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Transportation Research Procedia 00 (2022) 000–000
Transportation Research Procedia 00 (2022) 000–000 www.elsevier.com/locate/procedia
ScienceDirect www.elsevier.com/locate/procedia

Transportation Research Procedia 63 (2022) 1970–1978

X International Scientific Siberian Transport Forum

X International Scientific Siberian Transport Forum
Development of the system of coordinated control of traction power
Development of the system of coordinated control of traction power
supply equipment and electric rolling stock
supply equipment and electric rolling stock
Evgeny Tretyakovaa, Stanislav Istominaa, Egor Avdienkoaa, and Ilya Denisova,a,*
Evgeny Tretyakov , Stanislav Istomin , Egor Avdienko , and Ilya Denisov *
a
Omsk State Transport University, Marksa, 35, Omsk 644046, Russia
a
Omsk State Transport University, Marksa, 35, Omsk 644046, Russia

Abstract
Abstract
The aim of the study is to develop a system of coordinated control of traction power supply equipment and electric rolling stock
The aim
based onofself-organization
the study is to develop a system
principles. The ofresearch
coordinated control
methods of of
thetraction
study power supply
are based on equipment
multi-agentandapproach
electric rolling stock
and include
based on self-organization
coordination principles.
of settings of static equipment Theofresearch
reactive methods of the studyon-load
power compensation, are based on multi-agent
tap changing approach
of traction and include
transformers, other
coordination
voltage of settings
regulators in the of staticnetwork,
contact equipment of reactive power
microprocessor compensation,
protections, modes ofon-load tap of
operation changing
electric of traction transformers,
locomotives other
in the interstation
voltage
area. Theregulators
obtainedinresults
the contact
madenetwork,
it possiblemicroprocessor
to substantiateprotections,
the modelmodes of operation control
of self-organizing of electric locomotives
system in the
of traction interstation
power supply
area. The obtained
equipment results
and electric madestock,
rolling it possible to substantiate
including the model
the description of self-organizing
of interaction control system
and coordination of traction
principles, power
attributes, supply
ontology,
equipment of
algorithms andtheelectric rolling
efficiency stock,regulators
of local includingofthe description
traction networkofand interaction and coordination
electric locomotives. principles,
The study attributes,
presents ontology,
the description of
algorithms of themodel
the information efficiency
of theoftraction
local regulators of traction
power supply systemnetwork and electric
and electric locomotives.
rolling stock to controlThe studyand
modes presents
increasethethe
description
throughputof
the information model of the traction power supply system and electric rolling stock to control modes and
capacity of the power supply system by means of optimum allocation of traction resources. The results of the simulation modelingincrease the throughput
capacity
have of the power
confirmed supply system
the effectiveness by proposed
of the means of optimum
solutions.allocation of traction resources. The results of the simulation modeling
have
© 2022confirmed the effectiveness
The Authors. Published by ofELSEVIER
the proposedB.V.solutions.
© 2022 The Authors. Published by ELSEVIER B.V.
© 2022an
This The Authors. Published by ELSEVIER B.V.
This is
is an open
open access
access article
article under
under the
the CC
CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
This is an open
Peer-review
Peer-review access
under
under article under
responsibility
responsibility ofofthe CC BY-NC-ND
thescientific
scientific
committee license
committee of of (https://creativecommons.org/licenses/by-nc-nd/4.0)
thethe X International
X International Scientific
Scientific Siberian
Siberian Transport
Transport ForumForum
Peer-review under responsibility
Keywords: computer of the scientific
vision; system modeling; committee
rolling stock; energy of the Xinteraction;
system International Scientific
algorithm; Siberian
analysis of dataTransport Forum
Keywords: computer vision; system modeling; rolling stock; energy system interaction; algorithm; analysis of data

1. Introduction
1. Introduction
According to the concept “Digital Railway”, it is necessary to increase the throughput capacity of electrified
According
railways to the
and the concept
energy “DigitalofRailway”,
efficiency it is necessary
electric rolling stock andtotraction
increasepower
the throughput capacity
supply systems of electrified
based on digital
railways and the energy efficiency of electric rolling stock and traction
technologies, intelligent systems of control, diagnostics and data processing. power supply systems based on digital
technologies, intelligent systems of control, diagnostics and data processing.
When applying digital technologies it is possible to implement new approaches to improve the energy efficiency
When
of the applying digital
transportation technologies
process it israilways.
of electrified possible Currently,
to implement
the new approaches
introduction to improve
of digital thesubstations
traction energy efficiency
makes
of the transportation process of electrified railways. Currently, the introduction of digital traction substations makes

* Corresponding author. Tel.: +79835661506.

