3EGM042500-2145

System description

Propulsion systemDelhi Metro RS2

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Responsible unit Date of release Doc state Identity no Revision Lang Page

DEMA_MIG 2009-06-25 Released 3EGM042500-2145 B en 1/24

Delhi Metro RS2 System description Propulsion system

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 Technical-content

Dr. Heinz Flerlage 2009-05-27

Page Lang Revision Identity No. Doc state

2/24 en B 3EGM042500-2145 Released

System description Propulsion system Delhi Metro RS2

Table of contents

Revisions ......................................................................... 2

1. Purpose ....................................................................... 51.1. Introduction .............................................................................. 5

1.1.1. Purpose ......................................................................... 51.1.2. Abbreviations/Acronyms ................................................ 5

2. Design .......................................................................... 62.1. Train Layout ............................................................................. 62.2. Circuit diagram ........................................................................ 72.3. Equipment Location ................................................................. 92.4. Equipment details .................................................................... 10

2.4.1. Traction Converter ......................................................... 102.4.2. Filter Box ....................................................................... 102.4.3. Electro-mechanical drive ............................................... 102.4.4. Speed sensor ................................................................ 102.4.5. Propulsion control equipment ........................................ 10

3. Function ...................................................................... 153.1. Propulsion overview ................................................................ 15

3.1.1. Activation & Deactivation ............................................... 153.2. Traction converter .................................................................... 173.3. Filter box .................................................................................. 183.4. Traction motor ......................................................................... 193.5. Traction gear ........................................................................... 193.6. Speed sensor .......................................................................... 193.7. Converters control ................................................................... 193.8. Cooling .................................................................................... 21

3.8.1. Traction converter ......................................................... 213.8.2. Filter box ....................................................................... 213.8.3. Traction Motor ............................................................... 21

3.9. Abnormal operation ................................................................. 21

4. Technical Specification .............................................. 22

5. Reference Standards .................................................. 24

Doc state Identity No. Revision Lang Page

Released 3EGM042500-2145 B en 3/24


1. Purpose

1.1. Introduction

1.1.1. Purpose

The purpose of the document is to describe the propulsion system for theDelhi Metro RS2 train. The document contains general information about thepropulsion 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




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 LayoutDelhi Metro train is designed for a line voltage supply of 25 kV witha maximum service speed of 85 km/h.

4-Car layout

The four car train is formed with two train base units [DT-M] with respectto the high voltage, propulsion and auxiliary power supply systems. Thesetwo base units are identical and coupled as shown inFigure 1, page 6 . Thefour-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 addinga new car ‘T’, which consists of similar propulsion system as that of DTcar. The alternate train configurations are as shown below:




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 oreight-car train as shown above. The design and the equipment inboth the train base units are identical.

2.2. Circuit diagramThe main power circuit of one train base unit is shown in Figure 4, page 8 .




1 Pantograph2 Earthing Switch3 Line Circuit Breaker4 Line Voltage Transformer5 Surge Arrestor6 Line Current Transformer7 Transient Inductor8 Main Transformer9 Line Interference Filter10 Contactor Box11 Traction Converter, TC142012 Filter Box13 Traction Motor14 Auxiliary converter, AU142015 Return Current Transformer16 Grounding brush17 Fuse

Figure 4. Catenary power distribution system at vehicle level




2.3. Equipment LocationThe equipment of Propulsion system is designed for under slug mountedin M car as shown in Figure 5, page 9 .

1 Traction Converter, TC14202 Filter box3 Distibution box

Figure 5. Location of propulsion components in M-car




1 Traction Motor2 Coupling3 Gear

Figure 6. Location of drive system equipment in M-car Bogie

2.4. Equipment detailsThe Propulsion system is designed to generate traction at wheels. Thepropulsion 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 aselectromechanical drive system.




2.4.1. Traction Converter

Figure 7. Traction converter unit

The Traction Converter (TC) is located in the under-frame of an Mcar. TC houses Line Converters (LC) and Motor Converter (MC). It isdesigned to seal totally the sensitive components as well as electronicdevices from outside air in closed compartment.

