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This document and its contents are the property of Bombardier Inc. or its subsidiaries. This document contains confidential proprietary information. The reproduction, distribution, utilization or the communication of this document or any part thereof, without express authorization is strictly prohibited. Offenders will be held liable for the payment of damages. Delhi Metro Rail Corporation (DMRC) is granted the right to use, copy, and distribute this document, if and as far as such right is needed for the use, operation, maintenance, and repair of vehicles delivered under the DMRC Delhi Metro RS2 Contract. 2008, Bombardier Inc. or its subsidiaries. All rights reserved.
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Revision B: Reason for revision: Description of revision:
2009-06-25
2009-05-26 2009-05-27
Technical-content
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2. Design
2.1. 2.2. 2.3. 2.4.
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Train Layout ............................................................................. Circuit diagram ........................................................................ Equipment Location ................................................................. Equipment details .................................................................... 2.4.1. Traction Converter ......................................................... 2.4.2. Filter Box ....................................................................... 2.4.3. Electro-mechanical drive ............................................... 2.4.4. Speed sensor ................................................................ 2.4.5. Propulsion control equipment ........................................
3. Function
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3.1. Propulsion overview ................................................................ 3.1.1. Activation & Deactivation ............................................... 3.2. Traction converter .................................................................... 3.3. Filter box .................................................................................. 3.4. Traction motor ......................................................................... 3.5. Traction gear ........................................................................... 3.6. Speed sensor .......................................................................... 3.7. Converters control ................................................................... 3.8. Cooling .................................................................................... 3.8.1. Traction converter ......................................................... 3.8.2. Filter box ....................................................................... 3.8.3. Traction Motor ............................................................... 3.9. Abnormal operation .................................................................
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1. Purpose
1.1. Introduction
1.1.1. Purpose The purpose of the document is to describe the propulsion system for the Delhi Metro RS2 train. The document contains general information about the propulsion system and its components, together with function and design. 1.1.2. Abbreviations/Acronyms AC 2QC 4QC AU AX-unit BC CB CCU DC DC-link DCU DCU/A DCU/L DCU/M DT car ECN EMU FB GW HMI HV IGBT LC M car MC MIO-unit MT 2-Quadrant ConverterAlternating Current Two Quadrant Converter Four Quadrant Converter Auxiliary converter Unit (AU 1420) Analogue input/output unit Battery Charger Contactor Box Central Control Unit Direct Current The DC side of the converter Drive Control Unit Drive Control Unit/Auxiliary converter Drive Control Unit/Line converter Drive Control Unit/Motor converter Driving Trailer car Ethernet Consist Network Electrical Multiple Unit Filter Box Gateway Human Machine Interface High Voltage Insulated Gate Bipolar Transistor Line Converter Motor car Motor Converter Modular Digital input/output unit Main Transformer
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System description Propulsion system Multifunction Vehicle Bus Over Voltage Protection Pulse Width Modulation Surge Arrestor Trailer car with pantograph and without drivers cab Traction Converter (TC 1420) Train Control and Management System Train Diagnostic System
2. Design
2.1. Train Layout
Delhi Metro train is designed for a line voltage supply of 25 kV with a maximum service speed of 85 km/h. 4-Car layout The four car train is formed with two train base units [DT-M] with respect to the high voltage, propulsion and auxiliary power supply systems. These two base units are identical and coupled as shown inFigure 1, page 6 . The four-car train consists of 16 axles of which 50% are driven.
Figure 1.
6 & 8-Car layout Different train configuration with six-cars or eight-cars is obtained by adding a new car T, which consists of similar propulsion system as that of DT car. The alternate train configurations are as shown below:
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Figure 2.
Figure 3.
Hence, there are two types of train base units uses three types of cars. They are DT-M train base unit 1 T-M train base unit 2 These train base units are coupled to form four-car or six-car or eight-car train as shown above. The design and the equipment in both the train base units are identical.
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
Pantograph Earthing Switch Line Circuit Breaker Line Voltage Transformer Surge Arrestor Line Current Transformer Transient Inductor Main Transformer Line Interference Filter Contactor Box Traction Converter, TC1420 Filter Box Traction Motor Auxiliary converter, AU1420 Return Current Transformer Grounding brush Fuse
Figure 4.
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1 2 3
Figure 5.
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Figure 6.
Traction motor, gear, reaction rod and coupling together called as electromechanical drive system.
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Figure 7.
The Traction Converter (TC) is located in the under-frame of an M car. TC houses Line Converters (LC) and Motor Converter (MC). It is designed to seal totally the sensitive components as well as electronic devices from outside air in closed compartment. All control and supervision within the Traction converter unit is done in the micro-processor based drive control unit DCU/L and DCU/M. 2.4.2. Filter Box
Figure 8.
Filter Box
The Filter Box is located in the under-frame of an M car. Filter Box consists of 2nd harmonic link inductor, its capacitors, the discharging resistor and the over voltage resistor. FB also houses the mid-point earth device as well as the Earth fault protection. The DC-link earth switch is integrated in the Filter Box.