* Corresponding idenisov89@mail.ru
E-mail address:author. Tel.: +79835661506.
E-mail address: idenisov89@mail.ru
2352-1465 © 2022 The Authors. Published by ELSEVIER B.V.
This is an open
2352-1465 access
© 2022 Thearticle under
Authors. the CC BY-NC-ND
Published by ELSEVIER B.V.(https://creativecommons.org/licenses/by-nc-nd/4.0)
license
Peer-review
This under
is an open responsibility
access of the scientific
article under CC BY-NC-NDcommittee
license (https://creativecommons.org/licenses/by-nc-nd/4.0
of the X International Scientific Siberian Transport Forum )
Peer-review under responsibility of the scientific committee of the X International Scientific Siberian Transport Forum
2352-1465 © 2022 The Authors. Published by ELSEVIER B.V.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
Peer-review under responsibility of the scientific committee of the X International Scientific Siberian Transport Forum
10.1016/j.trpro.2022.06.218
 Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978 1971
2 Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000

it possible in the future to provide algorithms of automatic reconfiguration, restoration of normal mode, optimization
of the composition of electrical equipment operating in parallel, etc.
At the same time, the uneven power consumption by the electric rolling stock, irrational voltage modes in the
traction network and limitations of the power infrastructure on the current settings of microprocessor protections and
the peculiarities of their operation in general greatly affect the throughput capacity of the traction power supply system.
Due to the traction power supply system, electric locomotive traction converters are often disconnected en route,
regenerative breaking failure/reduction of efficiency, reduced speed, overheating of traction motors, reduction of
traction force, non-compliance with train schedule occur as well.
On the other hand, the batch passing of trains, especially of increased weight vehicles, often leads to the overloading
of the contact network feeders of traction substations and the reduction below the established voltage limits in the
contact network. Recuperation of electric locomotives causes the increase of voltage in the contact network, which in
many cases cannot be stabilized by the existing control equipment.
The practical problems of inconsistency between the operating modes of the traction power supply system and
electric rolling stock include the following:
 the inability of a modern electric locomotive to maintain an operating condition in the absence of voltage in the
contact network for a few seconds (time of switching, commutation in the traction network);
 instability of the operation of the control system of the electric locomotive, traction converters during voltage
surges in the contact network with the subsequent stop of the train (the permissible limits of voltage variation for
electric locomotives and traction network are different);
 unsatisfactory electromagnetic compatibility of electric rolling stock with track circuits and traction power supply
system;
 inconsistency of the train schedule with the permissible throughput of the power supply system;
 breakdown of recuperation modes in case of voltage surges in the contact network;
 overload of the traction power supply system;
 emergency operating modes (traction motor overload, skidding and skidding, voltage loss and recovery, voltage
fluctuations in the contact network).
The proposed technical solutions based on modern digital technologies and algorithms make it possible to eliminate
the existing drawbacks by organizing optimal interaction between the traction power supply system and the electric
rolling stock. At present, coordination of operation modes of electric rolling stock and traction power supply system
by external equipment is not carried out. The mutual influence is determined by natural physical processes associated
with conductive and inductive actions of the “power supply system – load” type. At the same time, electric rolling
stock has all the features and properties of active load, which can take part in demand management to allocate traction
resources, especially in conditions of flexible train schedules based on prospective interval control in the most efficient
way.
The purpose of the present study is to develop a system of coordinated control of traction power supply equipment
and electric rolling stock based on the principles of real-time self-organization of intelligent local regulator agents.
The article presents some parts of the mentioned research. To improve the efficiency of electric rolling stock operation
on the basis of improving the system of automation of coordinated control of locomotive modes and energy
infrastructure, it is proposed to create a unified information and control platform and additionally implement
correlating technologies related to the digital (mathematical) model of the locomotive, energy infrastructure,
transportation process, as well as the mathematical model of optimal interaction between locomotives and real-time
energy infrastructure based on the energy efficiency indicators of the electric rolling stock and traction network,
obtained by processing big data. As stated, the scientific problematics in question applied to the railway transport
complex as a single synergetic system, has been studied only partially and has considerable potential for development.
A number of works (Boschetti, Mariscotti, 2012; Wang, 2008; Xiaofeng Jiang et al., 2017) propose an approach to
improve the efficiency of energy recovery and traction of trains by means of uniform distribution of electric rolling
stock over the section, ensuring the maximum loading of traction substations and the minimum inter-train interval, as
well as by combining the traction and recovery modes of electric locomotives at one interstation zone, i.e. by
optimizing train traffic schedules.
On the other hand, algorithms are created to provide automated control of longitudinal and transverse compensation
equipment, on-load tap changing of traction transformers and perspective power accumulators when traction load
1972 Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978
Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000 3

