government of india ministry of railways training package on ac-dc emu · pdf...

CAMTECH/2010/E/Trg-AC-DC-EMU/1.0

Training Package on AC-DC EMU (Siemens Rake) February 2010

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TRAINING PACKAGE

ON

AC-DC EMU (SIEMENS RAKE)

TARGET GROUP : MOTORMAN & MAINTENANCE STAFF OF AC- DC EMU

Hkkjr ljdkj GOVERNMENT OF INDIA jsy ea=ky;jsy ea=ky;jsy ea=ky;jsy ea=ky; MINISTRY OF RAILWAYS

CAMTECH/2010/E/Trg-AC-DC0EMU1.0

February 2010

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CAMTECH/2009/E/Trg/AC-DC EMU/1.0


2

TRAINING PACKAGE

ON

AC-DC EMU (SIEMENS RAKE)

QUALITY POLICY

“To develop safe, modern and cost

effective Railway Technology

complying with Statutory and

Regulatory requirements, through

excellence in Research, Designs and

Standards and Continual

improvements in Quality Management

System to cater to growing demand of

passenger and freight traffic on the

railways”.



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FOREWORD

With increasing passenger traffic in Mumbai Suburban, reliability of AC-DC EMU has become very important to provide punctual and safe journey to our valued passengers.

This Training Package contains basic knowledge about three phase technology, EMU

rake and various electrical equipments, HT power circuit and auxiliary circuit. Wherever possible, pictorial views have also been given for above. I hope this Training Package will be very useful to our Motormen and Maintenance staff of AC-DC EMUs.

CAMTECH, GWALIOR S. C. SINGHAL Date: 6th April 2010 EXECUTIVE DIRECTOR



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PREFACE

This Training Package on AC-DC EMU (Siemens Rake) is prepared for the guidance of Motormen & Maintenance staff of AC-DC EMU. This will be useful for providing basic awareness training to the motormen and maintenance staff.

This Training Package on AC-DC EMU (Siemens Rake) contains basics of three phase technology, brief description of rake and various electrical equipments provided in the different coaches of the rake. HT power circuit and auxiliary circuit are also described in this training package.

It is clarified that this Training Package does not supersede any existing provisions laid down by RDSO, Railway Board or concerned Railways. It is for guidance only and it is not a statutory document.

I am thankful to CWM EMU Workshop MX, Western Railway and Principal CETI, Thakurli, Central Railway for their valuable suggestions and assistance in preparing this Training Package. I am also thankful to all field personnel who helped us in preparing this document.

Technological upgradation & learning is a continuous process. Please feel free to write to us for any addition/ modification in this Training Package. We shall highly appreciate your contribution in this direction.

CAMTECH, GWALIOR JAIDEEP Date: 02.03.2010 DIRECTOR ELECTRICAL



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CONTENTS

Serial No. Description Page No.

Foreword iii

Preface iv

Contents v

Correction Slip ix

1.0 Introduction 01

1.1 Three phase technology 01

1.2 Control technology 02

1.3 Display support 02

1.4 Auxiliary equipments 02

1.5 Abbreviations 03

2.0 Brief description of EMU 04

2.1 End basic unit 04

2.2 Middle basic unit 04

2.3 Train Formation 05

3.0 Major equipments of DTC 06

3.1 Driving cab 06

3.2 Indication panels 08

3.3 Electronics cabinet DTC 18

4.0 Major equipments of motor coach 20

4.1 Shunting cab 20

4.2 HT Compartment 21

4.3 Roof equipments 23

4.4 Under frame equipment s 23

4.5 Panel in passenger area of MC 23

5.0 Brief description of motor coach electrical equipments 24

5.1 Pre-charging AC contactor 24

5.2 Pre-charging DC contactor 24

5.3 Traction converter cubicle 24

5.4 Earth fault detector 27

5.5 Line filter 27

5.6 Auxiliary converter unit 27

5.7 Pantograph (Type AM 1822) 28

5.8 Surge arrestor 28



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5.9 Line voltage transformer 28

5.10 Line current transformer 29

5.11 Voltage sensing device 29

5.12 Changeover switch AC/DC 29

5.13 Braking resister RS 25.10 29

5.14 High voltage circuit breaker (HVCB) 29

5.15 High speed circuit breaker 29

5.16 AC Earthing switch 29

5.17 DC Earthing switch 30

5.18 Surge arrestor AC 30

5.19 Surge arrestor DC 30

5.20 Traction motors 30

5.21 Traction transformer 31

6.0 Brief description of HT power circuit 32

7.0 Trailer coach 34

7.1 Panel in passenger area of TC 34


7.3 Under frame equipments 34

8.0 Non-driving trailer coach 35

8.1 Panel in passenger area of NDTC 35


8.3 Under frame equipments 35

9.0 Transducers and sensors 35

REFERENCES 36

CAMTECH/2010/E/Trg-AC-DC-EMU/1.0


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1.0 INTRODUCTION

This training package is prepared for the training of motorman and maintenance staff of AC-DC EMU (Siemens rake). Various equipments, switches, MMI displays and all other accessories of Siemens Rake with their locations and functions are described with suitable pictures in this document.

