investigation of locomotive electrodynamic braking - Vilniaus ...

VILNIAUS GEDIMINO TECHNIKOS UNIVERSITETASLionginas LIUDVINAVIČIUSINVESTIGATION OF LOCOMOTIVEELECTRODYNAMIC BRAKINGSUMMARY OF DOCTORAL DISSERTATIONTECHNOLOGICAL SCIENCES,TRANSPORT ENGINEERING (03T)Vilnius 2012

Doctoral dissertation was prepared at Vilnius Gediminas Technical Universityin 2008–2012.Scientific SupervisorProf Dr Habil Leonas Povilas LINGAITIS (Vilnius Gediminas TechnicalUniversity, Technological Sciences, Transport Engineering – 03T).The dissertation is being defended at the Council of Scientific Field ofTransport Engineering at Vilnius Gediminas Technical University:ChairmanProf Dr Habil Marijonas BOGDEVIČIUS (Vilnius Gediminas TechnicalUniversity, Technological Sciences, Transport Engineering – 03T).Members:Prof Dr Žilvinas BAZARAS (Kaunas University of Technology, TechnologicalSciences, Transport Engineering – 03T),Prof Dr Habil Roma RINKEVIČIENĖ (Vilnius Gediminas TechnicalUniversity, Technological Sciences, Electrical and Electronic Engineering– 01T),Assoc Prof Dr Stasys SLAVINSKAS (Aleksandras Stulginskis University,Technological Sciences, Transport Engineering – 03T),Prof Dr Habil Bronislovas SPRUOGIS (Vilnius Gediminas TechnicalUniversity, Technological Sciences, Transport Engineering – 03T).Opponents:Assoc Prof Dr Algirdas JANULEVIČIUS (Aleksandras StulginskisUniversity, Technological Sciences, Transport Engineering – 03T),Prof Dr Habil Algimantas Juozas POŠKA (Vilnius Gediminas TechnicalUniversity, Technological Sciences, Electrical and Electronic Engineering– 01T).The dissertation will be defended at the public meeting of the Council of ScientificField of Transport Engineering in the Senate Hall of Vilnius GediminasTechnical University at 9 a.m. on 11 January 2013.Address: Saulėtekio al. 11, LT-10223 Vilnius, Lithuania.Tel.: +370 5 274 4952, +370 5 274 4956; fax +370 5 270 0112;e-mail: doktor@vgtu.ltThe summary of the doctoral dissertation was distributed on 10 December2012.A copy of the doctoral dissertation is available for review at the Library of VilniusGediminas Technical University (Saulėtekio al. 14, LT-10223 Vilnius,Lithuania).© Lionginas Liudvinavičius, 2012

VILNIAUS GEDIMINO TECHNIKOS UNIVERSITETASLionginas LIUDVINAVIČIUSLOKOMOTYVŲ ELEKTRODINAMINIOSTABDYMO EFEKTYVUMO TYRIMASDAKTARO DISERTACIJOS SANTRAUKATECHNOLOGIJOS MOKSLAI,TRANSPORTO INŽINERIJA (03T)Vilnius 2012

Disertacija rengta 2008–2012 metais Vilniaus Gedimino technikos universitete.Mokslinis vadovasprof. habil. dr. Leonas Povilas LINGAITIS (Vilniaus Gediminotechnikos universitetas, technologijos mokslai, transporto inžinerija –03T).Disertacija ginama Vilniaus Gedimino technikos universitetoTransporto inžinerijos mokslo krypties taryboje:Pirmininkasprof. habil. dr. Marijonas BOGDEVIČIUS (Vilniaus Gedimino technikosuniversitetas, technologijos mokslai, transporto inžinerija – 03T).Nariai:prof. dr. Žilvinas BAZARAS (Kauno technologijos universitetas,technologijos mokslai, transporto inžinerija – 03T),prof. habil. dr. Roma RINKEVIČIENĖ (Vilniaus Gedimino technikosuniversitetas, technologijos mokslai, elektros ir elektronikosinžinerija – 01T),doc. dr. Stasys SLAVINSKAS (Aleksandro Stulginskio universitetas,technologijos mokslai, transporto inžinerija – 03T),prof. habil. dr. Bronislovas SPRUOGIS (Vilniaus Gedimino technikosuniversitetas, technologijos mokslai, transporto inžinerija – 03T).Oponentai:doc. dr. Algirdas JANULEVIČIUS (Aleksandro Stulginskio universitetas,technologijos mokslai, transporto inžinerija – 03T),prof. habil. dr. Algimantas Juozas POŠKA (Vilniaus Gediminotechnikos universitetas, technologijos mokslai, elektros ir elektronikosinžinerija – 01T).Disertacija bus ginama viešame Transporto inžinerijos mokslo krypties tarybosposėdyje 2013 m. sausio 11 d. 9 val. Vilniaus Gedimino technikos universitetosenato posėdžių salėje.Adresas: Saulėtekio al. 11, LT-10223 Vilnius, Lietuva.Tel.: (8 5) 274 4952, (8 5) 274 4956; faksas (8 5) 270 0112;el. paštas doktor@vgtu.ltDisertacijos santrauka išsiuntinėta 2012 m. gruodžio 10 d.Disertaciją galima peržiūrėti Vilniaus Gedimino technikos universitetobibliotekoje (Saulėtekio al. 14, LT-10223 Vilnius, Lietuva).VGTU leidyklos „Technika“ 2051-M mokslo literatūros knyga.© Lionginas Liudvinavičius, 2012

