based on two Arduino Due boards (ARM Cortex-M3 microcontroller), both equipped with a radio communication module. The first one is the base for the transmitter, and the second one works as a receiver. The general diagram of the transmitting device is shown in Figure 2. The receiver is connected to a PC, where the data is saved to a file. The transmitter is powered by a portable battery.
Fig. 2. Diagram of the transmitting
device. 1 – Arduino Due, 2 – voltage dividers,
3 – radio module, 4 – activity registration module SCR, 5 –
power supply
This measuring device uses voltage
dividers to be able to connect the measuring system to the circuit of the
traction motors. Additionally, the anti-slip relay operation recording module
was used to galvanically separate the locomotive's 110 V system from the
microcontroller. When the auxiliary contacts of the PVP-20
device are short-circuited, the flowing current powers the optocoupler LED,
which, by emitting light onto the phototransistor, closes the 3.3 V supply
circuit from the Arduino. The device processor
reads the input/output status as low or high. In the case of closed SCR
contacts, the low state is signaled (logical "0").
Data is
sent to the receiver every 20 ms in the form of a five-element array, which
consists of: a check number (compared by the receiver and only after their
compliance is the data presented and saved), data downloaded by an
analog-to-digital converter from two voltage dividers, output status low/high
and the time elapsed since switching on the transmitter (in ms). The purpose of introducing the check
number is to eliminate the influence of disturbances from the operation of the
vehicle's devices, which may distort the received data. The
received signal is displayed by the Serial Oscilloscope software for monitoring
the serial port - it can save data to a TXT or CSV file. Real-time data observation
is facilitated by the oscilloscope screen built into the program.
3.2. Measurements and data analysis
To establish the correlation between
the data from the analog-to-digital converter and the actual voltage, the
device was calibrated. For the initial calibration, an LSPa-740 DC generator
was used in a diesel locomotive with an electric transmission type 6D (SM42
series). The voltage prevailing at the terminals of the
generator was checked with a multimeter while the generator was operating in
all 11 driving positions, and at the same time, data from the transmitting
device (Arduino ADC with dividers) connected in the same place was recorded.
The actual measurements were made on
a 303E (EU07) locomotive. For this purpose, a specially developed measuring
device was mounted on it in a suitable place. During the analysis of the
obtained data, the focus was on starting the train from a speed of 0 km/h - the
voltage at the terminals of the anti-slip relay coil was compared, the
actuation moment of this relay was compared, and this information was
superimposed on the data obtained from the Hasler Teloc series speedometer. Figure 3 shows a diagram of the connection of the
measuring device on a vehicle based on the example of a EU07 locomotive.
Fig. 3. Transmitter connection. D1,
D2 – voltage dividers,
Rej SCR – contact operation recorder SCR
The place
of connection was the SCR coil terminals (relay coil contacts of the PVP-20
device) on trolley No. 1 due to the possibility of obtaining data from the
speedometer - the transmitter is located on the second axis of the vehicle. Due
to this, the slip speed was obtained when the second wheelset was spinning, and
information about driving with the current consumption was obtained.
While driving with the current
consumption, when the slip was not present, the voltage on the coil of the
anti-slip relay fluctuated in the range of 0-10 V. To
better visualize the data in the graphs below, the obtained voltage was
presented in the form of the absolute value of the difference of the
measurement results, which is the voltage on SCR coil terminals.
Figure 4
shows data from start-up No. 1, start-up carried out in bad weather conditions
- ambient temperature 3°C, wet rails. Set 1 (first in the direction of travel)
slipped at a speed of vt = 11.79 km/h. The increasing voltage difference after
560 ms reached the value of 77.4 V (from the initial value of 8.77 V) and was
signaled by the anti-slip relay. During the relay operation (5040 ms),
sandblasting and braking of the vehicle axle were automatically started, which
did not lead to a slip. Only switching off the tractive
force by the driver eliminated the slippage of the set - consequently, the
acceleration of starting decreased.
Fig. 4. Start-up no. 1
Figure 5 shows the start-up and
macro-slip that occurred on the second wheelset - train speed vt = 0
km/h. Start-up in bad conditions - wet rails with mud contamination (coal mine
siding).