1.1 THREE-PHASE TECHNOLOGY

The vehicle is equipped with a state-of-the-art three-phase drive with asynchronous motor. The advantages over direct current drives are as follows:

• Smooth (Step-less) acceleration.

• Reduced weight

• Wear-resistant drives hence less maintenance and high level of reliability as no wearable part like carbon brushes and commutator.

• Good starting properties

• High tractive force over the whole speed range

• Wear-free regenerative brake for reduced maintenance, increased wheel and other mechanical component life and energy conservation as well

• Easy starting even on gradients

The stator winding of the asynchronous motor consists of coils, which are electrically offset by 120°. If these are connected to a three-phase network, they generate a rotating magnetic field, also known as rotating field.

The rotor consists of one winding which is designed with rods whose ends are

short-circuited by means of rings. This kind of rotor is therefore called short-circuit rotor.

A rotating magnetic field induces an electromagnetic force into the rotor winding.

The electric circuit of the short-circuit rotor is always closed, thus creating a current flow which generates another magnetic field (rotor magnetic field). The rotor magnetic field attempts to catch up with the rotating field in the process. If the rotor rotates faster than the rotating magnetic field, the engine automatically switches into braking mode. This means that by changing the voltage and the frequency, the output (torque) and the speed (number of revolutions per minute) can be altered. The frequencies and the voltages are generated in the current converter. The main components are the four-quadrant converter, the intermediate circuit and the pulse width modulation inverter.

In DC mode, the voltage is fed into the intermediate circuit via a line filter. The

transformer and the four-quadrant converter are therefore not required. After an automatic commutation from AC to DC, the transformer cooling is automatically switched off.

In braking mode, the vehicle can feed the generated energy back into the contact

line network. This is only possible if the network is able to receive the generated energy. If the network is not able to do this, the pneumatic brake is activated.



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1.2 CONTROL TECHNOLOGY

There are two central control units called CCU. These are located in the driver's cab. Apart from the control of the entire train, the CCU also controls the display. The vehicles of one unit and the units themselves are connected to each other via an MVB bus. The MVB is designed redundantly with line A and line B. If the MVB bus is not available despite of this fallback, the vehicle can be operated in degraded operation via the rescue drive mode. This function is only used for clearing the track. In this operating mode, the display is switched off and the auxiliary tell-tale lamps are switched on. All switches, buttons and devices which are controlled via the control technology are connected to a KLIP station.

1.3 DISPLAY SUPPORT

The MMI (Man-Machine Interface) is installed in the driver's cab in the DTC

and informs the driver of the current state of all important functions in the train. The states of functions are indicated to the driver by means of coloured icons. The driver can detect faults at a glance. The display assists the driver during the subsequent error detection. For information on further actions, the driver can call up the corresponding remedy for the error message. Automatic vigilance device has been implemented via the master controller. If the driver releases the vigilance monitoring button during the journey, the brakes are applied automatically and the power of the train is switched off. This only happens during the journey. If the speed is below 5 km/h, this function is disabled. In rescue drive mode, the automatic application of the brakes is immediately initiated even if the vigilance monitoring switch is not actuated and if the speed is below 5 km/h.

1.4 AUXILIARY EQUIPMENT

The three-phase auxiliary equipments are supplied by an auxiliary inverter. The inverter for auxiliary equipment generates the following voltages:

• 415 Volt AC for fans / main air compressor and pumps

• 110 Volt AC for passenger compartment fans and lighting

• 110 Volt DC for the auxiliary air compressor, plugs, battery bus bar, instrument and emergency lighting.

The inverter for auxiliary equipment supplies the three-phase components with a

fixed frequency (50Hz) and voltage. The auxiliary equipment is connected by means of contactors.



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1.5 ABBREVIATIONS

ACU - Auxiliary Control Unit ADC/COS - AC/DC Changeover Switch AFB - Automatic Traction/ Brake Control (Cruise Control AM - Shut Off Valve (Parking Brake Circuit) AWS - Auxiliary Warning System BCU - Brake Control Unit BW - Braking Resister CCU - Central Control Unit DCS - Driver’s control switch (Master key) DM - Diagnostic Message DTC Driving Trailer Coach EBU - End Basic Unit EBL - Emergency Brake Loop ES - Electronic Cabinet FML - Traction Motor Fan GTO - Gate Turn Off Thyristor HB - Main Air Compressor HBL - Main MR Pipe HL - Main Brake Pipe HSCB - High Speed Circuit Breaker HTC - High Tension Compartment IGBT - Insulated Gate Bi-Polar Transistor MBU - Middle Basic Unit MMI - Man Machine Interface MPS - Motor protective switch MS - Main Switch MVB - Multi Vehicle Bus NDTC - Non Driving Trailer Coach PBC - Power brake controller PIS - Passenger Information System PT - Potential Transformer PTS - Position of Train System RDM - Rescue Drive Mode SB - Signal Bell SC - Shunting Cab SIBAS - Siemens Bahn Automatisierungs System SKS - SIBAS KLIP Station. SW - Software TCC - Traction converter cabinet TCU - Traction Control Unit VCB - Vacuum Circuit Breaker VSD - Voltage Sensing Device VVVF - Variable Voltage Variable Frequency



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2.0 BRIEF DESCRIPTION OF EMU

There are two types of basic units End basic unit Middle basic unit.

