Abstract
The paper considers electrodynamic braking of trains, which is of particular importance for high‐speed railway transport from theoretical and technical perspectives. Braking methods used for high‐speed trains should ensure compatibility and redundancy of braking systems. They include a mechanical method (based on adding frictional disks to wheelsets), as well as magnetic braking, which is being currently implemented and based on eddy currents, etc. High‐speed trains have AC/DC engines, for which the principles of electric braking can be applied. Electrodynamic braking is of particular importance for high‐speed transport using linear motors and developing the speed of 400–500 km/h. These traction rolling stocks will not have commonly used trucks. The tests in this area are being conducted in Japan and Germany now. The paper suggests some theoretical and practical solutions to these problems. Schematic diagrams of the locomotive braking and ways of controlling the braking force by varying electric circuit parameters are presented. The authors suggested contact‐free regulation of braking rheostat resistor for controlling braking force in rheostatic braking. A schematic diagram of harmonizing electrified railways and power system's upgrading aimed at ensuring power regeneration is also presented.
Highlights
Preparing to start the construction of a European railway which will link the EU states with Scandinavian countries, and purchasing high-speed trains for this railway line, such as SIEMENS diesel locomotives, ŠKODA two-storeyed electric trains and trams for Vilnius [1], as well as upgrading old models, specialists and politicians should provide more knowledge about electrodynamic braking and its advantages and disadvantages
The advantages of electrodynamic braking should be taken into account in planning the integration of Lithuanian and EU railway systems: 1. So far, theoretical principles of electrodynamic braking system have not been thoroughly investigated
To go over to rheostatic braking, the following conditions should be satisfied: series traction motor should be disconnected from the contact system in the electric drives of electric traction rolling stock; armature or excitation windings should be connected so that the excitation current would not change its direction; traction motor should be connected to the dynamic braking resistor Rdst
Summary
Preparing to start the construction of a European railway which will link the EU states with Scandinavian countries (via Poland, Lithuania, Latvia and Estonia), and purchasing high-speed trains for this railway line, such as SIEMENS diesel locomotives, ŠKODA two-storeyed electric trains and trams for Vilnius [1], as well as upgrading old models, specialists and politicians should provide more knowledge about electrodynamic braking and its advantages and disadvantages. 3. Economic indicators of electrodynamic braking have not been fully assessed, since, when common (pneumatic) braking systems, requiring the compressed air (obtained at the expense of power needed to rotate the compressor), are used, some elements of the system of levers are deteriorating. Pneumatic cylinders for storing the compressed air and other equipment are required, though power (up to 10 MW per locomotive) developed in the traction mode can be used in the braking mode without any restrictions. 4. An essential difference between electrodynamic and traditional mechanical (pneumatic) braking, used for about 100 years, is the control of the braking force by adjusting the electrical parameters of traction motors. The influence of braking current on rail circuits has not been widely discussed in the present paper
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