Fig. 5. Start-up no. 2
The activation of the anti-slip devices occurred at a coil voltage of 58.4 V, which corresponds to the speed of the rolling set vs = 12.2 km/h. For factory settings (for a voltage of 70 V), the signaling would be at 16.58 km/h. As in the case of start-up no. 1, the slip was eliminated by the driver switching off the drive and restarting. The acceleration and speed of set 2 are shown in Figure 6 - the average acceleration is 5.5 m/s2. Slip duration 4802 ms, SCR duration 3040 ms.
Fig. 6. Acceleration and sliding
speed – start no. 2
Figures 7 and 8 show two successive slips (70.5 seconds from the beginning of the first to the beginning of the second) during start-up no. 3. Conditions: wet, dirty rails.
Fig. 7. Start-up no 3 – slip 1
Slip 1 at a speed of vt =
9.93 km h, slip duration 4856 ms, activation of the signaling after 1120 ms
from the coil voltage increase (at slip speed vs = 7.65 km/h), SCR
operation time 900 ms. The slip was eliminated by switching off the
tractive force current driving.
Fig. 8. Start-up no. 3 – slip
Slip 2 - speed vt at the
beginning of the slip 8.82 km/h, SCR activation at a voltage of 67.2 V (1660
ms after increasing the coil voltage and slip speed vs = 8.95 km/h), slip
duration 7346 ms. Liquidation by switching off tractive force current
driving.
The start-up with the axle load adjustment system on is shown
in Figure 9. There is an observed increase in the
voltage on the SCR1 coil terminals to over 70 V and a sharp drop in this
voltage when switching to the non-resistance driving position - the axle load
adjustment system is then disconnected. The
switching on of the anti-slip relay at a voltage of about 49 V is also recorded
- it probably results from the voltage on the coil of the second relay (SCR2)
because they are connected in parallel in the signaling circuit. The driver is not informed about the slipping by a lamp on the
desk, and braking and sandblasting are not activated because simultaneously
with the activation of the system of adjusting the forces to axle loads, the
slip signaling is disconnected.
Failure to disconnect would result in a false
indication of a slip of the assemblies.
The list of selected results is
presented in Table 1. Due to the lack of monitoring of the speed of other
vehicle axles by the measuring system, data on the slip velocity vs are
included in the table only when the set with the Hasler speedometer transmitter
slipped.
When using force adaptation to axle
loads, the protection system is disengaged, leaving the driver's senses to
detect slipping. This detection consists of careful observation of the ammeters
and listening to the characteristic sound of rolling the sets. It is, undoubtedly,
very absorbing for the driver, who is already occupied with the observation of
the foreground, signals and route. In the
two-section 203E (ET41) locomotive, the observation of the currents flowing in
the main circuit of the second unit is difficult, as there are two ammeters
installed in the cabin, which can indicate the current of the second unit after
manual switching by pressing a button on the panel.
Fig. 9. Start-up with the attached
system of adjusting the forces to the axle loads
Tab. 1
Measurements
|
Start-up no. |
1 |
2 |
3/1 |
3/2 |
4 |
5 |
|
Vehicle speed before
slip vt [km/h] |
11.79 |
0 |
9.93 |
8.82 |
22.12 |
20.06 |
|
Slip speed vs when triggered SCR
[km/h] |
- |
12.2 |
7.65 |
8.95 |
- |
- |
|
Maximum speed vs of slip [km/h] |
- |
36.61 |
31.53 |
43.48 |
- |
- |
|
Time from SCR coil
voltage rise to SCR actuation [ms] |
560 |
620 |
1120 |
1660 |
1000 |
1660 |
|
Maximum voltage on
the SCR coil [V] |
227.9 |
130.0 |
86.2 |
112.5 |
169.4 |
78.9 |
Summing up, the results of the
measurements indicate a significant insensitivity of the applied anti-slip
system based on the PVP-20 type relay. When starting at low speeds, slip is
signaled at a slip speed vs 8-10 km/h. When the train starts moving, the difference
in speed between the wheels of the two sets, which will attract the armature of
the coil, is even higher - up to 15 km/h. In practice, such a high speed slip
cannot be eliminated by sandblasting and braking the vehicle axle. The
intervention of the driver is necessary, and he is forced to throw more
resistors into the system - which, combined with the low speed, entails the
need to stop and restart. Due to the lack of a system for the discussed types
of locomotives, which automatically interferes with the control circuits, the
slip time increases. All the above-mentioned factors
imply the low efficiency of the current solution in detecting and eliminating
wheel spinning.
