Download 750 VDC TRACTION SYSTEM

750 VDC
TRACTION SYSTEM
Technical data
750 VDC Traction system
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Table of contents
1. General introduction
3
4
1.1. Supply Voltages
2. Scope of supply
5
5
2.1. Scope of supply of basic composition for one unit
3. Power unit
6
3.1. Power circuit
6
3.2. Traction converter
8
3.2.1. Line contactor and precharge circuit
10
3.2.2. Input filter
10
3.2.3. Current and voltage sensors
12
3.2.4. Three phase inverter or inverter core
12
3.2.5. Braking chopper
13
3.2.6. Cooling system
13
3.2.7. Electrical gear
13
3.2.8. Control unit
3.3. Brake resistors
14
3.4. Traction motor
15
3.5. Cooling
17
4. Control electronics
18
13
4.1. Control electronics architecture
18
4.2. Inverter control unit
19
4.3. Traction control unit
20
4.3.1. Supply filters board
20
4.3.2. DC/DC Converter
20
4.3.3. CPU Board
20
4.3.4. PWM inputs and digital inputs board
21
4.3.5. PWM outputs and digital outputs board
21
4.3.6. Analogue input and output board
4.4. Standards
21
22
5. Software description
23
5.1. Train software
23
5.1.1. Driving modes
23
5.1.2. Communication with the train
23
5.1.3. Coordination with the brake equipment
23
5.1.4. Self-adjustment of the wheel diameter
23
5.1.5. Cooling control
24
5.1.6. Log and alarm record
24
5.1.7. Monitoring
24
5.1.8. Self-diagnosis
5.2. Control software
25
5.2.1. Inverter control
25
5.2.2. Braking chopper control
25
5.2.3. Anti-slip/slide system
25
5.2.4. Limits
25
5.2.5. Protections
25
5.2.6. Self-diagnosis
25
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24
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Technical data
750 VDC Traction system
1. General introduction
This specification describes the characteristics of the 750V traction system for Tramways.
This system supplies the two motor bogies of the Tramway unit.
Each bogie is supplied via its inverter box.
Each inverter also supplies two of the four motors of each bogie.
The proposed traction equipment is a proven solution developed by Trainelec deeply tested in laboratory,
validated on the track in a unit of Metro of Seville and installed on the Tramway of Vitoria.
The following information is included in this document:
General characteristics information of the vehicle.
Power electronics description.
Description of the control electronics and the communications schematic of the vehicle.
Description of the software that shall govern the traction control strategy.
Description of the Autonomous Power Supply System (optional in the offer).
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Technical data
750 VDC Traction system
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1.1. Supply voltages
The voltages available on the unit are as follows:
Catenary voltage
Rated voltage Un
750Vdc
Voltage variations (EN 50163)
500 – 900Vdc (continuous)
Non-permanent maximum voltage 950 Vdc (during a max. of five minutes)
Overvoltages
According to Appendix A of EN50163
Medium AC voltage
Rated voltage Un
400 Vac eff.
0.9Un –1.1 Un (continuous)
Voltage variations (EN 50155)
0.7Un –1.25Un (for 1 sec.)
0.6Un –1.4Un (0.1 sec.)
Frequency variation
49-51 Hz
Low DC voltage
Rated voltage Un
24Vdc
0.7Un –1.25Un (continuous)
Voltage variations (EN 50155)
0.6Un –1.4Un (for 0.1 sec.)
1.25Un –1.4Un (1sec. with no equipment damages)
Ripple
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<15% (EN 50155)
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2. Scope of supply
2.1. Scope of supply of basic composition for one unit
The scope of supply for the Tramway unit includes:
Two traction boxes with four independent inverters.
Two brake resistor boxes.
Two master controllers.
A circuit-breaker.
Eight traction motors.
A lightning arrestor.
A pantograph.
Two autonomous power supply systems (optional).