changes on the condition of traction network voltage stabilization and power loss reduction (Bartelt et al., 2009;
Zarifian, Kolpahchyan, 2009; Yoko Takeuchi et al., 2017). At AC traction substations with uneven load, digital
controllers to monitor the number of introduced traction units by the condition of minimum losses in them are
implemented (Novak et al., 2019). Installed in recent years in AC traction network modern compensating devices and
fast voltage regulators operate, as a rule, on the condition of voltage stabilization, independently of each other, i.e.
locally, and do not solve the tasks set in conditions of regenerative breaking of traction rolling stock.
At the same time, the issues of simulation and mathematical modeling of traction power supply system and electric
rolling stock of different series have been quite deeply developed in the scientific environment (Tao et al., 2020;
Wojciechowski et al., 2017). Methods of joint solution of optimization equations with many factors of electric rolling
stock and traction power supply systems are most often used as approaches to simulation modeling of electric rolling
stock and traction power supply systems. The electric rolling stock has not been considered as a control source (Tao
et al., 2020; Wojciechowski et al., 2017; Litovchenko et al., 2020; Glyzin et al., 2019; Khramshin et al., 2014;
Omelchenko et al., 2019; Tryapkin et al., 2018; Serdiuk et al., 2018; Zharkov et al., 2019; Baranovskii, 2011; Badyor,
In’kov, 2014; Kulinich, Shukharev, 2016; Mohd et al., 2015; Xiufang, Zhe, 2015; Kuznetsov et al., 2021; Litovchenko
et al., 2014; Yurenko et al., 2015; Ivanov et al., 2018; Bezridnyi et al., 2019; Zakaryukin et al., 2017; Zakaryukin,
Kryukov, 2011; Zakaryukin et al., 2012). The main scientific problem associated with the research carried out by the
authors is to create intelligent methods and models of distributed control of autonomous groups of electric rolling
stock and objects of the energy infrastructure of railways, taking into account their interaction. The specified scientific
problem is proposed to be solved by the example of implementation and technical problems:
 construction of digital models of energy infrastructure facilities (including devices for voltage regulation, reactive
power compensation, accumulation / generation of electricity, etc.) and electric rolling stock in a single
coordinate-time space;
 development of a simulation model of interaction in real time between electric rolling stock and a traction power
supply system for railways based on the principles of self-adjusting adaptive control systems, taking into account
the train schedule, infrastructure capabilities, teams of dispatch centers, the technical condition of the rolling
stock and the statuses of the nearest traffic participants;
 development of an information and control platform with distributed computing resources on electric rolling
stock (decision support system) and energy infrastructure (in the form of intelligent electronic devices) with
integration into the top-level control system;
 determination of indicators of technical and economic efficiency of the proposed solutions for the selected pilot
zone.

2. Materials and methods

The proposed information and control platform should ensure generation of coordinated control actions to change
parameters of electric rolling stock modes (one or more locomotives in the interstation area) and energy infrastructure
of railways (control laws of settings of voltage regulators, accumulators, reactive power compensation devices,
longitudinal capacitive compensation devices etc.) in interaction with the surrounding infrastructure in real time (train
schedules, geoinformation positioning, traffic safety organization) to improve the throughput capacity, reliability of
the transportation process, and reduce energy consumption for train pulling.
The mathematical model of electric rolling stock is implemented in the form of equations of the state of electric
circuit in differential form for all modes and connection schemes. The verification of this model was performed on
the basis of comparison of the model of separate traction motors (Fig. 1), as well as the VL80s electric locomotive
series using the measurement data on the way.
The mathematical model of transformers of traction substations, reactive power compensation equipment and
accumulators is based on the formulas, presented in (Zakaryukin, Kryukov, 2011; Zakaryukin et al., 2012). The
mathematical model of traction network was accomplished for a double-track section with two-way power supply. As
it is known, the total current (through the active and reactive component of AC electric locomotive current I’k and I’’k)
feeder (traction substation haul) is represented by the following equation:
 Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978 1973
4 Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000

1 t 1 t

 I k (l  lk )  j  I k(l  lk ),

l k 1
I
lk1
(1)

The resistance of the traction network (to substation A on the left and substation B on the right) to each electric
locomotive is determined, taking into consideration its position in the interstation area ZTNA = f (lk – la), ZTNB = f (lk –
lb) AC traction network resistance ZTNA and ZTNB was taken on the basis of the generalized method, taking into account
the diversity of conductors of contact suspension and track circuit, as well as their mutual influence and location
geometry. Fig. 2 shows a model of controlled voltage drop in a traction network section from a moving electric
locomotive to a substation (active and reactive component).