IntroductionTopicality of the problem. A rapid social and economic development ofthe European Union countries, their technical progress, world trade globalisationtendencies of the world trade, generate a huge demand for high-qualitytransportation services. The countries of the Western Europe, being concernedabout safety, environment, sustainable use of the electrical energy and otherresources, use economic and legal measures to encourage and further developtransportation of passengers and loads by railways. The main instrument for thesolution of electrical energy and other resources saving is the locomotives electrodynamicbraiking system railway transport perfection. This doctoral thesis isdevoted for the solution of the above-mentioned situations.The research subject. The principles of control of electrodynamic brakingenergy flows for the locomotives with DC/DC, AC/DC, DC/AC, AC/ACsystems.The main goal and objectives of the work. The main goal of the paper isto conduct theoretical and experimental investigation of energy control systemsin DC/DC, AC/DC, DC/AC, AC/AC locomotives and catenary system andevaluate the level of effectiveness of their energy use, to substantiate expansionof the energy control range for regenerative braking of the electric poweredlocomotives, electric trains, metro, tramways and a possibility of regenerativebraking in diesel-electric locomotives.In order to achieve the purpose of the research the following objectivesneed to be accomplished:1. To analyze world’s scientific publications investigating effectiveness ofelectrodynamic braking systems in locomotives. To analyze the problemsof theoretical and practical application and methods of their solution.2. To investigate new energy control systems in DC/DC, AC/DC, DC/AC,AC/AC locomotives and catenary systems.3. To investigate theoretical presumption and submit practical solutions forrealization of regenerative braking in diesel-electric locomotives.4. To create the new model of energy control in electrodynamic brakingsystems of non-traditional electric powered train.5. To design non-traditional energy control systems in DC/DC, AC/DC,DC/AC, AC/AC locomotives and catenary system and mathematicalmodel of effectiveness of their energy.Research methods – regressive analysis, mathematical modeling andglobal optimization methods are used in this thesis.5

Novelty of the workThe following results new to the sciences of transport and electricalengineering were obtained while preparing the doctoral thesis:1. Theoretical presumptions for realization of practical solutions for theuse of the entire kinetic energy of locomotives during electrodynamicbraking were submitted.2. Mathematical relation and graphic curves of the use of regenerativebraking energy were developed.3. Theoretical presumptions for realization of practical solutions for regenerativebraking in diesel-electric locomotives were submitted.4. The non-traditional energy control systems in DC/DC, AC/DC, DC/AC,AC/AC locomotives and catenary systems will minimize consumptionof electricity and fuel in locomotives by 25–30%.5. The application of mathematical model enables the calculation nontraditionalelectric powered train electrodynamic braking system controlparameters of deviation distribution.Practical value of the work results. The results of this thesis provide anopportunity to realize the practical solutions of regenerative braking in dieselelectriclocomotives. The obtained results can enable the design of newgeneration locomotives with DC/DC, AC/DC, DC/AC, AC/AC systems orperforming modernization of the existing ones by introducing energy savingsystems in them. To design non-traditional energy saving system in the catenarysystem. To minimize consumption of electricity and fuel in locomotives by25–30%.Defended propositions1. Design of energy saving systems in non-traditional locomotives consumptionof electricity and fuel in locomotives would reduce by25–30%.2. New regenerative braking energy control systems in the traction rollingstockcan be applied in locomotives with DC/DC, AC/DC, DC/AC,AC/AC systems.3. A possibility of regenerative braking will be created in diesel-electriclocomotives and diesel electric powered trains.4. Application of mathematical model of the parameters of electrodynamicbraking energy control system in non-traditional electric powered train.Approval of the results of the work. 13 scientific articles have beenpublished on the topic of this Doctoral Thesis: five articles in scientificmagazines, included into the list of “Science Citation Index Expanded (Web ofScience)”, one article in other magazines referred to in international data bases,6

four articles in reviewed scientific magazines in English, German or French, 3articles in reviewed materials of an international conference held in Lithuania.The results of the research conducted in the doctoral thesis were presentedat 4 international research conferences: the international conference held in2008 in Katowice (Poland); the international conference TRANSBALTICA2009, held in 2009 in Vilnius (Lithuania); the international conferenceTRANSBALTICA 2011 held in 2011 in Vilnius; the international conferenceheld in 2011 in Katowice.The scope of the research work. The doctoral thesis consist from: theintroduction, five major chapters and general conclusions, the list of literatureand reference sources, list of publications of the author relevant to the topic ofthis thesis, and an addendum.The total volume of this thesis is 154 pages without addendum; there are75 numbered formulas, 79 figures, and 21 tables used. 100 literature sourceshave been used for the doctoral thesis. Addendum is shows in the CD.1. Locomotives electrodynamic braking systems analysisIn the analysis is proposed and the results of research works, performedboth nationally, and on the international level, conducted on the topic ofeffectiveness of electrodynamic braking of locomotives and hybrid cars. Thereview of scientific literature includes the theoretical and practical aspects oflocomotive electrodynamic braking. The investigated scientific papers weredevoted to examination of possibilities of use of the new energy controlelements – supercapacitors.2. Research of the existing situation of locomotives electrodynamicbraking systems and related perspectivesTraction rolling stock of public limited company “Lietuvos geležinkeliai”is given in Fig. 1. The thesis analysis only such traction rolling stock, whereelectrical power is used. The Fig. 1 shows a number of locomotives, drive typeand analysis of electrodynamic braking systems.The performed analysis showed that traction rolling stock fleet of publiclimited company consists of: 314 sections without electrodynamic brakingsystems – 84% and 59 sections with rheostat braking systems – 16%. The fleetof traction rolling stock consists of the locomotives given in the table, whereelectrical gears are used. In total LG has 373 locomotives, where the electricalpower are used. Only 16% of the rheostat systems have been mounted inlocomotives, where the train kinetic power becomes heat in braking resistors.Though LG operates 18 electrical locomotives ER-9M and 4 AC/AC current7