All control and supervision within the Traction converter unit is done in themicro-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 Boxconsists of 2nd harmonic link inductor, its capacitors, the dischargingresistor and the over voltage resistor. FB also houses the mid-pointearth device as well as the Earth fault protection.

The DC-link earth switch is integrated in the Filter Box.




2.4.3. Electro-mechanical drive

The mechanical drive system is a single axle transverse and partly suspendedsystem. It consists of an electric AC motor, a gear box and a gear coupling.

Traction motor

1 Motor mounting points2 Rotational direction

Figure 9. Traction motor

The traction motor is a three-phase, squirrel-cage, asynchronous motortransforms electrical power into mechanical power during tractive mode andtransforms mechanical power into electrical power during braking.

The traction motors are mounted and fixed in 3 points to the bogie frame byelastic elements. The motor is equipped with two bearings. The bearing at thenon drive end is insulated and the bearing at the drive end is not insulated.

Gear box




1 Reaction rod2 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 thewheel axle with parallel shafts. The gears and bearings are splashlubricated with oil and the gearbox is self-contained.

The gear housing is cast of Spheroidal graphite iron and can be divided in an upperand 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 linkbetween the bogie and the gearbox. Its purpose is to flexibly absorb torqueloads from the axlemounted gearbox and hold the gearbox in position andthereby also lower the weight directly supported by the axle.

Gear coupling

Figure 11. Coupling (Gear and Motor halves)




The flexible gear coupling allows movements between traction motorand gearbox. The coupling comprises two halves joined by a boltedflange, one half being shrink fitted to the motor shaft and one half to thegearbox 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 containscrowned gear teeth of a special shape, which allows the matingflange gear to swivel freely while driving.

To permit angular misalignment between the hub and flange gear the gearteeth have an initial backlash when fully aligned.

The flanged gears are joined by a series of high tensile bolts with self-lockingnuts which are torque tightened when fitted.

Each coupling half has an initial grease filling. The grease is retainedin the coupling teeth by a sealing arrangement.

2.4.4. Speed sensor

The gearbox is provided with a toothed speed sensor wheel on the pinionfor 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 gearboxin 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 controland manage the train. The architecture of train control network (TCN) for 8car train configuration is shown in the Figure 12, page 15 .




Figure 12. TCMS TCN network architecture structure, 4-cars

3. Function

3.1. Propulsion overviewThe main task of the propulsion system is to convert the main transformeroutput power into tractive power at the wheels of the vehicle.




Figure 13. Block diagram of Propulsion system

The propulsion system is defined as the system from Line converters in Tractionconverter unit, TC1420 to and including the traction gears.

One TC1420 (two LC and one MC) as shown in Figure 13, feedstwo Traction Motors in one bogie.

The system is able to operate in both driving and braking mode andhence transform electrical energy in to mechanical energy during drivingand vice versa during braking. During braking, electrical brakingwill be prioritized up to its capacity limit.

The propulsion system is protected against permanent damage in overvoltage, 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 theMITRAC® CC Car Control Unit (CCU) via the standardized MITRAC®

CC Multifunction Vehicle Bus (MVB). These devices are part of theMITRAC® Train Control and Management System (TCMS). For moredetails of TCMS refer 3EST000217-6242 .

3.1.1. Activation & Deactivation

Activation and deactivation of the propulsion system is obtained throughthe charging circuit located in contactor box (CB). The charging circuitconnects the main transformer to the line converter (LC) in a controlledway and to be able to isolate a defective propulsion system.

Start of the Line converter is inhibited by closing charging contactoras shown in Figure 14, page 17.




Figure 14. Contactors control

When activating the propulsion system, the charging contactor firstconnects the line converter to the main transformer through the chargingresistor, which limits the initial current charging the DC-link. Thereafter,when the DC-link voltage has reached a sufficient level the separationcontactor 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 theMT output to suitable voltage required for Traction Motors (TM). Thatis TC1420 produces a 3-phase variable voltage and variable frequency(VVVF) using pulse width modulation (PWM) technique. This conversionis done in two steps by use of the following:




• Line converter (LC)• Motor converter (MC)

Line Converter

The line converter rectifies the AC output from the main transformer into a stableDC-link voltage using two four-quadrant converters operated in a step-up mode.