Each traction box also includes the following functional items:
2 Main contactors and 2 more for pre-charge circuit.
2 Input filter inductances.
2 Input filter capacitors.
2 Bus capacitors.
2 Braking choppers.
2 Inverter cores.
2 Control electronics.
2 Cooling systems.
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Technical data
750 VDC Traction system
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Technical data
750 VDC Traction system
3. Power unit
3.1 Power circuit
Each unit shall be fitted with one mounted inverter box per motor bogie. Each box shall consist of two independent inverters that shall supply the four traction motors (one per wheel) of each bogie.
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Technical data
750 VDC Traction system
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Figure 1 shows a schematic of the power circuit of the Tramway with its main components.
Each inverter shall include the pre-charge circuit, the input filter and the inverter core. The latter shall consist of
six IGBTs to generate input voltage in the motors. There are also two IGBTs (one per inverter) that make up part
of the crowbar brake.
Resistor
Resistor
Lightning
arrestor
Resistor
Resistor
HSBC
Circuit
Breaker
Inverter
Box
Motor
Inverter 1
Motor
E
Inverter 2
Motor
Inverter 1
Motor
Motor
D
C
B
Motor
Inverter 2
Motor
Inverter
Box
Motor
A
Figure 1. Tramway power preliminary schematic.
As all the traction box items are duplicated, there is total redundancy in the system, whereby the cancellation of
one of the inverters guarantees 75% traction performance.
75% traction performance.
The following sections specify the characteristics of the traction equipment power unit. The scope of supply also
includes a pantograph for the unit, a lightning arrestor to provide protection against transient overvoltages to the
equipment connected directly to the catenary. It also includes a single pole direct current circuit breaker which
protects the traction equipment.
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Technical data
750 VDC Traction system
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3.2 Traction converter
The traction converter provides to traction motor the wave shape of voltage and frequency required to achieve
the performance required at each moment. It requires protection and safety items (main circuit breaker, lightning
arrestors, pantograph...).
Main electrical and mechanical characteristics
Dimensions
W=1677mm; L=1335mm; H=478mm
Weight
447 kg
Material
Aluminium self-supporting box
Rated Power (per box)
300 KW
Maximum Power
500 KW
Maximum Output Current
370 A
Performance
97%
Vsupply
According to EN 50163 (500 – 900Vdc)
Voutput
565Vrms (Vcat = 750 Vdc)
680 Vrms (Vcat = 900 Vdc)
VCEmax = 1,7KV
Semiconductors (IGBT)
ICmax = 800A
ICpic = 1600A
Tjunction = 125ºC
Maximum Switching Frequencies
1200 Hz
Chopper Switching Frequency
700 Hz
Stator Frequency
0 – 145 Hz
Cooling
Forced air ventilation
Each traction converter box consists of two completely independent inverters. Each inverter supplies two
traction motors. The inverter core consists of six IGBTs, controlled by the drivers and tripped via fibre optics, to
execute the trips required to generate input voltage in the motors. Also, the braking chopper consists of an IGBT
+ diode assembly. The braking resistors are installed in a separate box. Therefore there is a total of 6 semiconductors for the inverter and 1 semiconductor for the braking chopper.
Both boxes (traction and resistors) are fitted on the roof of the unit.
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750 VDC Traction system
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Below is a schematic of the power unit of one of the inverter boxes:
BRAKE RESISTOR
CONVERTER BOX
L-FILTER1
750V
Vcatenary (+)
RP1
W
V
U
FC
PRD
W
K
A
Return (-)
V
U
N
M
3
N
M
3
Power Core1
CMC1
Power Core2
L-FILTER2
PR2
W
V
U
FC
PRD
W
K
A
CMC2
BRAKE RESISTOR
Figure 2. Traction converter schematic.
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V
U
N
M
3
N
M
3
Technical data
750 VDC Traction system
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The traction converter consists of the following functional assemblies:
3.2.1. Line contactor and precharge circuit:
Each traction inverter is equipped with a connection and precharge circuit. This consists of a network
contactor, a precharge resistor and a precharge contactor. Its purpose is to limit the charge current of the
capacitor of the intermediate circuit and to prevent its voltage from overoscillating. The control unit regulates
the load of the capacitor of the intermediate circuit and that of the filter capacitors. To this end the precharge
contactor and the precharge resistor are used until the voltage reaches a preset value. Only after this is the
network contactor closed and the precharge contactor opened. The contactors permit isolation of the inverter even when it is operating at maximum power (both in traction and in braking).