system electrical trains EJ-575, no one uses recuperation braking system.Structural scheme of the traditional structure AC/AC current system electricaltraction locomotive recuperation braking and mechanical characteristics ofasynchronous traction engine are given in Fig. 2.Fig. 1. LG characteristics of traction rolling-stock fleetFig. 2. Structural diagram for regenerative braking of AC/AC system electric tractionlocomotive and speed–torque characteristics of asynchronous traction motorThe mechanical characteristics set in quadrant II shows that: A ‒recuperation is absent in the range of speeds, because the voltage of theasynchronous traction engine operating on generator mode is lower than thecatenary voltage; B ‒ recuperation is present in the range of speeds, because thevoltage of the asynchronous traction engine operating on generator mode islarger than the catenary voltage.8

Structural diagram for regenerative braking of AC/AC system electrictraction locomotive and speed–torque characteristics of asynchronous tractionmotor shows regenerative braking diapason only ‒ B.3. Locomotives electrodynamic braking experimental researchMain goals of experimental researches is to perform practical experiments ofthe latest traction rolling stock EJ-575 and ER-20 CF electrodynamic brakingsystems, owned by public limited company Lietuvos Geležinkeliai, and electrodynamicbraking systems and define the kinetic energy management efficiency,economic and other indicators. In order to achieve the major goal, an algorithmfor the research of traction rolling stock EJ-575 and ER-20 CF electrical parametershave been developed, individual measurement diagrams have been developedto select analogous-discreet signal converters. Experimental researches havebeen carried out under actual conditions, i. e. all electric train EJ-575 dynamicparameters have been measured by personal computer using locomotive controlprograms of the companies Škoda Vagonka, Škoda Transportation and SiemensAG on the railway section N. Vilnia–Vilnius–Kaunas and Kaunas–Vilnius–N. Vilnia, locomotive ER-20 CF on the section Vaidotai–Radviliškis andRadviliškis–Vaidotai–Vaidotai. During the research experimental of locomotiveER-20 CF kinetic energy in the electrodynamic braking mode is transformedto heat in braking resistors.Experimental researches have been carried out under actual conditions,i. e. all electric train EJ-575 dynamic parameters have been measured by personalcomputer using locomotive control programs of the companies Škoda Vagonka,Škoda Transportation and Siemens AG on the railway section N. Vilnia–Vilnius–Kaunasand Kaunas–Vilnius–N. Vilnia, locomotive ER-20 CF onthe section Vaidotai–Radviliškis and Radviliškis–Vaidotai–Vaidotai.The values of double-deck electric train EJ-575 energy managementparameters for traction-electrodynamic braking mode have been measured by apersonal computer Fig. 4.The electrodynamic braking energy management efficiency of electrictrain EJ-575 is shown Fig. 5 by braking capacity P B (t) variation diagrams.These diagrams show that in braking cycles: The appropriate areas defined bycurves with the axis of abscissas describe the value of t 1 –t 2 , t 3 –t 4 electrodynamicbraking power P B (t) converting to heat in braking resistors. During theexperimental researches it was identified that kinetic energy electrical trainsEJ-575 during electrodynamic braking transformed to heat in braking resistors.9

Fig. 3. Diagram of research for EJ-575 electric train electrodynamic brakingexperimental parameters when PC is usedFig. 4. Values of parameters of power control for EJ-575 two-stored electric train intraction and electrodynamic braking modes10

The parameters of double-deck electric train EJ-575 have been calculatedin the electrodynamic braking cycles 1S and 2S and presented in Fig. 5.Fig. 5. Curves for omhic power used by EJ-575 two-stored electric train fromthe catenary system in traction and electrodynamic braking cycles:P T (t) – omhic power, kW; P B (t) – electrodynamic braking power, kW; t – time (s)During the experimental researches it was identified that kinetic energyduring electrodynamic braking transformed to heat in braking resistors relatedto train No. EJ 818 (22, 4%), train No. EJ 821 (36, 1%).4. Non-traditional structure locomotive kinetic energy control systemsNon-traditional structure AC/AC current system locomotive kinetic energycontrol scheme (on the left – electric traction locomotives, on the right –locomotives with electric power) is presented in Fig. 6.Fig. 6 presents universal AC/AC current system locomotive kinetic energymanagement system suitable to both electric traction locomotives and diesellocomotives. In order to expand the recuperation braking range in an electrictraction locomotive, to implement recuperation braking system in a diesellocomotive, it is necessary to connect energy storage batteries to intermediateDC circuit through to directions energy control keys. AC/AC current systemlocomotive non-traditional kinetic energy management structure providestheoretical and practical conditions to expand the recuperation braking range inelectric powered locomotives until the full stopping, when the range of speedsB – energy is returned to catenary, A – (Fig. 7) accumulated in energy storagebatteries. AC/AC current system diesel-electric powered locomotive nontraditionalkinetic energy management structure provides theoretical andpractical conditions to implement the recuperation braking system, because11

