3EGM042500-2145
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System description
Propulsion system Delhi Metro RS2
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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System description Propulsion system
Delhi Metro RS2
Revisions: Revision B: Reason for revision:
Description of revision:
Dr. Heinz Flerlage
2009-06-25
Revision A: Reason for revision:
Description of revision: First Issue
Endorsements: Dr. Harry Reinold
2009-05-26
Dr. Heinz Flerlage
2009-05-27
Technical-content
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System description Propulsion system
Table of contents Revisions
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1. Purpose
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1.1. Introduction .............................................................................. 1.1.1. Purpose ......................................................................... 1.1.2. Abbreviations/Acronyms ................................................
5 5 5
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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 ........................................
6 7 9 10 10 10 10 10 10
2. Design 2.1. 2.2. 2.3. 2.4.
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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 .................................................................
15 15 17 18 19 19 19 19 21 21 21 21 21
3. Function
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4. Technical Specification 5. Reference Standards
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Delhi Metro RS2
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System description Propulsion system
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
2-Quadrant ConverterAlternating Current
2QC
Two Quadrant Converter
4QC
Four Quadrant Converter
AU
Auxiliary converter Unit (AU 1420)
AX-unit
Analogue input/output unit
BC
Battery Charger
CB
Contactor Box
CCU
Central Control Unit
DC
Direct Current
DC-link
The DC side of the converter
DCU
Drive Control Unit
DCU/A
Drive Control Unit/Auxiliary converter
DCU/L
Drive Control Unit/Line converter
DCU/M
Drive Control Unit/Motor converter
DT car
Driving Trailer car
ECN
Ethernet Consist Network
EMU
Electrical Multiple Unit
FB
Filter Box
GW
Gateway
HMI
Human Machine Interface
HV
High Voltage
IGBT
Insulated Gate Bipolar Transistor
LC
Line Converter
M car
Motor car
MC
Motor Converter
MIO-unit
Modular Digital input/output unit
MT
Main Transformer
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Delhi Metro RS2 MVB
Multifunction Vehicle Bus
OVP
Over Voltage Protection
PWM
Pulse Width Modulation
SA
Surge Arrestor
T car
Trailer car with pantograph and without driver’s cab
TC
Traction Converter (TC 1420)
TCMS
Train Control and Management System
TDS
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.
Four-car [DT-M-M-DT] Train configuration
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.
Six-car [DT-M-T-M-M-DT] Train
Figure 3.
Eight-car [DT-M-T-M-T-M-M-DT] Train
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.
2.2. Circuit diagram The main power circuit of one train base unit is shown in Figure 4, page 8 .
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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.
Catenary power distribution system at vehicle level
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2.3. Equipment Location The equipment of Propulsion system is designed for under slug mounted in M car as shown in Figure 5, page 9 .
1 2 3
Traction Converter, TC1420 Filter box Distibution box
Figure 5.
Location of propulsion components in M-car
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1 2 3
Traction Motor Coupling Gear
Figure 6.
Location of drive system equipment in M-car Bogie
2.4. Equipment details The Propulsion system is designed to generate traction at wheels. The propulsion system consists of the following equipments: • • • • • •
Traction Converter, TC1420 Filter Box Traction Motor Gear Box and Reaction Rod Coupling Speed Sensor
Traction motor, gear, reaction rod and coupling together called as electromechanical drive system.
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System description Propulsion system 2.4.1. Traction Converter
Figure 7.
Traction converter unit
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. Doc state
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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
Motor mounting points Rotational direction
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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System description Propulsion system
1 2
Reaction rod Speed Sensor cable
Figure 10.
Gear box with top cover open
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.
Coupling (Gear and Motor halves)
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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.
TCMS TCN network architecture structure, 4-cars
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.
Block diagram of Propulsion system
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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System description Propulsion system
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.
3.2. Traction converter
Figure 15.
Traction converter Functions
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: Doc state
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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.
3.3. Filter box
Figure 16.
Charging circuit in contactor box
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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3.4. Traction motor The traction motor transforms the electrical power into mechanical power during tractive mode and transforms mechanical power into electrical power during braking. It is specially designed for converter supply and for reducing pulsating torque, losses and noise level caused by the converter supply. The speed and power of the traction motors are adjusted via frequency variation and voltage variation of the traction converter output. The motor is protected from earth fault, over temperature, over load and over speed. The protection and supervision is monitored using DCU/M.