2000
rpm

1600

1200 1
2
n
800

400

0 200 400 600 А 800

I

Fig. 1. Speed characteristics of traction motors: 1 - theoretical characteristic based on the mathematical model; 2 – real characteristic

Fig. 2: Model of the controlled impedance of the traction network

1974 Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978
Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000 5

The management of traction power supply equipment and electric rolling stock, including the description of
interaction and coordination principles, attributes, ontology, efficiency algorithms of local regulators of traction
network and electric locomotives, is proposed to be based on self-organizing multi-agent system (Tretyakov, 2019).
The implementation of control actions can be carried out in semi-automatic (at the first stage within the decision
support system) and automatic modes, depending on the control object. Fig. 3 presents a simplified structural-
information model of the traction power supply system of alternating current and electric rolling stock aimed at
controlling the modes and increasing the capacity of the power supply system due to the optimal allocation of traction
resources.

Fig. 3. Structural-information model of traction power supply system and electric rolling stock aimed at controlling. SHC - software and
hardware complex; LC - local regulators (intelligent electronic devices); PS - sectioning post; Q – common reference for switch (disconnector);
STC - static thyristor compensator or other similar devices for voltage and power regulation, installed at traction substation or sectioning post;
EPS - electric traction load; Storage - energy storage (generator).

The main approaches to self-organization and adaptability of the proposed system are based on the fact that the
information and control system is built upon a distributed-hierarchical principle with the access to information of all
local intelligent electronic devices (IEDs) to a uniform data information field of the involved participants of the
transportation process. That means that all local IEDs have horizontal links with each other and can exchange
information. Fig. 4 presents a simulation model of the traction power supply system and electric rolling stock.
The specified simulation model includes four units of electric rolling stock in the inter-substation zone, an electric
power storage device and generation based on solar energy at a traction substation located on the left. The electric
rolling stock in the simulation model is presented in the form of master currents obtained on the basis of on-board
measuring systems from real data of locomotive trips.
The electric power control law of the storage device realizes voltage stabilization while limiting the capacity
discharge to 50%. Electricity losses in the presented traction power supply system are taken into account in the
following elements: traction transformer, overhead wire and track circuit in the inter-substation zone between two
traction substations. The location of electric locomotives is set through its speed and time of movement along the
section (movement schedule). The voltage drop in the traction network to the traction substation in a complex form
(active and reactive components) depends on the location of the electric locomotives.
Also, when modeling electric rolling stock power consumption, it is envisaged to recuperate electric energy into
the traction power supply system. Optimal management of the given system is aimed at achieving the optimal state
based on coordination between all local IEDs iteratively by the principle of “auction” based on the ranking of their
performance criteria (utility functions).
6 Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000
Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978 1975

Fig. 4. Simulation model of the traction power supply system and electric rolling stock

Since the utility functions of electric rolling stock J and traction power supply system JJ influence each other, as a
rule, oppositely, they can be represented in the form of separate functions:

n
J  qi  max;
i 1
(2)
m
JJ
  b j  max,
j 1

where qi , bi is an estimation of performance efficiency of actions by local regulators (electric rolling stock and the
system of traction electrical supply accordingly); n, m is the number of local regulators (electric rolling stock and the
system of traction electrical supply accordingly).
As a global purpose of control of the electric power supply equipment and the electric rolling stock (EPS) the
generalized function is presented in the form of:

F f ( P;  P;  U ;  U ;  Q; I eps ;  Peps ; Pg )  min (3)

with limitations of power infrastructure and electric rolling stock (limits of voltages in contact network, feeder
currents, EPS, current surges, voltage fluctuations, limits of traction network and EPS parameters regulating devices
etc.), where ΔP, δP is power losses and increment of active power sources (accumulators) in traction network; U ,
δU is standard deviation and voltage fluctuations in contact network at EPS current collector; δQ is increment of
reactive power sources in traction network; ΔIeps; -Peps; -ΔP is current surges of EPS, consumed and recuperated
power of EPS respectively.
Traditional methods (Serdiuk et al., 2018; Zharkov et al., 2019) to solve the tasks on optimization of traction power
supply system modes together with electric rolling stock for control circuits in real time do not meet the requirements.
For multi-agent approach the target function by equation (3) can be represented as additive components (in relative
units)

F  P  q1i   Q  q2i  (  Peps )  b1 j  ( Pg )  b2 j  min (4)

1976 Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978
Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000 7

P  q3i   P  q4i   U  q5i   Q  q6i  U ;

at

Ieps  b3 j  ( Peps )  b4 j  (Pg )  b5 j  Pmax .