4. SUGGESTIONS FOR CHANGES IN
CONSTRUCTION SOLUTIONS
According
to the test results presented in the literature [2], the most effective method
of eliminating slipping and minimizing its duration on electric locomotives
with resistance starting is the automatic reduction of the torque by inserting
resistors into the motor circuit. To implement this anti-slip concept, it is
necessary to use a different method of detecting wheel spin and introduce
automatic addictions to the vehicle control system.
For the detection of slip by
measuring voltages on traction motors and its automatic elimination,
voltage-current converters of the LV 100 series by LEM, cooperating with the
PLC Wago Ethernet 750 XTR controller, were proposed. These devices are
successfully used in modernized traction vehicles of the EU/EP07 series
operated by PKP Intercity.
Fig. 10. LEM 100-3000/SP12 [6]
The LEM
LV 100-3000/SP12 converters (Figure 10) are intended for installation on
traction vehicles; the principle of their operation is to use the Hall effect
to measure voltage, LV 100 measures voltage in the range of up to 5 kV with an
accuracy of 0.5% [6].
In the modernized EU/EP07 PKP Intercity electric locomotives, they were
installed in place of PVP-20 anti-slip relays. However,
the technical possibilities offered by the use of digital devices were not
fully used, and the current principle of operation of the slip detection
devices was retained - the threshold values of the activation voltages are the
same as in the original design from the 1960s, and the system does not indicate
a slip when using force compensation for axle loads. LV 100 were also used
in locomotives type 201Ek and 201Em (modernized ET22 series) - however, they
were not used there to detect slipping.
The Wago 750
XTR Ethernet module (Figure 11) is used as a controller for high voltage
cabinets. XTR series products are characterized by increased
resistance to shocks, extreme temperature conditions and EMC disturbances [18],
and the modular design of the elements allows for easy expansion of the system.
Two-state and analog input modules enable receiving
information from sensors, and the vehicle's electrical devices (contactors,
relays) are controlled by two-state output modules.
Fig. 11. System Wago 750 XTR [18]
In the proposed design, LEM
converters measure the voltage on each of the traction motor rotors (Figure 12)
- instead of comparing the voltages on the two rotors. The measured voltage
values in the form of an amplified current signal are sent to the analog input
module of the PLC controller, where they are compared with each other. The
lowest voltage should be taken as the reference value, and in the case of the
axle load adjustment system, the microcontroller must separately compare the
voltages of motors with full excitation and with weakened excitation.
By comparing the signals received
from the converters, the controller makes the appropriate adjustments in the
circuit of the resistance contactors according to a predetermined program of
operation. From the use of the digital technique, it is
possible to determine several threshold values for the difference and the speed
of the rise of the voltage difference on individual motors, and thus,
significantly accelerate the detection of the difference in the rotational
speed. The exact
values should be determined in the course of further field tests.
Regulation
involving the insertion into the circuit of starting resistors corresponding to
two driving positions lower than those set by the travel controller. The exceptions
are the first and second driving positions of each engine connection system -
to prevent the controller from changing the starting system. In the
event of the elimination of the slip, the controller includes the previously
opened resistance contactors with a certain time delay to the position program
following the setting of the travel switch. Control
of resistance contactors is by relays with a control voltage of 24 V
(adjustment to the voltage level of the digital output module of the Wago
controller).
Fig. 12. Scheme of the slip
detection and elimination system solution
The
proposed change in the structure of the system allows for a significant
extension of the usability and effectiveness of the anti-slip system of
electric locomotives with resistance starting. This solves the
problem of slip-proof motors on six-axle locomotives by monitoring the voltage
of each motor. Also, it eliminates the need to disconnect the slip signaling
during start-up with the axle load adaptation on. The use of
programmable PLC controllers makes it possible to adjust the sensitivity level
- to define the threshold values of the activation voltage, including the
dynamic one.