2.1 END BASIC UNIT

It consists of three coaches viz. • Motor Coach (MC) • Driving Trailor coach (DTC) • Trailor Coach (TC)

2.1.1 Motor-Coach

This is the coach responsible for the movement of the EMU as desired by the driver command. This consists of propulsion equipments viz. transformer, traction motor, traction converters, (Four quadrant chopper), PWM inverters, brake chopper etc.

2.1.2 Driving Trailor Coach

This is non-powered coach with facilities for driving. These coaches are equipped with Master/ Brake Controller, Drivers Desk, Passenger Information System, Light & Fans etc.

2.1.3 Trailor Coach

This is also non-powered coach but without Drivers desk. Passenger Information System and Light & Fans are provided in this coach.

2.2 MIDDLE BASIC UNIT

It consists of three coaches viz. • Motor Coach (MC) • Non Driving Trailor coach (NDTC) • Trailor Coach (TC)

2.2.1 Non Driving Trailor Coach

This is non-powered coach without facilities for driving. These coaches are equipped with Light & Fans etc.

Figure 1: End Basic Unit

Figure 2: Middle Basic Unit



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2.3 TRAIN FORMATION

For the EMU, following train formations are possible:

2.3.1 Nine Car Rake It comprises of 3 basic units

CCG VR (WR) KYN CSTM (CR) 2.3.2 Twelve Car Rake

It comprises of 4 basic units

CCG VR (WR) KYN CSTM (CR) 2.3.3 Fifteen Car Rake

It comprises of 5 basic units (Only in WR)

CCG VR (WR)

Figure 3: Nine Car Rake

Figure 4: Twelve Car Rake

Figure 5: Fifteen Car Rake



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3.0 MAJOR EQUIPMENT OF DTC 3.1 DRIVING CAB

F Figure 6: Driving cab

1 Side panel left + RDM signal lights 7 Speedometer

2 Signal lights 8 Radio /PIS panel

3 Display, MMI 9 Side panel right

4 Pressure panel 10 Pneumatic control valve (master brake controller)

5 Key switch and master controller 11 Wiper valve

6 Power brake controller 12 Horn valve 3.1.1 Driving Desk

a. Brake controller b. Master controller c. Left hand side panel for push buttons, rotary switches and indications. d. MMI e. Different gauges f. PIS g. TMS (Train management system) h. Foot operated valve for hooter i. AWS indication panel j. Analog speedometer k. ESMON l. SIBAS KLIP Station (12 & 13) m. Cocks for AWS



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3.1.2 Guard’s Desk

a. Brake pipe pressure gauge

b. Panel for push buttons 3.1.3 Electronic Cabinet

a. CCU

b. Push buttons

c. Rotary switches

d. MCBs (1st layer & 2nd layer)

3.1.4 Driving Cab Front View

a. Head Light

b. Flasher Light

c. Tail light

d. Blinker

e. Marker light

f. Electronic head code

g. Look out glass

h. Cattle guard

i. Buffer & couplers

3.1.5 Panel in Passenger Area of DTC

a. SIBAS KLIP Station (11)

b. Different rotary switches MCBs, MPS for MCP, Ventilation fans, light & fans for passengers.

3.1.6 Roof Equipment:

a. Ventilation fans

3.1.7 Under-frame Equipments

a. Main compressor

b. Battery box

c. Different reservoirs

d. Combined brake unit

e. Parking brake equipments

f. Air suspension equipments

g. Mechanical weight transfer equipments

Figure 7: Driving Cab Front View



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3.2 INDICATION PANELS

3.2.1 Control Elements in the Driver's Desk on the Left-Hand Side

1. Mounting Plate 11. SB I (Signal Bell)

2. Flasher Push Button 12. Emergency Brake

3. Head Light Main / Auxiliary. 13. Emergency Off

4. Head Light On / Off 14. RDM Active

5. Audio visual push button 15. Fire Alarm

6. SB II Alarm bell (HW) 16. Spare

7. Head Light Bright / Dim 17. Minimum 1 Brake applied

8. Fire Alarm (Buzzer 18. Minimum 1 Panto up

9. Audio Visual (Buzzer) 19. Minimum 1 CB On

10. AWS vigilance 20. Lamp Test Driver

A. All switches/push buttons on this panel have metallic border

B. All indications on this panel have black border

Figure 8: Control Elements in the Driver's Desk on the Left-Hand Side



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3.2.2 Auxiliary Tell-Tale Lamps