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The mechanical drive system is a single axle transverse and partly suspended system. It consists of an electric AC motor, a gear box and a gear coupling. Traction motor
1 2
Figure 9.
Traction motor
The traction motor is a three-phase, squirrel-cage, asynchronous motor transforms electrical power into mechanical power during tractive mode and transforms mechanical power into electrical power during braking. The traction motors are mounted and fixed in 3 points to the bogie frame by elastic elements. The motor is equipped with two bearings. The bearing at the non drive end is insulated and the bearing at the drive end is not insulated. Gear box
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1 2
Figure 10.
The gear box is of type two-stage helical gear, one end riding on the wheel axle with parallel shafts. The gears and bearings are splash lubricated with oil and the gearbox is self-contained. The gear housing is cast of Spheroidal graphite iron and can be divided in an upper and a lower half. The low speed gear wheel is fit on the wheel axle by a shrink fit. Reaction Rod A torque reaction rod as shown inFigure 10, page 13 acts as a resilient link between the bogie and the gearbox. Its purpose is to flexibly absorb torque loads from the axlemounted gearbox and hold the gearbox in position and thereby also lower the weight directly supported by the axle. Gear coupling
Figure 11.
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The flexible gear coupling allows movements between traction motor and gearbox. The coupling comprises two halves joined by a bolted flange, one half being shrink fitted to the motor shaft and one half to the gearbox input shaft as shown in Figure 11, page 13. The coupling hubs have oil injection holes for installation and removal purposes. Each half coupling consists of a geared hub and a flange gear with internal teeth. The hub is mounted on its taper shaft with interference fit. It contains crowned gear teeth of a special shape, which allows the mating flange gear to swivel freely while driving. To permit angular misalignment between the hub and flange gear the gear teeth have an initial backlash when fully aligned. The flanged gears are joined by a series of high tensile bolts with self-locking nuts which are torque tightened when fitted. Each coupling half has an initial grease filling. The grease is retained in the coupling teeth by a sealing arrangement. 2.4.4. Speed sensor The gearbox is provided with a toothed speed sensor wheel on the pinion for measuring actual motor speed by means of an active type speed sensor. The speed sensor wheel is of Ferro-magnetic steel. The speed sensor as shown in Figure 10, page 13 is mounted on the gearbox in the motor bogie. It is one speed sensor per traction gear. 2.4.5. Propulsion control equipment The propulsion system consists of Drive Control Unit (DCU2) and I/O-modules (AX and DX). These are connected to Vehicle Control Unit (VCU) for control and manage the train. The architecture of train control network (TCN) for 8 car train configuration is shown in the Figure 12, page 15 .
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Figure 12.
3. Function
3.1. Propulsion overview
The main task of the propulsion system is to convert the main transformer output power into tractive power at the wheels of the vehicle.
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Figure 13.
The propulsion system is defined as the system from Line converters in Traction converter unit, TC1420 to and including the traction gears. One TC1420 (two LC and one MC) as shown in Figure 13, feeds two Traction Motors in one bogie. The system is able to operate in both driving and braking mode and hence transform electrical energy in to mechanical energy during driving and vice versa during braking. During braking, electrical braking will be prioritized up to its capacity limit. The propulsion system is protected against permanent damage in over voltage, over current, earth fault and high temperature. MITRAC CC Drive Control Units (DCUs) control all converters, together with MITRAC CC I/O units the DCUs communicates with the MITRAC CC Car Control Unit (CCU) via the standardized MITRAC CC Multifunction Vehicle Bus (MVB). These devices are part of the MITRAC Train Control and Management System (TCMS). For more details of TCMS refer 3EST000217-6242 . 3.1.1. Activation & Deactivation Activation and deactivation of the propulsion system is obtained through the charging circuit located in contactor box (CB). The charging circuit connects the main transformer to the line converter (LC) in a controlled way and to be able to isolate a defective propulsion system. Start of the Line converter is inhibited by closing charging contactor as shown in Figure 14, page 17.
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Figure 14.
Contactors control
When activating the propulsion system, the charging contactor first connects the line converter to the main transformer through the charging resistor, which limits the initial current charging the DC-link. Thereafter, when the DC-link voltage has reached a sufficient level the separation contactor is closed and the charging contactor is open. Opening/closing of the charging and separation contactors is controlled by DCU/L.
Figure 15.
The main objective of the traction converter (TC1420) is to convert the MT output to suitable voltage required for Traction Motors (TM). That is TC1420 produces a 3-phase variable voltage and variable frequency (VVVF) using pulse width modulation (PWM) technique. This conversion is done in two steps by use of the following:
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Delhi Metro RS2 Line converter (LC) Motor converter (MC) Line Converter
The line converter rectifies the AC output from the main transformer into a stable DC-link voltage using two four-quadrant converters operated in a step-up mode. Motor Converter The motor converter generates a three-phase variable voltage, variable frequency (VVVF) that powers the traction motors. Switching to braking reverses the direction of the power and makes the traction motors act as generators. The mechanical energy is converted to electrical energy that is normally fed back to the line to power other trains. This will reduce the total power consumption of the train during operation.
