Typically if aaru is not present then we have the similar device (braking resistor) on train (RST). However, if hypothetically nothing is present, it will lead to overvoltage as energy across capacitor will keeping on increasing. Eventually, DC HSCBs will trip on overvoltage cutting of the supply.
Question: I understand the working principle, but what determines when the energy is too high for the bus, in other words how many trains can get resupplied by another train 's regen braking before it gets consumed by the braking resistor?
Voltage of the DC bus at substation determines the activation of AARU which eventually dissipates the energy in form of heat. This voltage level is set based on voltage limits prescribed by en50163. It is up to the operation time table that how many trains are accelerating in section when other has to brake. In case two train are in section and both brake then all will go to resistor, however if one accelerates it will take the regenerative energy.
Hi sir, in traction system 3rd rail 750V DC or 25kV AC . which is advanced system? i mean AC or DC which is more advanced. Thanks in advance for the reply.
Hi Vignesh, both are good. 750Vdc (3rd rail) is used mostly worldwide compared to 25kV mainly because 25kVac is aesthetically not good and modern cities don't prefer wires hanging around. Also, nowadays in India we have mainly 750Vdc coming in most of the newly launched projects like Agra, Indore, Bhopal since Bangalore and Kochi metro have been successful.
Regen breaking /some insights on physics/well explained. Awaiting part 2 for this video.
Very nicely explained
Many thanks
If the train applies electrical break in the section where neither inverter nor AARU are available, so what will happen?
Typically if aaru is not present then we have the similar device (braking resistor) on train (RST). However, if hypothetically nothing is present, it will lead to overvoltage as energy across capacitor will keeping on increasing. Eventually, DC HSCBs will trip on overvoltage cutting of the supply.
Question: I understand the working principle, but what determines when the energy is too high for the bus, in other words how many trains can get resupplied by another train 's regen braking before it gets consumed by the braking resistor?
Voltage of the DC bus at substation determines the activation of AARU which eventually dissipates the energy in form of heat. This voltage level is set based on voltage limits prescribed by en50163. It is up to the operation time table that how many trains are accelerating in section when other has to brake. In case two train are in section and both brake then all will go to resistor, however if one accelerates it will take the regenerative energy.
Is this bus voltage level the Max that the cables, hardware can dissipate?@@railwayengineeringinsights6463
Hi sir, in traction system 3rd rail 750V DC or 25kV AC . which is advanced system? i mean AC or DC which is more advanced.
Thanks in advance for the reply.
Hi Vignesh, both are good. 750Vdc (3rd rail) is used mostly worldwide compared to 25kV mainly because 25kVac is aesthetically not good and modern cities don't prefer wires hanging around. Also, nowadays in India we have mainly 750Vdc coming in most of the newly launched projects like Agra, Indore, Bhopal since Bangalore and Kochi metro have been successful.
@@railwayengineeringinsights6463 thank you so much for your kind reply sir.
Nice Explanation. Do you know any projects where they have used AARU ?
Thanks...Yes it has been in KL monorail project and others too...
Well explained son.. 👍👌
Its so nice
Many thanks..
Very nice lecture on regenerative braking! Can you please look into how Tesla's regen and how are they so efficient while doing so?
Sure will get back to you on this with a lecture on efficiency... Both in EV and RST
Where are you working currently? I want to contact you.
You can connect me on LinkedIn.
www.linkedin.com/in/sahil-bhagat-0440b439/
Diode clarification excellent
Many thanks..