A 1 Not all Pantos up B 1 Emergency brake

A 2 Not all main switches on B 2 Emergency OFF

A 3 Spare B 3 Spare

A 4 Min. 1 brake applied B 4 Fire Alarm

A 5 Spare B 5 Spare

A 6 Spare B 6 Spare

A 7 Spare B 7 Spare 3.2.3 Pressure Panel

1. Brake Cylinder Gauge 2. MR/BP/Duplex Gauge 3. Panto Up / Down 4. Main Circuit Breaker On / Off 5. Cruise Control 6. Neutral Section Push Button

Figure 9: Auxiliary Tell-Tale Lamps

Figure 10: Pressure Panel



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3.2.4 Man Machine Interface (General View)

1 Display ON / OFF

2 Not Connected

3 Legends of Symbols (Meaning)

4 Event Overview

5 Trouble Shooting Guidelines for Motorman

6 Not Connected

7 Brightness Control Dialog

8 Not Connected

9 Not Connected

10 Clear

11 Cursor Up

12 Cursor Down

13 Curser Left

14 Curser Right

15 Enter

16 to 25 Soft keys 0 to 9

Figure 11: Man Machine Interface (General View)



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3.2.4.1 Different MMI Screens. A. Top level screen

B. Unit Screen

1 Train No. Not commissioned 2 Screen designation 3 Date 4 Time 5 Main screen 6 Massage text 7 Short massage 8 Soft keys 9 Short massage

Figure 12: Top level screen

Figure 13: Unit Screen



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C. Driver / Brake Screen showing percentage traction / Braking

D. Legend of Indications (By pressing ‘i’)

Figure 14: Driver / Brake Screen showing percentage traction / Braking

Figure 15: Legend of Indications (By pressing ‘i’)



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E. Legend of Indications (By pressing ‘i’ & 2)

Figure 16: Legend of Indications (By pressing ‘i’ & 2)



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F. Legend of Indications (By pressing ‘i’ & 3)




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G. Legend of Indications (By pressing ‘i’ & 4)

3.2.5 Train Radio and Passenger Information System


Figure 19: Train Radio and Passenger Information System



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3.2.6 Control elements in the driver's desk on the right-hand side

1 Mounting plate

2 Cab tube light for driver

3 Cab spot light for driver

4 Cab emergency light for driver

5 Cab fan for driver

6 Parking brake release

7 Parking brake apply

8 PIS release button for microphone

9 PIS Microphone

Figure 20: Control elements in the driver's desk on the right-hand side



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3.2.7 Guard Panel Right-Hand Side

1 Mounting Plate

2 Ventilation Release Off

3 Fan Release Off

4 Spare

5 Train Light 100 % Off

10 Flasher Light On / Off (Guard)

11 Tail Light On / Off

12 SB I Signal Bell (Guard) SW

13 SB II Alarm Bell (Guard) HW

18 Spare

19 Spare

20 Spare

21 Train Light 50 % Off

26 Cab Spot Light (Guard)

27 Cab Tube Light (Guard)

28 Cab Fan (Guard)

29 Lamp Test

Figure 21: Guard Panel Right-Hand Side



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3.3 ELECTRONICS CABINET DTC 3.3.1 Level 1

Figure 22: Electronics Cabinet DTC level 1



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3.3.2 Level 2

Figure 22: Electronics Cabinet DTC level 2



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4.0 MAJOR EQUIPMENT OF MOTOR COACH 4.1 SHUNTING CAB 4.1.1 Shunting Desk

a. Brake controller

b. Master controller

c. Shunting desk, rotary switches and indications.

d. Different gauges

e. Foot operated valve for hooter

f. SIBAS KLIP Station (21)

g. Shunting desk control panel

1 Mounting Plate 11 Lamp Test 2 Panto is Up 12 Parking Brake Released 3 MC is On 13 Panto Up / Down 4 OHE is available 14 Main Switch On / Off 5 Emergency Brake 15 HTC Tube 6 Min. 1 Brake Applied 16 HTC Fan 7 Summary Fault 17 Battery Volt Meter 8 Cab Tube Light 18 Test battery Voltage 9 Cab Emergency Light 19 Parking Brake Applied 10 Cab Fan 20 Start Fire Extiguishing

4.1.2 Electronic Cabinet

a. DC earthing switch b. Push buttons c. Rotary switches d. MCBs

Figure 23: Shunting Desk



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4.2 HT COMPARTMENT

a. TCC

i. AC-DC converter (4Quadrant Chopper)

ii. DC-AC converter (Pulse width modulated inverter)

iii. Traction Control Unit

iv. Converter cooling blowers

v. Various contactors and relays vi. Voltage & current sensors

b. Electronic Cabinet: Brake Electronics Control Unit (BECU)