energy return circuit is formed. Such a circuit does not exist in traditionalstructure diesel locomotives.Fig. 6. Structural diagram of kinetic energy control for non-traditional structure AC/ACsystem locomotives: on the left – electric traction locomotives,on the right – diesel-electric locomotive: Y1, Y2 – control signalsThe author in the article (L. Liudvinavičius et al. 2010) offers to make amanagement system for non-traditional AC/AC current system diesel – electricpowered locomotive electrodynamic braking energy flows as circuit diagram andasynchronous traction motor speed-torque characteristics presented in Fig. 7.Fig. 7. Non-traditional of AC/AC current system diesel-electric powered locomotiveelectrodynamic braking energy flow management circuit diagram and asynchronoustraction motor speed-torque characteristics12

Non-traditional structure diesel-electric powered locomotive, recuperationbraking energy will be used in B and A speed range. In a range of speeds ‒ Bduring recuperation braking energy will be returned to energy storage battery.5. Electric train kinetic energy control systems formation and useof mathematical modelAC/AC current system non-traditional structure electric train energycontrol parameters. Economical usage, consumption from grid and accumulatedin power energy storage batteries, stability of energy system-tractiontransformer parameters, locomotive operation life and other parameters dependupon the automatic management system (AMS). Instability of characteristicsand their possible deviations from nominal values may be fully characterizedby parameter reliability. Calculated AC/AC current system non-traditionalstructure electric traction energy management traction, electrodynamic braking(largest) parameter reliability P 0.The most important parameters of empirical distributions are regarded theaverage (average feature value in a sample) and dispersion (or – average squaredeviation). Non-traditional structure electric train energy managementelectrodynamic braking system presented in graphs is given in Fig. 8.It is possible to describe electromechanical systems in a mathematic modelby using a theory of graphs, whose basis is objective measurement of physicalparameters. By analyzing the results of the measured and calculated nontraditionalelectric train energy and its computer management system it ispossible to assess their value of parametric reliability P 0 in potential(maximum). A theory of graphs is used to assess the value of parametricreliability P 0 .A rule of three sigma: if an accidental value X has been distributed as pernormal law, then it is possible value form the average digresses no further thanwithin 3 standard deviations (through 3 sigmas).Three sigma methods is used for the determination of the maximumAC/AC non-traditional current system locomotive (electrical train) measuredvalue ( I Tr , U Tr , U d , P B , I b, P Σ ) deviations from the arithmetical average with theessence is that the maximum deviations of accidental values do not exceed –3σ. Based on the theory of graphs, in a common case it is possible to write anequation, if one graph peak consists of a few links, then a peak signal isexpressed in an amount:xi= kx 1 1+ k2x2+ ... + kjxj+ kx 1 ' 1= ∑ kx i i+kijx' i . (1)i=113

14Fig. 8. Diagram for electrodynamic braking system of power control in non-traditionalstructure electric train provided in charts

A graph consists of the peaks coupled from arcs (edges). The archesdiverted from the peak does not impact upon the signal x i value.A member k ij x‘ i , on the right side of the equation shows that an arch isassociated with a peak, which shows an internal system element relation, whena transfer ration equals to k ij .. The equations are made as per theory of graphs:x 2 = x 1 + x 3 + x ' 2 ; x 7 = x 1 + x 4 + x ' 7 ; x 3 = x 1 + x 4 + x 11 + x' 3 ;x 8 = x 12 + x ' 8 ; x11 = x3 + x12 + x10 + x ' 11; x 9 = x 2 + x 12 + x' 9 ;x 5 = x 1 + x 4 + x' 5 ; x 6 = x 1 + x 7 + x ' 6 ; x12= x7+ x' 12 ; x2= x6+ x'3+ x'11 ;x10= x8+ x9+ x12+ x' 10 . (2)here: x i – comparative deviation of all the system output parameter; x’ i – comparativedeviation of a separate element output parameter; ∆U d – 4Q outputvoltage deviation of four quadrant converter from the given value in theequations defined as – x 2 . Four quadrant converter 4Q output parameter deviationx 2 may be expressed through the deviations of other system elements. Inthis case, a polar equation:1x2= (7 x1+ 6 x4+ x ' 2+ x ' 3+ x ' 5+ x ' 8+ x ' 9+ x ' 10+ x ' 11+ 4 x ' 12+ 4 x ' 2 ). (3)2Similarly, an equation is formed for the analogous electrodynamicalbraking power regulator:x = 2 x+ x+ x' + x' + x' + x' .(4)2 1 4 6 7 9 11Maximum probability density σ value is described by this functionalsubordination:σ – probability density.1f ( x ) max = .(5)σ 2 πIntermediate probability density values maybe expressed in:f ( x ) = ϕ( σ ).(6)The parameters have been calculated for the non-traditional structureelectrical train energy control traction and electrodynamical braking system.Curves of distribution of non-traditional structure electrical train energycontrol traction and electrodynamical braking system parameters have beenpresented in Fig. 9.15