As efficiency criteria qi , bi can be used, for example, for the system of traction power supply: q1i is the ratio of
sensitivity of the regulator (accumulator) on power and voltage on the EPS current collector to the regulation cost; q2i
is the ratio of sensitivity of the regulator on reactive power and voltage on the EPS current collector to the regulation
cost; for electric rolling stock; b1 j is the weighting factor; b2 j is the weighting factor; q3i , q4i is the ratio of sensitivity
of increase in power losses and power regulator on the EPS current collector to the regulation cost; q5i is the weighting
factor; b3 j is the weighting factor; b4 j is the ratio of load priority to load sensitivity of the EPS on the connection of
the TS b5 j is the ratio of generation priority to EPS recovery sensitivity by the connection of the TP and the voltage
in the contact network.

3. Results

The solution of optimization problem (4) was performed by heuristic methods of Matlab built-in functions. As a
result, optimal control actions on the traction power supply system control equipment and several units of electric
rolling stock in the traction and regenerative breaking mode δP, δQ, Peps, ΔP at each moment of time to distribute
traction resources under existing infrastructure constraints and minimum possible inter-train intervals were
determined. Management of the EPS demand under traffic and energy infrastructure constraints was based on day-
ahead statistical forecast.
The total and corresponding individual schedules of the EPS load are considered as a plan, related to the given
capacity constraints for a specific time period of a given duration, obtained in advance on the basis of the forecast:

Pt  kt  Pop
t
, Pt
op f (t ), t  (t1  t2 ), (5)

Pt is total predicted consumed power at time t; kt is reserve factor; Ptop is reference plan corresponding to the given
power limits at time t1 – t2. The load schedule (taking active power as an example) for the purposes under consideration
can be represented as a sum of controlled (controllable) individual schedules equipped with an individual metering
and switching system, and uncontrolled (random steady) schedules:

n n
t
P

1i
t

i 1 i 1
p  ...   pmi
t
 mP  Ф(  ) P , (6)

where ∑p1i is controlled electric collectors with flexible regulation of capacity and power; mp is mathematical
expectation of uncontrolled random steady process of load changes; Ф(β) is inverse function of the probability integral
β of the distribution law (for example, for normal distribution law Ф(0,95)=1,64); р standard deviation of the
uncontrolled load power.
On the basis of the presented models in Matlab Simulink, graphs of voltage changes in the traction network
according to the given load schedules (on the basis of mathematical model (1)) and the location of the electric rolling
stock were obtained. The control system is implemented in the form of a Stateflow diagram.
Fig. 5 shows graphs of the coordinated reactive power generation (Power_STC), active power of the EPS
(Power_Load), active power on the contact line feeder of the traction substation (TP) (Power_TP), active power of
the storage battery (Power_battery), the level of storage charge at 750 kWh (SOC), time (Time) in the AC traction
network.
8 Evgeny Tretyakov et al./ Transportation Research Procedia 00 (2019) 000–000
Evgeny Tretyakov et al. / Transportation Research Procedia 63 (2022) 1970–1978 1977

kvar
kW
kW
kW
s

Fig. 5. Variation graphs of simulated parameters in time.

4. Conclusion

The proposed approach to multi-agent control of the optimal interaction between the traction power supply system
and the electric rolling stock under the changing conditions of the transportation process will provide the best
conditions for the implementation of traction force, regenerative breaking, the specified train schedules, including
those under critical constraints from the power supply system and the surrounding infrastructure.
Of course, the real-time control in question can be implemented only on the basis of modern digital communication
systems and sufficient amount of measured data, i.e. on the basis of information and control system with appropriate
software and hardware.
Further, the authors will try to assess the energy efficiency of coordination of settings of static equipment of reactive
power compensation, on-load tap changing of traction transformers, other voltage regulators in the contact network,
microprocessor protections, modes of operation of electric locomotives in the interstation area applying the multi-
agent approach.

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