Electronics cabinet MC (top)

Figure 24: Electronics cabinet MC (top)



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Electronics cabinet MC (bottom)

c. Aux. converter unit

d. Aux. compressor

e. HSCB

f. VSD

Figure 25: Electronics cabinet MC (bottom)



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4.3 ROOF EQUIPMENT

a. Pantograph

b. Surge Arrestor

c. AC-DC change over switch

d. Brake resister

e. PT

f. HVCB

g. CT

h. Ventilation fans 4.4 UNDER FRAME EQUIPMENT

a. Traction Motors

b. Traction Transformer



e. Air suspension equipments

f. Mechanical weight transfer equipments 4.5 PANEL IN PASSENGER AREA OF MC


b. Different rotary switches, MCBs, MPS for, Ventilation fans, light & fans for passengers.



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5.0 BRIEF DESCRIPTION OF MOTOR COACH ELECTRICAL EQU IPMENT 5.1 PRE-CHARGING AC CONTACTOR

This is AC contactor working under AC OHE supply. The traction transformer has two secondary windings. This contactor is connected in one of the circuit. One resistor is connected across the HT contact of the pre-charging AC contactor. Initially this contactor remains open, keeping pre-charging resistor in power circuit of four quadrant chopper module. As a result, initial inrush of charging current for DC link is reduced considerably which ensures the safety of semiconductor devices of the four quadrant chopper module.

5.2 PRE-CHARGING DC CONTACTOR

This is DC contactor working under DC OHE supply. Its function is to connect the equipment to power supply under DC condition. One resistor is connected across the HT contact of the pre-charging DC contactor. Initially this contactor remains open, keeping pre-charging resistor in power circuit of DC link. As a result, initial inrush of charging current for DC link is reduced considerably which ensures the safety of semiconductor devices in the HT circuit.

5.3 TRACTION CONVERTER CUBICAL

The traction converter cubicle is a completely assembled unit installed in the HT compartment of the motor coach. The traction control unit (TCU) is situated inside the cabinet. The technical details are as following:

Nominal input voltage 2 x 950 V AC, 50 Hz 1500V DC

Input voltage range in AC mode 627 V – 1083 V AC

Which is related to a line voltage from

16.5 – 28.5 kV

Input frequency range in AC mode 46Hz – 54 Hz

Input voltage range in DC mode 800 V – 1800 V DC

Nominal DC link circuit voltage traction operation

AC Mode 1800 V

DC Mode 1500 V

Power factor in AC at different loads and line voltages

Approx. unity

5.3.1 Four Quadrant Chopper Module (4 QC)

The IGBT’s are used as switches with a high closing sequence. The function is

described exemplarily for rectifier-operation starting from a current less situation. To build up a current in the self-inductance of the transformer LN one of the two IGBT’s A2 or A3 (positive half-wave, A1 or A4 at the negative half-wave) is triggered. During this the secondary side of the transformer is short circuited. As soon as the current has reached the desired value the IGBT is blocked. The current continues to flow via the free wheeling diode into the DC link circuit and is reduced by this (UD > UN). Afterwards the process starts again and during it the IGBT’s are used alternately to put equal thermal burdens on them.



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Number of 4 QC per Traction Converter Cubical (TCC)

2

Semiconductor IGBT

Type of phase module SIBAC BB S P 1500 FL

Pulse frequency 750 Hz

5.3.2 Pulse Width Modulated Inverter

The IGBT’s can be essentially defined as basic switches with a high clock

frequency. This means it is possible to connect 3 output terminals U, V, W as required to the + or of the voltage DC link CD. The switching sequences are selected so that a sinusoidal current is obtained. The voltages between two output terminals are now observed. The maximum possible amplitude of the phase to phase output voltage is a function of the magnitude of the DC link voltage Ud.

The RMS value of the output voltage can be reduced by clocking. This clocking

comprises brief turn-off operations within a basic fundamental. The frequency, with which the output waveform is repeated, is the same as the PWM inverter output frequency.

When braking, the motor torque direction opposes the direction of rotation. There

is considerable phase shift between the voltage and current. By entering the basic fundamental, the PWM inverter adjusts the phase between the voltage and current.

U d C+ -

A 1 A 3

A 2 A 4

U st

I

L

N

N

UN D

Figure 26: Four Quadrant Chopper Module



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Figure 27: Pulse Width Modulated Inverter

Number of PWMI per TCC 2

Number of traction motors per PWMI

2

Semiconductor IGBT


Pulse frequency Variable, up to 800Hz 5.3.3 Brake Chopper

Protection resistors are externally connected to the brake chopper for protection. When any serious fault is detected by SIBAS, it turns off all IGBT modules and fires chopper. During this, entire DC link gets discharged through protection resistors. This is only for over voltage protection of the DC link & no full duty braking resistor.