Fig. 9. Distribution curves of parameters of power control in non-traditional structureelectric train for traction and electrodynamic braking systemHere: σ s – average quadratic energy control system deviation; σ r – electrodynamicalbraking power regulator VS average quadrant deviation; f s (x) –automatic control system (AVS) deviation distribution functional curve; f r (x) –electrodynamic braking power regulator VS deviation distribution functionalcurve; f Σ (x) – total energy control system deviation distribution functional curve.Using author propose electric train kinetic energy control systems mathematicalmodel is possible to calculate deviation distribution function f Σ (x)General conclusions1. Railway energy system catenary DC: 750 V, 1500 V, 3000 V, AC: 15 kV,16 2/3 Hz, 25 kV, 50 Hz are very different. In most cases, they are not appliedto energy return to power systems.2. Recuperation braking range in traditional electrical traction locomotives islow – possible only in large speed-zones, i. e. when the voltage is largerthan the catenary voltage under the traction motors operating in generatormode.3. Recuperation braking in traditional structure locomotives with electrical gearis not possible, because there is no energy return circuit.4. As per performed theoretical and experimental researches in electrical trainsER-9M, EJ-575, locomotives ER-20 CF, it has been defined that kinetic energyis not used in ER-9M, and kinetic energy is used to brake a train in16

electrical trains EJ-575, locomotives ER-20 CF. However, during electrodynamicbraking process it is reduced in braking resistors.5. During the experimental researches with electric train EJ-575 it was identifiedthat 22,4%–36, 1% of kinetic energy during electrodynamic brakingmode transformed to heat in braking resistors.6. Traditional structure DC/DC, AC/DC, AC/AC current system diesel-electricpowered locomotives direct and alternating current traction motors may onlybe realized during the dynamic braking mode.7. The performed experimental researches and calculations show that applyingnon-traditional locomotive kinetic energy management systems it is possibleto reduce about 30–35% of fuel or electrical energy consumption.8. The author's proposed non-traditional locomotives kinetic energy managementsystems expand the options for recuperation braking energy control,provides theoretical and practical conditions to use the recuperation brakingin locomotives with electrical power.9. All non-traditional locomotives kinetic energy management systems intendedto train kinetic energy use, which do not contradict to theoretical restrictionsof traction motor operating in a generator mode and recuperation braking tobe used in traction rolling stock with electric power large B and small Aspeed ranges.10. Management system of four quadrants applied in electrical traction locomotivesshows theoretical options of electric machines operating in motor orgenerator mode.11. Using 4Q converters of four quadrants in non-traditional structure AC/DC,AC/DC current system electrical traction locomotives, recuperation brakingmay be used in large B and small A speed range. In a range of speeds ‒ Bduring recuperation braking energy will be returned to catenary, in rangeA – to energy accumulation batteries.12. The following must be used to manage non-traditional structure of AC/ACcurrent system locomotive kinetic energy management must: track profilecoordinates received from GPS, Galileo, GLONNASS satellites.The list of published works on the topic of the dissertationLiudvinavičius, L.; Lingaitis, L. P. 2007. Electrodynamic braking in high-speed railtransport // Transport, Vol. 22, No 3. p 178–186. ISSN 1648-4142 (Thomson ISI Webof Science).Liudvinavičius, L.; Lingaitis, L. P.; Dailydka, S.; Jastremskas, V. 2009. The aspect ofvector control using the asynchronous traction motor in locomotives, Transport 24(4),p. 318–324 (Thomson ISI Web of Science).17

Liudvinavičius, L.; Lingaitis, L. P. 2010. New locomotive energy management systems,Maintenance and reliability = Eksploatacja I niezawodność / Polish Academy of SciencesBranch in Lublin 1: p. 35–41 ISSN 1507-2711 (Thomson ISI Web of Science).Liudvinavičius, L.; Lingaitis, L. P.; Bureika, G. 2011. Investigation on Wheel-sets Slipand Control Problems of Locomotives with AC Traction Motors // Eksploatacja iniezawodność=Maintenance and reliability / Polish Academy of Sciences Branch inLublin. ISSN 1507-2711, Iss. 4, p. 21–28 (Thomson ISI Web of Science).Liudvinavičius, L.; Bureika, G. 2011. Theoretical and practical perspectives of diesellocomotive with dc traction motors wheel-sets’ slipping and sliding control // Transport.Volume 26 (4) p. 335–343 ISSN1648-4142 (Thomson ISI Web of Science).In the other editionsLingaitis, L. P.; Liudvinavičius, L. 2006. Electric drives of traction rolling stocks withAC motors, Transport 21(3) p. 223−229.Liudvinavičius, L.; Lingaitis, L. P. 2009a. Locomotive energy savings possibilities //Transport problems: International Scientific Journal, Volume 4, Issue 3, Part 1. ISSN1896-0596. Gliwice, p. 35–41.Liudvinavičius, L.; Lingaitis, L. P. 2009b. New technical solutions of using rolling stockelectrodynamical braking // Transport problems: International Scientific Journal, Volume4, Issue 2. ISSN 1896-0596. Gliwice, p. 23–35.Liudvinavičius, L.; Lingaitis, L. P. 2011a. Management of Locomotive Tractive EnergyResouces / Liudvinavičius, L.; Lingaitis, L. P. // Energy Management Systems Rijeka,Croatia: InTech, b). ISBN 9789533075792, p. 199–222.Liudvinavičius, L.; Lingaitis, L. P. 2011b. Locomotive kinetic energy managament //Transport problems: International Scientific Journal, Volume 6, Issue 3. ISSN 1896-0596. Gliwice, p. 135–142.Liudvinavičius, L.; Djakov, V. A.; Mirgorodskaja, A. I. 2009. Impact of electromagneticphenomena on automatics, telemechanics and traffic control systems in DCand AC contact network‘s power supply joint stations // Proceedings of the 6th InternationalScientific Conference „TRANSBALTICA 2009“, April 22–23, 2009, VilniusGediminas Technical University, Lithuania. ISSN 2029-2376 print. ISSN 2029–2384online. Vilnius: Technika, p. 129–133.Bureika, G.; Liudvinavičius, L. 2011. New approach to quantitative estimation of railwayinteroperability // Proceedings of the 7 th International Scientific Conference„TRANSBALTICA 2011“, May 5–6, 2011, Vilnius Gediminas Technical University,Lithuania. ISSN 2029-2376 print. ISSN 2029–2384 online. Vilnius: Technika, p. 24–29.Liudvinavičius, L.; Gelumbickas, G. 2011. News generation electric multiple units energysaving systems // Proceedings of the 7 th International Scientific Conference18

