The linear eddy-current brake (LEB) is employed for the first time in commercial operations on the ICE 3 of Deutsche Bahn (DB). The LEB operates without any wear and independent of mechanical adhesion to the rail. The present paper outlines some of the development steps up to suitability for series production, especially concerning the compatibility to the infrastructure. Focal points of this development concerning the interaction between LEB and signalling components were: a) The development of the concept of a regenerative power supply system from the driving motors without the need of batteries. b) Investigation of various solutions on the LEB to reduce the interference of axle-counters, particularly of the types ZP 43 (Siemens) and ZP 30 (Alcatel). Following some experiments with resonance coils or active antennae on the LEB magnets, a combination of electric modification of the axle-counters and rearrangement of the LEB magnets proved to be purposeful. The LEB magnet now consists of a tripartite, laminated core and a glass-fibre reinforced plastics casing. This measure was adequate, at least for the power supply of the LEB from the train line of the ICEN. The chopper control of the ICE 3 with high-frequency, harmonic ripple of the power supply and the somewhat different dimensions of the magnets on the bogie did, however, necessitate a further modification of the axle-counters and an additional damping coil in series with the LEB coils, as was established during measurements in 1999. As service tests in 2001 revealed frequent signalling failures especially on ZP43 axle counters both LEB and its power supply had been taken under consideration. By the end of December 2002 the LEB was one major source of train failures by grounding faults within the LEB power supply. lnvestigations showed that these were caused by insufficient waterproofness of the cable bushings of the damping coil connection box, unsuitable isolation of the cable-shields and mechanically damaged LEB magnets. The waterproofness and the isolation problems have been solved so far. As a result the rate of incidents caused by the LEB declined rapidly afterwards. The reasons for the mechanical damages are actually under investigation in another interdisciplinary working group. Partial solutions have been found but the work is not completed up to now. Further investigations will concentrate of the interoperability of high-speed trains in Europe.
Experiences with the operation of the Linear Eddy-Current Brake (LEB) in the ICE 3 with respect to the interaction between LEB and infrastructure
2003
10 Seiten, 12 Bilder, 2 Quellen
Conference paper
Storage medium
English
Brake magnetic pole structure for linear eddy current brake device
European Patent Office | 2020
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