Figure 3 shows the tramway traction equipment input contactors:
Figure 3. Traction equipment line contactor and precharge circuit.
3.2.2. Input filter:
The traction equipment input filter consists of a series inductance with parallel capacitor, both of which are
included in the traction converter. Its function is to minimise dumping to the electrical network of harmonics
produced by the traction system and to protect the system itself against network transient conditions. It also
limits the input impedance. Based on the data relating to the input filter the maximum impedance is:
di
dt
=
Vmáx
máx
L
=
1000
4.28
= 233
A
ms
The values of the input filter components for the tramway traction equipment are that normally used on
tramways:
Tramway unit
L filter
C filter
Cut Freq.
Z50Hz
Tramway
4,28 mH
5 mF
34 Hz
0,708 Ω
The input filter contains air core inductances to minimise the weight of the equipment. Inductance cooling is
forced, making use of the cooling outlet warm air of the inverter cores. The fans are powered by three phase
motors, each with 250W of power.
A single stage filter is used to reduce the total volume and weight of the filter inductances and to provide
optimum voltage conditions in the intermediate circuit.
The coils have been sized to meet the harmonics filtering requirements and to support the permanent maximum rated current.
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Technical data
750 VDC Traction system
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The main characteristics of the filter inductances are as follows:
Inductance characteristics
Inductance
4.28mH
Permanent rated current
200A
Maximum current
350A
Type of insulation
class H
Degree of pollution
PD4
Cooling type
forced air ventilation
Dimensions (max.)
H = 300mm; L = 380mm; W = 272mm
Figure 4 shows the inductances of the tramway traction equipment:
Figure 4. Tramway traction equipment inductances.
As is the case for the inductance, the filter capacitor is mounted inside the inverter box, as close as possible
to the inverter cores and also performs the function of bus capacitor. This capacitor stabilises the voltage and
provides active and reactive power for the traction motors.
The main characteristics of the filter capacitors are as follows:
Capacitor characteristics
Capacity
5000μF
Rated voltage
1000VDC
Efficient rated current
180A
Maximum efficient current
460A
Internal series resistance
0.24 mΩ
Internal inductance
60nH
Technology
Polypropylene film dry capacitor
Dimensions (max.)
H = 560mm; L = 240mm; W = 130mm
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750 VDC Traction system
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3.2.3. Current and voltage sensors:
The traction converter contains a series of current and voltage sensors by means of which the DC voltages
and DC and AC currents are measured at various points of the capacitor. The information of these sensors
and their conditioners is sent to the traction control unit to control the various processes (bus capacitor precharge, protections, fault detection, etc.).
Figure 5 shows the various sensors of the tramway traction equipment:
Figure 5. Tramway tractIon equipment sensors.
3.2.4. Three phase inverter or inverter core:
The inverter core transforms the bus voltage in a three phase current with variable frequency and amplitude
to supply the traction motors. The losses in the traction motors as well noise generation are minimised by
means of optimised modulation patterns. This is a two level inverter equipped with IGBTs with a blocking
voltage of 3.3kV. Each branch of each phase is equipped with 2 IGBTs.
The main characteristics of the IGBTs are adapted in accordance with the simulations performed:
IGBT characteristics
Semiconductor topology
Collector-transmitter maximum voltage VCES
1700VDC
Rated Current (75 ºC)
1200 A
Maximum current (tp=1msec)
2400A
Insulation voltage
4 KV (50Hz, 60s)
Base material
AlSiC
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Technical data
750 VDC Traction system
Each IGBT is controlled by its corresponding drivers which create the interface between the control signals
and the power signals required to control the IGBTs via fibre optics.
These drivers are fitted with various protections such as:
Short circuit: Detection of a short circuit to open the IGBT.