„TRANSBALTICA 2011“, May 5–6, 2011, Vilnius Gediminas Technical University,Lithuania. ISSN 2029-2376 print. ISSN 2029–2384 online. Vilnius: Technika, p. 91–94.About the authorLionginas Liudvinavičius was born on 5 November 1952 in Naciūnaivillage, Kėdainiai district. In 1975 he graduated from Electrical Power Facultyof Kaunas Politechnical Institutes (now Kaunas University of Technology ) andacquired engineer-electrician qualification. Production record of experience inrailway transport mis 25 years. He started his production activities assupervisor by heading to a group of 60 people (in 1975–1983). In 1983–1991he worked as head of electric train depot. In 1991–1995 he worked as head oflocomotive service at state company “Lietuvos geležinkeliai”. In 1996–2000 heworked as head of Vilnius locomotive depot.He has prepared about 350 locomotives drivers, 90 bachelors and masterin transport engineering. In 1998 he was awarded by badge of honour to railmanunder the order of Ministry of Transport and Communication, under orderissued by general director of “Lietuvos geležinkeliai” he was awarded bysecond grade award badge for the merits to Lithuanian Railways. LionginasLiudinavičius has been a member of Scientific Technical Society, a member ofRailway Union, Railway expert.At present – lector in railway transport department of Vilnius GediminasTechnical University.LOKOMOTYVŲ ELEKTRODINAMINIO STABDYMOEFEKTYVUMO TYRIMASMokslo problemos aktualumas. Europos Sąjungos šalių spartus socialinisir ekonominis vystymasis, technikos raida, pasaulinės prekybos globalizacijostendencijos sukelia didžiulį aukštos kokybės transporto paslaugų poreikį. VakarųEuropos šalys ekonominėmis ir teisinėmis priemonėmis dėl saugos, ekologijosbei elektros energijos ir kitų išteklių taupymo siekia skatinti keleivių ir kroviniųvežimą geležinkeliu. Kaip pagrindinė elektros energijos ir kitų ištekliųtaupymo priemonė geležinkelio transporte yra lokomotyvų elektrodinaminiostabdymo sistemų tobulinimas. Šis disertacinis darbas kaip tik ir skiriamas minėtiemsuždaviniams spręsti.Tyrimų objektas. DC/DC, AC/DC, DC/AC, AC/AC srovės sistemų lokomotyvųelektrodinaminio stabdymo energijos srautų valdymas.Darbo tikslas ir uždaviniai. Pagrindinis darbo tikslas ‒ teoriškai ir eksperimentiškaiištirti DC/DC, AC/DC, DC/AC, AC/AC srovės sistemos lokomoty-19