Number per TCC

(per PWM inverter a double module (PWM inverter, brake chopper)

2

Semiconductor IGBT


Pulse frequency 250 Hz

Capacity of DC link circuit 12 mF -0 % +10 %

Inductance of line reactor 6 mH -0 % to+10 %

Control Voltage

Control voltage range

Max operating current at nominal voltage

110 V DC

77 V to 137.5 V DC, 10 Amp.

Auxiliary supply voltage

Continuous power demand

3AC, 415V, 50Hz

approx. 6.2 kW

1 U21 V21 W2

A5A3

Protective Resistor

Vd

Cd

+ Ve_ Ve



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5.4 EARTH FAULT DETECTOR

It is connected across the circuit of 4-QC module for protection of 4-QC module against the Earth Fault in AC side i.e. Transformer side of the HT circuit.

5.5 LINE FILTER

This is an inductor connected in series with DC link capacitor. This is LC (resonance) circuit to suppress the harmonics or ripples of DC supply to obtain pure DC supply across the DC link.

5.6 AUXILIARY CONVERTER UNIT

Auxiliary converter unit basically consists of two PWM inverter modules with two primary windings. Input supply for inverter modules is obtained from DC bus-link. There are three different secondary windings for different purposes.

5.6.1 Three Phase AC 415V 50Hz Output

One secondary of auxiliary converter having 3 Ø AC, 415V, 50 Hz (121A/ 87kVA) supply is used for Main compressor & other auxiliaries.

Output frequency 50 Hz ± 1 %

Output voltage 415 V AC, 3-phase

Static tolerance of output voltage ± 5 %

Dynamic tolerance of output voltage ± 15 %

Max. voltage rise of output voltage < 10 V/µs

Total harmonic distortion < 10 %

Output filter EMC filter/ sinusoidal filter, isolation transformer

Output nominal power: 87 kVA at Cos φ = 0.85

Unsymmetrical load: ≤ 10 % of nominal power

5.6.2 Single Phase 110V AC 50 Hz Output

One secondary of auxiliary converter having 1Ø AC, 110V (20 kVA) supply is used for light & fans in the passenger compartment. One tapping is taken out for redundancy lines of supply for adjacent units.

Output frequency 50 Hz ± 1 %

Output voltage: 110 VAC, 1-phase

Static tolerance of output voltage: ± 10 %

Dynamic tolerance of output voltage: ± 15 %

Max. voltage rise of the output voltage: < 10 V/µs

Total harmonic distortion: < 10 %

Output filter: EMC filter / sinusoidal filter, isolation transformer

Output nominal power: 20 kVA at cos φ = 0.89



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5.6.3 DC 110 V Output

One secondary of auxiliary converter having 3 Ø AC supply for battery charging equipments is used. Battery having 110 V DC supply is connected across this battery charging equipments to charge continuously. This 110 V DC supply is used for control supply as well as for emergency light supply when normal light & fan supply of 110 V AC is failed due to any reason.

Output Voltage 110 V DC ( Pay attention to battery charging characteristic)

Static tolerance of output voltage:

+20%, -30 %

Output characteristic IU characteristic

Output nominal power 9 kW At nominal output voltage

Max. output current (continuous)

82 A

Control precision of battery voltage:

±1.5 % At voltage detection point. (Detection point = battery charger output)

Control precision of the current limiter:

± 5 %

Ripple on output voltage: ≤1 % RMS At Nominal output voltage

Output filter: EMC filter

5.7 PANTOGRAPH (TYPE AM-1882)

It is provided to collect H.T. Supply from OHE contact wire. The OHE supply may be 1500 VDC or 25 KV AC, 50Hz. This is fitted on foot insulator on the top of the roof of the motor coach. The pantograph is mounted on the roof with supporting insulators. The lightning arresters on the roof protect the unit from hazardous over voltage surges. The current is guided via the transformer in AC operation mode or directly to the current converter in DC operation mode.

5.8 SURGE ARRESTOR

It is provided on the top of the roof of the motor coach to protect the coach from lightening.

5.9 LINE VOLTAGE TRANSFORMER

It is provided on the roof of the motor coach. It is a step down transformer for voltage sensing (AC or DC)

Figure 28: Surge Arrestor



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5.10 LINE CURRENT TRANSFORMER

It is provided on the roof of the motor coach. It senses the current through primary winding of traction transformer. It provides over current protection by opening VCB.

5.11 VOLTAGE SENSING DEVICE

The voltage sensing device is provided to sense whether the OHE supply is AC or DC.

5.12 CHANGE OVER SWITCH AC/DC

It is provided on the roof of the motor coach. It is an air operated switch with two positions i.e. AC and DC. Default position of the switch is AC. It changes its position to either AC or DC depending upon the OHE voltage.