Undervoltage: Detection of a drop in the supply voltage for the opening of the IGBT.
Overvoltages: The driver prevents the voltage between collector-transmitter exceeding the VCES
breakdown voltage. The voltage value is 1700VDC.
Also, the inverter core contains a busbar which serves as the connection interface between the bus capacitor
and the semiconductors or the Inverter. The Busbar consists of two plates which are separated from each
other by means of an insulating material.
Also, the permanent discharge resistor is fixed on the same radiator that the semiconductors of each Three
phase Semi-inverter are supported on. This resistor short circuits the positive pole with the negative pole
of the bus to discharge the accumulated power in the bus capacitors when the inverter is not supplied. The
ohmic value is such that the bus discharges in under 5 minutes at a voltage value of less than 50V from the
maximum bus voltage.
3.2.5. Braking chopper:
The braking chopper enables and controls the dissipation of kinetic power of the unit in the braking phase
when the line is not receptive. It is also activated in the case of overvoltage in the intermediate circuit.
Each traction box includes two crowbar circuits, one per Three phase Inverter. Each Crowbar circuit consists
of an IGBT, a diode and an external dissipation resistor. Both circuits are controlled independently according
to the braking requirements and/or over voltages in the corresponding bus.
Each braking chopper branch connects to a Braking Resistor where the kinetic power of the train and the
over voltages generated are absorbed.
3.2.6. Cooling system:
This system evacuates the heat produced by the losses of the semiconductors of the three phase inverter
and the braking chopper. This system is explained in section 3.5.
3.2.7. Electrical gear:
This consists of all the contactors required for the operation and control of auxiliary items.
3.2.8. Control unit:
This controls all items making up the system. This system is explained in section 4.
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750 VDC Traction system
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3.3. Brake resistors
The function of the brake resistors is to convert the kinetic energy generated by the traction motor into heat
energy in the event that the catenary is not receptive and this energy cannot be fed back into the grid. They are
also activated in the case of overvoltage in the intermediate circuit of the traction converter.
Brake resistor characteristics
Ohmic Resistance (each branch)
1.31 Ω (+7%, - 5 %) at 20 ºC
Maximum Ohmic Resistance
1.7 Ω ± 5 %
Rated Power to Dissipate (2 branches)
2x265 KW
Rated Voltage
750 V
Maximum Voltage
1270 V
Maximum Current (each branch)
480 A
Type of Insulation
Double
Cooling Type
Natural ventilation
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750 VDC Traction system
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3.4. Traction motor
The motors (four per motor bogie) are suspended in the bogie and the effort is transmitted via the existing
couplings between the motor and gear unit. The motor insulation is H thermal class (class 200), in accordance
with standard IEC 60349-2.
Figure 6. Tramway traction motor.
Electrical and mechanical characteristics
Rated Power
60 KW
Catenary Voltage
650 V; 625V in motor
Maximum Current
162 A
Maximum Rotation Speed
3960 rpm
Weight
300 ± 10%
Transmission Factor
5.44
Number of Poles
4
Number of Bearings
2
Power Factor
0.86
Performance
0.90
Insulation Type
Thermal class C (class 200) according to
standard IEC 60349-2 and IEC 60085
Cooling
Self-ventilated
Cooling Type
Closed motor
Coolant
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Air
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750 VDC Traction system
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Motor characteristics
Motor Type
4DDA3030
Number of Poles
4
Cooling Motor
Self-ventilated and totally enclosed with double
circuit ventilation, external air is not in contact with
the internal parts of the motor.