vų ir kontaktinio tinklo energijos valdymo principus bei įvertinti jų energijosnaudojimo efektyvumo lygį, pagrįsti elektrovežių, elektrinių traukinių, metro,tramvajų rekuperacinio stabdymo energijos valdymo diapazono išplėtimą, rekuperaciniostabdymo galimybę šilumvežiuose.Darbo tikslui pasiekti darbe reikia spręsti šiuos uždavinius:1. Išanalizuoti mokslo publikacijas, nagrinėjančias lokomotyvų elektrodinaminiostabdymo sistemų efektyvumą. Išnagrinėti teorines ir praktiniotaikymo problemas ir jų sprendimo būdus.2. Ištirti DC/DC, AC/DC, DC/AC, AC/AC srovės tipo lokomotyvų ir kontaktiniotinklo tradicines energijos valdymo sistemas ir pateikti teoriniusbei praktinius sprendimus jiems tobulinti.3. Ištirti teorines prielaidas ir pateikti praktinius sprendimus rekuperaciniamstabdymui šilumvežiuose realizuoti.4. Sudaryti naują elektrinio traukinio elektrodinaminio stabdymo sistemosenergijos valdymo matematinį modelį.5. Sudaryti DC/DC, AC/DC, DC/AC, AC/AC srovės tipo lokomotyvų irkontaktinio tinklo naujas energijos valdymo sistemas.Tyrimų metodika. Darbe taikyti regresinės analizės, matematinio modeliavimo,globalios optimizacijos metodai.Darbo mokslinis naujumasRengiant disertaciją gauti šie transporto inžinerijos ir elektros inžinerijosmokslui nauji rezultatai:1. Išnagrinėtos teorinės prielaidos ir pateikti praktiniai sprendimai visai lokomotyvųkinetinei energijai naudoti elektrodinaminio stabdymo metu.2. Sudarytos rekuperacinio stabdymo energijos valdymo matematinės irgrafinės priklausomybės.3. Išnagrinėtos teorinės prielaidos ir pateikti praktiniai sprendimai rekuperaciniamstabdymui šilumvežiuose realizuoti.4. Sudarytos DC/DC, AC/DC, DC/AC, AC/AC srovės tipo lokomotyvų irkontaktinio tinklo netradicines energijos valdymo sistemos sumažinselektros energijos, degalų sąnaudas 25−30 %.5. Matematinio modelio pritaikymas leidžia apskaičiuoti netradicinės sandaroselektrinio traukinio elektrodinaminio stabdymo energijos valdymosistemos parametrų skirstinio kreives.Darbo rezultatų praktinė reikšmė. Darbo rezultatai suteikia galimybępraktiniams sprendimams rekuperaciniam stabdymui šilumvežiuose realizuoti.Iš gautų rezultatų galima sukurti DC/DC, AC/DC, DC/AC, AC/AC srovės sistemųnaujos kartos lokomotyvus arba modernizuoti eksploatuojamus, įdiegiantenergijos taupymo sistemas. Sukurti kontaktinio tinklo netradicines energijos20

taupymo sistemas. Sumažinti lokomotyvų elektros energijos, degalų sunaudojimą25−30 %.Ginamieji teiginiai1. Sukūrus netradicinės sandaros lokomotyvų energijos valdymo sistemaslokomotyvų elektros energijos, degalų sunaudojimas sumažės iki25−30 %.2. Naujos traukos riedmenų rekuperacinio stabdymo energijos valdymosistemos gali būti taikomos DC/DC, AC/DC, DC/AC, AC/AC srovėssistemų lokomotyvuose.3. Rekuperacinio stabdymo sistema bus realizuota šilumvežiuose ir dyzeliniuosetraukiniuose su elektros pavara .4. Taikant matematinį modelį galima apskaičiuoti netradicinės sandaroselektrinio traukinio energijos valdymo traukos, elektrodinaminio stabdymosistemos parametrus.Darbo rezultatų aprobavimas. Disertacijos tema yra atspausdinta 13mokslinių straipsnių: penki – mokslo žurnaluose, įtrauktuose į Science CitationIndex Expanded (Web of Science) sąrašą, vienas – kitose tarptautinėse duomenųbazėse referuojamuose žurnaluose, keturi straipsniai recenzuojamuose moksložurnaluose anglų, vokiečių ar prancūzų kalbomis, 3 straipsniai recenzuojamojeLietuvos tarptautinės konferencijos medžiagoje. Disertacijoje atliktų tyrimųrezultatai buvo paskelbti 4 tarptautinėse mokslinėse konferencijose.Darbo struktūra. Disertaciją sudaro įvadas, penki skyriai ir bendrosios išvados,literatūros sąrašas ir šaltiniai, autoriaus publikacijų disertacijos temasąrašas bei priedai.Darbo apimtis yra 154 puslapiai be priedų, tekste panaudotos 75 numeruotosformulės, 79 paveikslai ir 21 lentelė. Rašant disertaciją buvo naudotasi 100literatūros šaltinių. Priedai pateikti kompaktiniame diske.Pirmajame skyriuje išanalizuoti pastarųjų metų moksliniai darbai, susiję sulokomotyvų frikcinių ir elektrodinaminio stabdymo sistemų tobulinimu, elektrosmašinų, statinių keitiklių sandara ir valdymu.Antrajame skyriuje analizuojamos esamos tradicinės sandaros lokomotyvųsu elektros pavara elektrodinaminio stabdymo sistemos, kurios vyrauja pasauliogeležinkeliuose.Trečiajame skyriuje pateikiami praktiniai dviaukščių traukinių EJ-575, šilumvežiųER-20 CF elektrodinaminio stabdymo sistemų efektyvumo tyrimai irgautos išvados.Ketvirtajame skyriuje pateiktos netradicinių sandarų lokomotyvų elektrodinaminiostabdymo sistemų sudarymo teorinės prielaidos ir praktiniai sprendimai.Nagrinėjamos naujos lokomotyvų elektrodinaminio stabdymo sandarossistemos, leidžiančios ženkliai sumažinti elektros energijos, degalų sąnaudas.21