Figure 16.
Electrically, the Filter box (FB) is situated between the LC and MC. The main objective of the FB is to filter and stabilise the DC voltage that comes out of the LC and goes into the MC as shown in Figure 16, page 18): To compensate for the inherent power ripple of the AC-line power, a filter tuned to the double line voltage frequency is installed on the DC-link. The DC-link serves as a voltage source for the motor converter and as an energy buffer. The FB provides the other functions Over voltage protection Earth fault detection Earthing switch for Dc-link discharging
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Figure 17.
These devices are connected to the overall TCMS for the train, which is built around the standardized Multifunction Vehicle Bus (MVB). The DCU is built as a single board computer, with multiprocessor design to provide suitable environment for the different parts of the software. By
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downloading a specific package of software, each converter control listed below can be formed to provide the required functionality. Line Converter Control (DCU/L) - supervises and controls the functions in the Line Converter (LC) Motor Converter Control (DCU/M) - supervises and controls the functions in the Motor Converter (MC) Downloading of software is done via the IP network interface. Several such systems are put together via MITRAC CC Train Control Network going through the whole train. All the necessary information is exchanged between the DCUs and other devices of TCMS Via the MVB. The communication includes control signals, status and fault annunciation. The data flow is shown in Figure 18, page 20.
Figure 18.
The CCU communicates with the TCU (SW unit Standard Propulsion Interface (SPIF)) in the traction converter and the DCU/A in the auxiliary converter. All the communication is done via the bus master CCU and no communication is possible directly between the DCUs. Hence the communication between SPIF and DCU/M is performed via telegrams configured in the bus master CCU. The most important signals between TCU and CCU are listed below: Input to TCU Charging command traction/braking command (for activation of the pulsing) Driving direction of the vehicle Tractive/braking effort reference) vehicle speed Output from TCU Achieved tractive/braking effort
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System description Propulsion system Available braking effort Axle speeds Fault indication TDS diagnostics data sets
3.8. Cooling
3.8.1. Traction converter TC1420 is forced air cooled by providing two cooling fans namely, external (main) and internal fans. External fan has two speed setting low and high. The external fan is controlled by the DCU/A, using fan contactors. The fan motor is protected from over currents by motor circuit breakers. 3.8.2. Filter box All components in the FB are self ventilated in order to have effective natural cooling. 3.8.3. Traction Motor The motor is forced ventilated type and is cooled by air from an external fan. One fan serves the two motors in one bogie. The cooling air is directed at the parts where losses are generated, for example the stator coil overhang, the stator and rotor laminations, the rotor winding and the bearings. The fan motors are controlled by means of contactors for operation at low respective high speed and protected by motor protection breakers. The contactors are controlled by the CCU via DCU/M.
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4. Technical Specification
4.1. Electrical data
Line voltage Line voltage for full performance Line voltage for reduced performance Main Transformer Out put to LC 22.5-27.5 kV 17.5-19.0 kV & 27.5-29.0 kV 930 V AC 1-Phase
The line circuit breaker LCB is open if the line voltage is outside the range 17.5 kV to 30 kV (or higher than 27.5 kV for more than 5 minutes). Traction converter Type 4 QC Switching frequency Converter Switching frequency, asynchronous Converter Switching frequency, max TC1420 450 Hz 550 Hz 650 Hz
Line Converter (LC) Phase-to-phase voltage Fundamental frequency 837 V 1115 V 48-52 Hz
Motor Converter (MC) Phase-to-phase voltage driving (UDC=1650V) Phase-to-phase voltage breaking (UDC=1800V) Stator frequency DC-link voltage 0 1287 V 0 1404 V 0-145 Hz 1650 V for motoring 1800 V for braking DC-link capacitance, total Charging resistor, resistance Discharging resistor 2 x 4.0 mF 22.3 W 30 kW
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System description Propulsion system Resonance frequency Capacitance Inductance 95.1 Hz 7.80 mF (3 x 2.6 mF) 0.359 mH
Over voltage protection Resistor, resistance Activation level Deactivation level 1.9 W 2010 V 1850 V
Traction motor Traction motor type Power Base speed Maximum wheel diameter difference within one motor bogie for full performance MJA 250-13 250 kW (continuous) 1919 rpm 5 mm
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NOTE: The temperature of the metal surfaces of the vehicles when exposed directly to the sun, for long periods of time, may be assumed to rise to 70 C.
5. Reference Standards
IEC 60077 IEC 60850 IEC 60913 IEC 60529 IEC 61373 IEC 349-2, 2002 IEC 34-6, IC 01 Rules for electric traction equipment Supply voltages of traction systems Electric Traction Overhead Lines IP-classes Shock and vibration tests Traction motor standard Traction Motor Ventilation
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