Max. Temperature
Tamb max=45 ºC
Nominal Link Voltage
625 VDC
Nominal Line Voltage
650 VDC
Max. Motor Voltage
490 Vrms (traction)
Max. Motor Voltage
680 Vrms (braking)
Nominal Frequency (S1)
53 Hz
Rated Current (S1)
106 A
Rated Torque (S1)
370 Nm
Max. Current of Motor
162 A
Rated Power of Motor
60 kW
Max. Power in Traction
106 kW
Max. Torque in Traction
460 Nm
Max. Power in Braking
160 kW
Max. Torque in Braking
565 Nm
Max. Speed of Motor
3960 rpm
Max. Speed of Train
70 km/h (overspeed 80 km/h)
Train characteristics
Wheel Diameter
590 / 510 mm
Gear Ratio
5.44
Efficency Gear Box
97%
Starting Effort
65.5 kN
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750 VDC Traction system
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3.5. Cooling
The inverter cooling system evacuates the heat produced by the losses of the semiconductors of the three
phase inverter, of the braking chopper and of the input filter inductances located in the same box.
Converter cooling is executed by means of forced ventilation with fans. These absorb air from the outside and
circulate it with the support of a dissipator where the power semiconductors are located. The IGBTs of the
inverter and of the braking chopper are located on the base plate, which distributes the dissipated power as
uniformly as possible and cooling must be by means of the absorbed air flow.
Also, this flow of air is used to cool the filter inductance. The coolant system design is optimised to efficiently
absorb the semiconductors losses. In this way the temperature of the IGBTs is maintained below a design
threshold defined in accordance with the rupture temperature of the semiconductors.
The following table shows the main characteristics of the cooling equipment:
Cooling
Cooling Type
Indirect via coldplate and fans
Coolant
Air
Ventilation Method
forced
Cool. Pow. (high speed)
250 W
Coldplate Plate Temp.
85 ºC
Air Flow Rate (high speed)
520 m3/h
Maximum Temperature of the Inlet Air
50 ºC
Maximum Temp. of the Inlet Air of the
Inverter Core
60 ºC
Maximum Temp. of the Air at the Box Outlet
85 ºC
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750 VDC Traction system
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4. Control electronics
4.1. Control electronics architecture
Each traction inverter is fitted with independent traction control electronics. This traction control electronics is
based on two modules: The TCU or “Traction Control Unit” and the ICU or “Inverter Control Unit” which are
fitted inside the traction converter box. In total, each inverter has two TCU modules and two ICU modules.
The main function of the TCU is communication with the cab controls and high level traction control application.
The TCU sends the ICU traction commands via CAN bus. It shall also calculate the friction brake required in
the discs and perform coordination between the electric brake and the hydraulic brake (blending) in the motor
bogies of the unit.
The ICU applies the low level traction control strategies generating the settings for the power semiconductors.
It shall also control wheel slide protection in the motor bogies. Both modules must interact with other train items
using series communication lines and discreet inputs/outputs.
Figure 7 schematically represents the approximate interface of the control electronics.
TCU-1 and TCU-2 are
suppl. TCUs
TCU-3 and TCU-4 are
suppl. TCUs
BUS MVB
ICU-1
ICU-2
ICU-3
ICU-4
Figure 7. Approximate architecture of the control electronics.
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TCU-4
CAN
TCU-3
CAN
CCU
CAN
TCU-2
CAN
TCU-1
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750 VDC Traction system
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4.2. Inverter control unit
This unit is designed in single plate format (see Figure 8) and is fitted with three basic control blocks:
1. The microcontroller, which supervises the general operation of the ICU and of the communications via CAN
with the TCU.
2. The DSP which executes the control algorithms in real time.
3. The FPGA block which resolves communication with all the peripheral equipment external of the board and
provides hardware protection to preserve the integrity of the system.
The ICU is supplied from the 24V train battery voltage required for the ICU. This supply stage is equipped with
protections against reverse polarity and the filters required to meet EMC standards.
Figure 8. Inverter Control Unit ( ICU).
The ICU interface with the other system items is as follows:
2 CAN channels for TCU-ICU communication.
8 Fibre optic two direction channels (Command/acknowledge) for IGBT control.
4 Encoder reading channels.
4 Fourteen bit resolution analogue inputs for current readings.
3 Fourteen bit resolution analogue inputs for voltage readings.
7 multiplex channels for temperature reading with Pt100 sensors.