This article presents the issue of
anti-slip protection used in electric traction vehicles. The very
unfavorable effects of slips in the form of damage to infrastructure and
traction rolling stock were
accentuated. The next part focused on the construction
and operation of the PVP-20 type slip-detection relay generally used in Polish
locomotives. Measurements and analysis of the obtained results were
also carried out to assess the effectiveness and suitability of this device in
the field of locomotive slip detection and elimination.
The main
measuring instrument was a device constructed as part of our own work based on
two Arduino boards with radio communication, allowing us to perform tests in
difficult conditions prevailing on an electric locomotive. Measurements
were made on the EU07 locomotive during train starts in unfavorable weather
conditions, which enhances the formation and development of slip.
The obtained measurement data allowed
for the formulation of the following conclusions:
●
The
designed and constructed device allowed for effective measurement of the
operation of the PVP-20 anti-slip device. The use of voltage dividers allowed
for trouble-free connections to the circuits of the locomotive. Thanks to the use of radio transmission of data, it was
possible to send them to the recording device without interference and direct
observation and save the data to a file.
●
To
detect slips earlier, a new solution based on digital technology solutions of
slip detection and elimination system should be applied-. This will allow one to automate the most
effective process of eliminating wheel slip - reducing the torque of the
rolling motor.
Therefore,
a new start-up slip detection system has been proposed, based on the components
already used in the construction of locomotives, in the form of LEM
voltage-current converters and a PLC controller. These components
allow for an increase in the sensitivity of the protection system and introduce
the possibility of a significant increase in functionality - software
sensitivity setting and control of the main circuit of the vehicle. Due to the introduction of dependencies in the control of
resistance contactors, the process of removing the slip will be automated and
shortened. The device will relieve the driver from performing these
activities manually, and in the case of using the system of adjusting the
forces to axle loads, it will relieve him of the necessity of organoleptic
detection of wheel spinning. In addition, the issue
of lack of anti-slip protection for engines 2 and 5 on the ET22 locomotive will
also be resolved.
References
1.
Aihara M., K. Kondo, M. Nagataki, O. Yamazaki. 2022. “Design Method
of the Wheel Slip Speed Feedback Controller and Phase Lead Compensator in
Locomotives”. IEEJ Journal of
Industry Applications 11(5): 686-695. DOI: 10.1541/ieejjia.21014154.
2.
Dobrowolski Maciej. 1978. “Wyniki badań układów
elektrycznych wykrywania i likwidacji poślizgu w lokomotywie 4E(EU07)”.
[In English: “Results of
tests of electric systems of slip detection and elimination in locomotive 4E
(EU07)”]. Trakcja i Wagony 7-8.
P. 207-211.
3.
Jing He, Xintian Zuo, Changfan Zhang, Songan Mao, Yunguo He. 2019. “Anti-slip
control based on optimal slip ratio for heavy-haul locomotives”. The Journal of Engineering 23:
9069-9074. DOI: 10.1049/joe.2018.9187.
4.
Kaihui Zhao, Peng Li, Changfan Zhang, Jing He, Yanfei Li, Tonghuan Yin.
2018. “Online Accurate Estimation of the Wheel-Rail Adhesion Coefficient
and Optimal Adhesion Antiskid Control of Heavy-Haul Electric Locomotives Based
on Asymmetric Barrier Lyapunov Function”. Journal of Sensors. Article ID: 2740679.
DOI: 10.1155/2018/2740679.
5.
Kałuża Eugeniusz. 2009. „Analiza
czynników ograniczających parametry trakcyjne lokomotyw
elektrycznych o układzie osi CoCo, zasilanych z sieci 3 kV DC”. [In English: “Analysis
of factors limiting the traction parameters of electric locomotives with CoCo
axis system, powered from 3 kV DC network”]. Technika Transportu Szynowego 10(106). Z. 1-E. P.: 101-112.
6.
LEM. Voltage Transducer LV100. Available at: https://www.lem.com/sites/default/files/products_datasheets/lv_100-3000_sp12.pdf.
7.
Lewandowski Mirosław. 1998. „Układ
regulatora prędkości dla pojazdu trakcyjnego przy wykorzystaniu
maksymalnego współczynnika przyczepności”. II Krajowe Sympozjum „Komputerowe
systemy wspomagania prac w nauce, przemyśle i transporcie”.