5.13 BRAKING RESISTER RS 25.10

Technical Data

Rated Nominal voltage 25 kV AC/ 3 kV DC

Rated insulation voltage 36 kV AC/ 4 kV DC

Rated operational current 1000 A

No. of poles Single pole along with 3 isolators

Frequency 50 or 60 Hz

Short-time withstand current (Ik) 25 kA rms for 1s

Control circuit nominal voltage 110 V DC

Change-over time (at pressure 1MPa) t < 3sec at Tamp -30°C ; +70°C

5.14 High voltage Circuit Breaker (HVCB)

This is an air operated single pole AC circuit breaker. It is used as a line circuit breaker to open/ close the power circuit and also to break the circuit under overload and short circuit conditions. It is provided on the roof of the motor coach.

5.15 High Speed Circuit Breaker

This circuit breaker works under DC catenaries. 5.16 AC EARTHING SWITCH

It is provided across the VCB. During off position of VCB it is connected to Earth primary side of the traction transformer while opening H.T. compartment.

Figure 29: Voltage Sensing Device



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5.17 DC EARTHING SWITCH

It is provided across the HSCB. During off position of HSCB it is connected to Earth DC link while opening H.T. compartment.

5.18 SURGE ARRESTOR AC

These are two in numbers. It is provided on the roof of the motor coach to arrest

AC surges during AC operation. 5.19 SURGE ARRESTOR DC

It is provided on the roof of the motor coach to arrest DC surges during DC operation.

5.20 TRACTION MOTORS

Four number of traction motors are provided in one motor coach. Two pairs of traction motors are connected across two different PWM inverters.

Maximum rating

Max. Motor speed (fully worn wheel) 3452 rpm

Max. torque (new wheel) 2903 Nm

Max. Power (at tractive effort curve) 84 kW

Continuous rating

Power at motor shaft = 240 kW @ 2000 rpm

(Equivalent to 1007 Hz fundamental motor frequency)

In AC Mode the DC-Link voltage is controlled by the 4QCs and therefore

independent of the line voltage. It is at this working point 1600 V. Gear ratio I = 5.71 (97 teeth gear wheel / 17 teeth pinion)

Torque Fundamental

motor current

Cos Φ

Power Factor

Efficiency

DC-Mode 1147 Nm 167 A 0.81 95 %

AC-Mode 1147 Nm 150 A 0.79 95 %



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5.21 TRACTION TRANSFORMER

The transformer is designed for a nominal rating of 1250 kVA. It consists of a primary winding and 2 secondary windings. Therefore, 625 kVA is available at each secondary. This corresponds to a secondary side nominal current of 731 A at a secondary voltage of 855 Volt (22.5 kV mains voltage).

Manufacturer : ABB Secheron SA

Installation point : Under slung

Dimensions (length x width x height) : App. 2800 x 2000 x 850 mm

Total weight, including oil : App. 3.3 t

Cooling : ODAF- mineral oil cooled

Technical data Primary Side

Rated power : 1250 kVA

Nominal primary Voltage : 22.5 kV

Rated current voltage : 58 A at 22.5 kV

Technical data Traction Winding

Number : 2

Rated power : 625 kVA

Secondary Voltage : 855 V

Standard current per winding : 731 A at 855 V (prim. 22.5 kV)

Leakage inductance : 1.465 mH ± 10%

related to the secondary

Transformation ratio : 26.32: 1

Resistance : ≤ 50 mΩ - Related to secondary side



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6.0 BRIEF DESCRIPTION OF HT POWER CIRCUIT

Figure 30: Power Circuit



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The pantograph receives the supply voltage of either 25 kV catenary or 1500 V

DC catenary. The detection of AC or DC voltage is achieved through voltage sensing device which includes PT (potential transformer) for AC voltage detection & in series resistors for DC voltage detection. In case of AC voltage detection or no voltage detection, changeover switch AC/DC remains in the AC position thus connecting VCB (Vacuum circuit breaker) to the pantograph. This is a failsafe method of protecting the DC equipments against high voltage AC. For DC catenary, changeover switch AC/DC moves to DC position connecting HSCB (High speed circuit breaker) to pantograph.

A spark gap lightening arrestor is mounted directly on the pantograph to protect

the complete circuit from extreme over voltages.

The VCB is the main circuit breaker in case of AC catenary & the HSCB acts as the same for DC catenary.

Each motor coach is equipped with a main transformer. The main transformer

converts the 25 KV overhead line voltages to lower operating voltages. There are two secondary windings each of 950V (corresponding to 25 kV), 625 kVA. The transformer is oil cooled.

For AC catenary, as the VCB closes, the main transformer steps down the voltage

& feed the 4-QC (Four Quadrant Chopper Module) through two secondary winding of 950 V each (corresponding to a ratio of 25 kV/ 950 V). The initial charging of the 4-QC is done through a pre-charging resistor (AC) which is in series with secondary winding-1 of the main transformer. Once the voltage at the 4-QC output is build up to certain voltage level of DC using rectification process, the contactor across the pre-charging resistor are closed & the 4-QC builds up a fixed voltage of 1800 V DC to feed the PWM inverter & the auxiliary converter through DC link capacitor.