3.5. Traction gear The gear box transmits torque from the motor, via the gear coupling to the wheel axle, and reduces the speed of the motor shaft to a lower speed for the wheel axle. The gear coupling allows movements between traction motor and gear box.
3.6. Speed sensor The purpose of the speed sensor is to measure the number of revolutions of the traction motor shaft, and also to detect the direction of rotation. The measuring signals are received by the DCU/M for measuring and supervision. The speed sensor is connected to the DCU/M via armoured cable with a bayonet locked connector.
3.7. Converters control The control system for the propulsion system is formed by two devices MITRAC® CC Drive Control Units (DCUs) and MITRAC® CC I/O Modules as shown in Figure 17, page 19.
Figure 17.
Principle overview of MITRAC® TCMS
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.
MVB data flow for the CCON devices
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.
3.9. Abnormal operation The motor converter and the line converter are stopped and the DC link is discharged if the motor converter or the line converter is cut-out via the MVB signal. The performance of the Line converter is reduced due to large ripple in DC-link voltage and/or high IGBT, GDU, over current, temperature, low line voltage. The Line converter is deactivated in case faulty IGBT and/or Current sensor, voltage sensor, temperature sensor, high phase current. The Motor converter also deactivates in the similar way as is Line converter deactivates. Deactivation of one or two Line converters in a car leads to deactivation of one or two Motor converters. Then driving system in one car is switched off.
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4. Technical Specification 4.1. Electrical data Line voltage Line voltage for full performance
22.5-27.5 kV
Line voltage for reduced performance
17.5-19.0 kV & 27.5-29.0 kV
Main Transformer Out put to LC
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
TC1420
4 QC Switching frequency
450 Hz
Converter Switching frequency, asynchronous
550 Hz
Converter Switching frequency, max
650 Hz
Line Converter (LC) Phase-to-phase voltage
837 V – 1115 V
Fundamental frequency
48-52 Hz
Motor Converter (MC) Phase-to-phase voltage driving (UDC=1650V)
0 – 1287 V
Phase-to-phase voltage breaking (UDC=1800V)
0 – 1404 V
Stator frequency
0-145 Hz
DC-link voltage
1650 V for motoring 1800 V for braking
DC-link capacitance, total
2 x 4.0 mF
Charging resistor, resistance
22.3 W
Discharging resistor
30 kW
Filter Box 2nd harmonic filter
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System description Propulsion system Resonance frequency
95.1 Hz
Capacitance
7.80 mF (3 x 2.6 mF)
Inductance
0.359 mH
Over voltage protection Resistor, resistance
1.9 W
Activation level
2010 V
Deactivation level
1850 V
Earth fault detection Resistor, Resistance
2 x 64 kW
Traction motor Traction motor type
MJA 250-13
Power
250 kW (continuous) 1919 rpm
Base speed Maximum wheel diameter difference within one motor bogie for full performance
5 mm
Gear Gear ratio
7.346 : 1
Gear type
2 stage
4.2. Mechanical data Equipment
Dimensions
Weight
Traction Converter
2485 x 1084 x 481 mm
416 kg
Filter Box
2485 x 933.5 x 447 mm
300 kg
Traction Motor
875 x 1059 x 578 mm (ø564 mm)
710 kg
Gear box
865 x 575 x 415 mm
360 kg
Coupling
30 kg
Reaction Rod
12 kg
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4.3. Environmental data Description
Limiting Values
Maximum ambient temperature
47 °C
Minimum temperature
3 °C
Humidity
100% saturation during rainy season
Rainfall occurs generally from June to September rainfall in any 24 h period is 50 mm.
Average annual rainfall is approximately 650 mm. Maximum
Atmosphere during hot season
extremely dusty
SO2 level in atmosphere
80-120 mg/m³
Suspended particulate matter in atmosphere
360-540 mg/m³
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
Page
IEC 60077
Rules for electric traction equipment
IEC 60850
Supply voltages of traction systems
IEC 60913
Electric Traction Overhead Lines
IEC 60529
IP-classes
IEC 61373
Shock and vibration tests
IEC 349-2, 2002
Traction motor standard
IEC 34-6, IC 01
Traction Motor Ventilation
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