Politechnika Radomska. [In English: “Speed governor system for a traction unit using the
maximum coefficient of adhesion”. II
National Symposium “Computer systems supporting work in science, industry
and transport”. Radom University of Technology]. Zakopane, Poland.
8.
Marciszewski Henryk, Jerzy Pawlus, Stanisław Sumiński.
1974. Lokomotywy elektryczne serii EU06 i
EU07. [In English: Electric locomotives of the EU06 and EU07
series]. Warsaw: WKiŁ.
9.
Moaveni Bijan, Fathabadi Fatemeh Rashidi, Molavi Ali. 2022. “Fuzzy
Control System Design for Wheel Slip Prevention and Tracking of Desired Speed
Profile in Electric Trains”. Asian
Journal of Control 24(1): 388-400. DOI: 10.1002/asjc.2472.
10. Molatefi H., I. Ferestade, N. Taefi
Aghdam. 2020. “Dynamic Modeling and Active Control of Slip Phenomenon in
a Four-axle Locomotive”. International
Journal of Railway Research 7(2): 73-87.
11. Mousavi Alireza, Amir Markazi,
Saleh Masoudi. 2017. “Adaptive Fuzzy Sliding-Mode Control of Wheel Slide
Protection Device for ER24PC Locomotive”. Latin American Journal of Solids and Strutures 14(11). DOI: 10.1590/1679-78253980.
12. Pichlik Petr. 2019. “Summary
of the Modern Wheel Slip Controller Principles”. Transactions on Electrical Engineering 8(2): 26-31. DOI: 10.14311/TEE.2019.2.026.
13. Pichlík Petr,
Zděnek Jiri. 2014. “Overview of Slip Control Methods Used in
Locomotives”. Transactions on
Electrical Engineering 3(2).
14. Pichlík Petr,
Zděnek Jiri. 2016. “Adhesion Force Detection Method Based on the
Kalman Filter for Slip Control Purpose”. Automatika 57(2): 405-415. DOI: 10.7305/automatika.2016.10.1152.
15. Song Wang, Wenbo Zhang,
Jingchun Huang, Qingyuan Wang, Pengfei Sun. 2019. “Adhesion control of
heavy-duty locomotive based on axle traction control system”. IEEE Access 7: 164614-164622. DOI: 10.1109/ACCESS.2019.2952268.
16. Spiryagin Maksym, Yan Sun, Colin
Cole, Sott Simson, Ingemar Persson. 2011. “Development of Traction
Control for Hauling Locomotives”. Journal
of System Design and Dynamics 5(6): 1214-1225. DOI: 10.1299/jsdd.5.1214.
17. Tian Ye. 2015. Locomotive traction and rail wear control.
PhD Thesis. School of Mechanical and Mining Engineering, The University of
Queensland. DOI: 10.14264/uql.2015.939.
18. Wago. Wago 750 XTR Ethernet module. Available at:
https://www.wago.com/pl/c/sterowniki-plc.
19. Yamashita Michihiro, Tadashi Soeda.
2010. “A Novel Slip Control Method Considering Axle-weight Transfer for
Electric Locomotive”. 2010 IEEE
Vehicle Power and Propulsion Conference. DOI: 10.1109/VPPC.2010.5729117.
20. Yamashita Michihiro, Tadashi Soeda.
2011. “Development of Re-adhesion Control Method Considering Axle-weight
Transfer of Electric Locomotive”. QR
of RTRI 52(1). DOI 10.2219/rtriqr.52.7.
Received 28.10.2022; accepted in
revised form 20.01.2023
Scientific Journal of Silesian University of Technology. Series
Transport is licensed under a Creative Commons Attribution 4.0
International License
[1] Faculty of Transport and Aviation Engineering, The Silesian University
of Technology, Krasińskiego 8 Street, 40-019 Katowice, Poland. Email: andrzej.helka@polsl.pl.
ORCID: https://orcid.org/ 0000-0002-6027-4447
[2] PKP Intercity S.A.,
Półłanki 1 Street. 30-858 Cracow, Poland. Email: michal.wall@live.om.
ORCID: https://orcid.org/0000-0002-5798-0295