Penktasis skyrius skirtas netradicinės sandaros elektrinio traukinio energijosvaldymo elektrodinaminio stabdymo sistemos matematiniam modeliui sudaryti.Disertacijos pabaigoje pateikiamos bendrosios išvados.Bendrosios išvados1. Geležinkelio energetinės sistemos kontaktinio tinklo įtampos DC:750 V, 1500 V, 3000 V, AC: 15 kV, 16 2/3 Hz, 25 kV, 50 Hz labai įvairios irdaugeliu atvejų nepritaikytos energijos grąžinimui energetinei sistemai.2. Tradicinės sandaros elektrinės traukos lokomotyvuose rekuperaciniostabdymo diapazonas mažas – galimas tik didelių greičių zonoje, t. y. tik esanttraukos variklių, veikiančių generatoriniu režimu, įtampai didesnei užkontaktinio tinklo įtampą.3. Rekuperacinis stabdymas tradicinės sandaros šilumvežiuose su elektrospavara negalimas – nėra energijos grąžinimo grandinės.4. Pagal atliktus teorinius ir eksperimentinius tyrimus elektriniuosetraukiniuose ER-9M, EJ-575, šilumvežiuose ER-20 CF, nustatyta, kad ER-9Mkinetinė energija nenaudojama, o elektriniuose traukiniuose EJ-575,šilumvežiuose ER-20 CF, kinetinė energija naudojama sąstatui stabdyti, tačiauelektrodinaminio stabdymo proceso metu gesinama stabdymo rezistoriuose.5. Eksperimentiniais tyrimais nustatyta, kad 22,4 %–36,1 % elektriniotraukinio EJ-575 kinetinės energijos virto šiluma stabdymo rezistoriuoseelektrodinaminio stabdymo metu.6. Tradicinės sandaros DC/DC, AC/DC, AC/AC srovės sistemosšilumvežių nuolatinės ir kintamosios srovės traukos variklių elektrinisstabdymas gali būti realizuotas tik dinaminio stabdymo būdu.7. Atlikti eksperimentiniai tyrimai ir skaičiavimai parodo, kad, taikantsukurtą netradicinę lokomotyvų kinetinės energijos valdymo sistemą, galimasumažinti iki 30–35 % degalų ar elektros energijos.8. Autoriaus pasiūlytos netradicinės lokomotyvų kinetinės energijosvaldymo sistemos išplečia rekuperacinio stabdymo energijos valdymogalimybes, sudaro teorines ir praktines prielaidas rekuperacinį stabdymąnaudoti šilumvežiuose su elektros pavara.9. Norint naudoti visą traukinio kinetinę energiją, pateiktos netradicinėslokomotyvų kinetinės energijos valdymo sistemos, kurios neprieštarauja elektrosmašinų, veikiančių generatorių režimu teoriniams apribojimams ir įgalinatraukos riedmenyse su elektros pavara naudoti didelių B ir mažų A greičių diapazonerekuperacinį stabdymą.22

10. Keturių kvadrantų valdymo sistema, taikoma elektrinės traukoslokomotyvuose, sudaro teorines galimybes elektros mašinai veikti variklio argeneratoriaus režimais.11. Netradicinės sandaros AC/DC, AC/AC srovės sistemos elektrinėstraukos lokomotyvuose, naudojant keturių kvadrantų 4Q keitiklius,rekuperacinį stabdymą galima naudoti didelių B ir mažų A greičių diapazone.Greičių diapazone – B rekuperacinio stabdymo metu energija bus grąžinta įkontaktinį tinklą, A diapazone – į energijos kaupimo baterijas.12. Netradicinės sandaros AC/AC srovės sistemos lokomotyvų kinetineienergijai valdyti tikslinga naudoti sistemas, kelio profilio pokyčio koordinatesgaunant iš GPS, Galileo, GLONNASS palydovų.Trumpos žinios apie autoriųLionginas Liudvinavičius gimė 1952 m. lapkričio 5 d. Kėdainių rajonoNaciūnų kaime. 1975 m. baigė Kauno politechnikos institutą instituto (dabarKTU) Elektrotechnikos fakultetą ir įgijo inžinieriaus elektriko kvalifikaciją.Gamybinis stažas geležinkelio transporte – 25 metai. Gamybinę veikląpradėjęs 1975 m., 1975–1983 metais vadovavo 60 žmonių kolektyvui ir ėjocecho viršininko pareigas. 1983–1991 metais dirbo Elektrinių traukinių depoviršininku. 1991–1995 metais dirbo Valstybinės įmonės „Lietuvos geležinkeliai“Lokomotyvų tarnybos viršininku. 1996–2000 metais ėjo Vilniaus lokomotyvųdepo viršininko pareigas. Parengė apie 350 mašinistų, 90 transporto inžinerijosbakalaurų ir magistrų. 1998 m. apdovanotas „Garbės geležinkelininkoženklu“, 2010 m. apdovanotas antrojo laipsnio ženklu už nuopelnus Lietuvosgeležinkeliams. Lionginas Liudvinavičius yra mokslinės techninės draugijos,Geležinkelininkų sąjungos narys, geležinkelių transporto ekspertas.Šiuo metu dirba lektoriumi Vilniaus Gedimino technikos universitetoGeležinkelių transporto katedroje.23

Lionginas LIUDVINAVIČIUSINVESTIGATION OF LOCOMOTIVE ELECTRODYNAMIC BRAKINGSummary of Doctoral DissertationTechnological Sciences, Transport Engineering (03T)Lionginas LIUDVINAVIČIUSLOKOMOTYVŲ ELEKTRODINAMINIO STABDYMO EFEKTYVUMOTYRIMASDaktaro disertacijos santrauka Technologijos mokslai,transporto inžinerija (03T)2012 12 10. 1,5 sp. l. Tiražas 70 egz.Vilniaus Gedimino technikos universitetoleidykla „Technika“,Saulėtekio al. 11, 10223 Vilnius,http://leidykla.vgtu.ltSpausdino UAB „Ciklonas“J. Jasinskio g. 15, 01111 Vilnius24