Two independent sets of 4 digital inputs + 4 digital outputs. For each set the inputs share trip threshold and
zero. The inputs accept rated voltages of 24V to 110V. The outputs admit currents of up to 1A and are protected against overcurrents and overtemperatures.
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4.3. Traction control unit
The TCU is a modular unit mounted in a rack of 3U x 42 E (1/2 de 19”).
Figure 9. Traction Control Unit (TCU).
It is fitted with the following boards:
Supply filters board (1 per rack).
DC/DC board (1 per rack).
CPU Board (1 per rack).
Board with 12 digital inputs.
Board with 8 digital outputs.
Boards each with 4 analogue inputs and 4 analogue outputs.
4.3.1. Supply filters board:
This is the point where the supply voltage (battery voltage) enters the module. It contains filters to meet the
electromagnetic compatibility and reverse polarity protections requirements.
4.3.2. DC/DC Converter:
This converts the battery voltage to the module operation 5VDC, giving power in excess of 50W even in the
least favourable of conditions.
4.3.3. CPU Board:
The core of this board is the 32 bit ColdFire MCF5272 processor. The board is designed so that on-board
applications can be executed. The input/output boards are accessed via the VME bus. It is also equipped
with MVB (class 2) redundant communication, two CAN channels and two isolated series RS232 lines. To
record logs, the CPU board shall be fitted with at least 1Mbit of non-volatile memory.
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750 VDC Traction system
4.3.4. PWM inputs and digital inputs board:
The digital inputs board is fitted with three blocks each with 4 inputs, giving a total of 12 inputs per board.
Each block shares the reference voltage and zero. The inputs admit a wide range of voltages, including 24,
72 and 110VDC (-30 % + 25 %) which are usual in batteries.
The trip threshold of the inputs of each set is set at 50% of the reference voltage. Thus, if a 24V reference
voltage is chosen for a set, the inputs shall be activated as of 12V.
The input impedance of each channel is 75.5KΩ whereby the current permanently consumed by each inlet
shall be between 0.3mA for 24V and 1.5mA for 110V. However, each input is fitted with a contact cleaning
circuit which creates a periodic consumption of 60mA. The current peak lasts for 1ms, and the period can be
set between 50 and 250ms.
The 4 inputs of one of the sets can be set in PWM mode. The voltage levels permitted in this mode as the
same as those in the normal input reading mode, and the base frequency of the PWM signal can be up to
2KHz. Readings shall be made with a resolution of 8 bits.
During the initial phase of the project the number of digital input boards required for internal signals of the
power unit (ICU supply monitoring, fan status monitoring, etc.) and external signals (PWM signal of the
traction controller) shall be defined providing a sufficient number of available inputs.
4.3.5. PWM outputs and digital outputs board:
This board is fitted with 8 independent digital outputs all isolated from each other. Each output is fitted with
two power free terminals where the charge can be connected in the high or low side of the contact. The
contact switch is a MOSFET type and can support a rated current of 1A and peaks of 5A with a rated voltage
of 110V.
As well as the usual protections for transients, each channel is fitted with protection against reverse polarity,
short circuits and overheating.
4 of the 8 outputs can be configured as PWM outputs, with external voltage of up to 110V (+30%), a maximum base frequency of 2KHz and a resolution of 8 bits.
During the initial phase of the project the number of digital output boards required for internal signals of the
power unit (ICU supply, fan control, cooling system, pump control, etc.) and external signals (circuit breaker
opening loop, etc) shall be defined providing a sufficient number of available outputs.
4.3.6. Analogue input and output board:
The analogue input and output board is fitted with a set of 4 analogue inputs and another of 4 analogue
outputs, all with a resolution of 12 bits. Both the inputs and the outputs can be configured in the production
phase as voltage channels (0 - 5V ó ±10V) or current loop channels (0 - 20mA). Also, one of the 4 inputs can
be set to read 4 Pt100 type temperature sensors (-50 ºC to 150 ºC).
During the initial phase of the project the number of analogue input/output boards required for internal
signals of the power unit (inputs for reading temperature sensors, etc.) and external signals (signals for cab
monitoring) shall be defined providing a sufficient number of available inputs/outputs.