Motor Converter

The motor converter generates a three-phase variable voltage, variablefrequency (VVVF) that powers the traction motors. Switching to brakingreverses the direction of the power and makes the traction motors act asgenerators. The mechanical energy is converted to electrical energy that isnormally fed back to the line to power other trains. This will reduce thetotal 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 mainobjective of the FB is to filter and stabilise the DC voltage that comes out ofthe 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 tunedto the double line voltage frequency is installed on the DC-link. The DC-linkserves 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




3.4. Traction motorThe traction motor transforms the electrical power into mechanical power duringtractive mode and transforms mechanical power into electrical power duringbraking. It is specially designed for converter supply and for reducing pulsatingtorque, losses and noise level caused by the converter supply.

The speed and power of the traction motors are adjusted via frequencyvariation and voltage variation of the traction converter output. The motoris protected from earth fault, over temperature, over load and over speed.The protection and supervision is monitored using DCU/M.

3.5. Traction gearThe gear box transmits torque from the motor, via the gear coupling to the wheelaxle, 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 sensorThe purpose of the speed sensor is to measure the number of revolutionsof the traction motor shaft, and also to detect the direction of rotation.The measuring signals are received by the DCU/M for measuringand supervision. The speed sensor is connected to the DCU/M viaarmoured cable with a bayonet locked connector.

3.7. Converters controlThe control system for the propulsion system is formed by two devicesMITRAC® CC Drive Control Units (DCUs) and MITRAC® CC I/OModules 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 builtaround the standardized Multifunction Vehicle Bus (MVB).

The DCU is built as a single board computer, with multiprocessor designto provide suitable environment for the different parts of the software. By




downloading a specific package of software, each converter control listedbelow can be formed to provide the required functionality.

• Line Converter Control (DCU/L) - supervises and controls thefunctions in the Line Converter (LC)

• Motor Converter Control (DCU/M) - supervises and controlsthe 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 ControlNetwork going through the whole train.

All the necessary information is exchanged between the DCUs and other devicesof TCMS Via the MVB. The communication includes control signals, statusand 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 communicationis possible directly between the DCUs.

Hence the communication between SPIF and DCU/M is performed viatelegrams 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




• 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 iscontrolled by the DCU/A, using fan contactors. The fan motor is protectedfrom over currents by motor circuit breakers.

3.8.2. Filter box

All components in the FB are self ventilated in order to haveeffective 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 theparts where losses are generated, for example the stator coil overhang, thestator and rotor laminations, the rotor winding and the bearings.

The fan motors are controlled by means of contactors for operation at lowrespective high speed and protected by motor protection breakers. Thecontactors are controlled by the CCU via DCU/M.

3.9. Abnormal operationThe motor converter and the line converter are stopped and theDC link is discharged if the motor converter or the line converteris cut-out via the MVB signal.

The performance of the Line converter is reduced due to large ripple in DC-linkvoltage 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 converteralso deactivates in the similar way as is Line converter deactivates.

Deactivation of one or two Line converters in a car leads to deactivation of oneor two Motor converters. Then driving system in one car is switched off.




4. Technical Specification

4.1. Electrical dataLine 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 range17.5 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 formotoring

1800 V forbraking

DC-link capacitance, total 2 x 4.0 mF

Charging resistor, resistance 22.3 W

Discharging resistor 30 kW

Filter Box

2nd harmonic filter




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)

Base speed 1919 rpm

Maximum wheel diameter difference within one motorbogie 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




4.3. Environmental data

Description Limiting Values

Maximum ambient temperature 47 °C

Minimum temperature 3 °C

Humidity 100% saturation during rainyseason

Rainfall occurs generally from June toSeptember rainfall in any 24 h period is 50mm.

Average annual rainfall isapproximately 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 exposeddirectly to the sun, for long periods of time, may be assumed to rise to 70 °C.

5. Reference StandardsIEC 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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