Main functions of 4-QC’s are to maintain a fixed DC voltage at its output

irrespective of the catenary voltage variations & to maintain a near unity power factor for the current consumed from or fed back to the AC catenary. It achieves these functions through two pairs of IGBT based modules. An LC filter circuit is provided at the output of the 4-QC, to filter out the second harmonic components from the rectified voltage & smoothen the DC link voltage.

The AC circuit is protected against surge voltages through gapless surge arrestors

(AC). Similarly DC circuit is protected through gapless surge arrestors (DC).

For DC catenary, Changeover switch AC/DC is in DC position. As the HSCB closes the DC link capacitor is charged through pre-charging resistor (DC) to avoid heavy inrush current. After some time delay Line Contactor is closed to bypass the pre-charging resistor & the full catenary voltage is applied across the DC link.

The function of the PWM inverter is to convert the DC link voltage into a variable

3 ØAC voltage of variable frequency in order to feed the traction motors. This is achieved through IGBT based modules. The voltage & the frequency of the 3 Ø output is determined by the control electronics named SIBAS-32 (SIemens Bahn Automatisierungs System with 32 bit microprocessor) based on the demand. The traction motors are ASM (Asynchronous Motor) or squirrel cage induction motors.



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Inductor is used for smoothing & makes along with capacitor, a low impedance power source under DC catenary for the inverter & auxiliary converter.

Protection resistors are externally connected to the brake chopper for protection.

When any serious fault is detected by SIBAS, it turns off all IGBT modules and fires chopper. During this, entire DC link gets discharged through protection resistors. This is only for over voltage protection of the DC link & no full duty braking resistor.

There are two Auxiliary Converter modules connected in series. These IGBT

based modules convert 1500V/ 1800V DC to 3 Ø, 415 V AC supply. This supply is connected to two independent primary windings of isolation transformer. There are three secondary windings out of which, two are 3Ø, 415 V & one is 1Ø, 110 V AC. One 3 Ø, 415 V AC supply is extended to auxiliary machines which includes main compressor. Another supply of similar voltage is given to battery charging equipments. One battery of 110 V DC supply along with battery charging equipments are provided to extend control supply & emergency light supply. 1Ø, 110V AC supply is extended for normal lights & fans in passenger compartment. The same supply is also extended for redundancy lines to adjacent units.

7.0 TRAILER COACH

7.1 PANEL IN PASSENGER AREA OF TC


b. Different rotary switches, MCBs, MPS for Ventilation fans, light & fans for passengers.

7.2 ROOF EQUIPMENT

Ventilation fans

7.3 UNDER FRAME EQUIPMENTS

a. Different reservoirs

b. Combined brake unit

c. Air suspension equipments

d. Mechanical weight transfer equipments



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8.0 NON DRIVING TRAILER COACH

8.1 PANEL IN PASSENGER AREA OF NDTC


b. Different rotary switches, MCBs, MPS for MCP, Ventilation fans, light & fans for passengers.

8.2 ROOF EQUIPMENT

Ventilation fans 8.3 UNDER FRAME EQUIPMENTS

a. Main compressor

b. Battery box



e. Parking brake equipments

f. Air suspension equipments

g. Mechanical weight transfer equipments 9.0 TRANSDUCERS AND SENSORS

Transducers are the equipments which are utilised for converting the electrical or

mechanical quantities into suitable electrical signals so that these signals can be processed by the control electronics for efficient control of the system. Following transducers and sensors are used in Siemens AC-DC EMU:

a. Voltage transducer

b. current transducer

c. pressure transducer

d. speed sensor

e. oil flow sensor

f. oil level sensor



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REFERENCES

1. AC-DC EMU Siemens manual.

2. Pocket Diary for Motormen (AC-DC Siemens Rake) 1st Edition, July 2009 Issued by Electric Training Centre, Mahalaxmi, Western Railway.

3. Study material and operating guide lines for Motormen (AC-DC Siemens Rake) Rev. Edition, Feb 2008 Issued by Electric Training Centre, Mahalaxmi, Western Railway.

4. AC-DC Siemens EMU Notes for Motormen- Edition, Feb. 2008 Issued by Motormen Training Centre Kurla, Central Railway.

5. Comments and suggestions received during the seminars held on date 17.12.09 at CETI, Thakurli and 26.02.10 at ETC, Mahalaxmi.

6. IRIEEN Journal Vol.19 No.4 Oct – Dec. 2009.



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Centre for Advanced Maintenance technology, Maharajpur, Gwalior. Pin code – 474 005

Phone : 0751 – 2470740

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To upgrade maintenance technologies and methodologies and achieve improvement in productivity, performance of all Railway assets and manpower which inter-alia would cover reliability, availability, utilisation and efficiency.

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