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750 VDC Traction system
4.4. Standards
It fulfils the rails standards in effect, specifically:
EN50155: Railway applications. Electronic equipment used on rolling stock.
EN 50121: Railway applications. Electromagnetic compatibility. Part 3-2: Rolling stock. Apparatus.
IEC 61375-1: TCN: Train Comunication Network.
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5. Software description
5.1. Train software
The train software is executed in the high level traction control unit and shall principally provide communication
with the control and monitoring equipment via TCN and implement the specific traction control functions for the
traction unit, sending the necessary torque settings to the low level control unit and supervising its operation.
The high level traction unit also calculates the friction brake settings of the motor bogies and provides coordination between the electric brake and hydraulic brake (blending), i.e. carries out the BCU function. If there is a
trailer bogie, it shall be equipped with its own BCU.
TCU
TCU
ICU
ICU
Inverter Power
Electronics
(Dinamic Brake)
MOTOR BOGIE
BCU
(Friction Brake)
Inverter Power
Electronics
(Dinamic Brake)
Vehicle
Wheels
5.1.1. Driving modes:
The driving modes defined for the specific traction unit are implemented.
5.1.2. Communication with the train:
This permits connection by means of a TCN bus with the train control and monitoring equipment. This is a
class 2 node permitting sporadic messaging.
Communication with the control and monitoring equipment must be in accordance with the TCN reference
document, that shall be established in the initial phase of the project.
5.1.3. Coordination with the brake equipment:
This establishes a dialogue (called ‘blending’), via the TCN bus, between the traction equipment and the
brake equipment whereby the operation of the electric brake and the hydraulic brake are coordinated.
5.1.4. Self-adjustment of the wheel diameter:
This calculates the diameter of the wheel according to the reference diameter and the train speed, which reach the control and monitoring equipment via TCN, and also in accordance with the motor encoder reading.
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5.1.5. Cooling Control:
This controls the fans of the traction box and other items making up the cooling system of the motors, filters,
brake resistors, etc.
5.1.6. Log and alarm record:
This records the alarms that trip on a non-volatile memory device, saving a log of events and the context of
their occurrence whereby the problem can be analysed. The alarms can be notified, as appropriate, in real
time via TCN bus to the control and monitoring equipment.
It is equipped with a remote download mechanism for log and alarm records via the TCN bus and also via
local connection (RS-232).
5.1.7. Monitoring:
A list of adjustable parameters can be monitored dynamically via the TCN bus without interfering with the
execution of the control strategy.
5.1.8. Self-diagnosis:
This implements self-detection of faults logics which are executed periodically, as a result of a specific event
(start up of control equipment, connection of electronic equipment, etc.), or at the discretion of maintenance
staff.
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Technical data
750 VDC Traction system
5.2. Control software
The control software is executed in the inverter control unit and basically provides low level control of the power
electronics (inverter, braking chopper, etc.). It implements the control strategy receiving periodic settings of the
high level traction control unit via a CAN bus.
5.2.1. Inverter control:
This implements the control strategies required to control the motors, optimising consumption and operation
cycles of the power unit. It implements the appropriate algorithms to meet the requirements laid down, regarding speed, consumption and comfort.
It is capable of implementing control modes ISC, DSC-A, TLC and DSC-W.
5.2.2. Braking chopper control:
This controls the braking chopper to implement various functions such as the control of the bus voltage in
electric braking, protection against sudden voltage surges, etc.
5.2.3. Anti-slip/slide system:
This implements a shoe detection and correction system during traction and a wheel slide system during braking. The wheel slide protection system detects and corrects the slide during the application of the electric
brake. During application of the blended brake the electric and hydraulic wheel slide shall be coordinated by
the traction equipment.
5.2.4. Limits:
Various limits are implemented: Excessive acceleration limit, torque slopes limit, limits according to the characteristic curves of traction/braking, limits according to maximum speed, limits according to temperatures,
etc.
5.2.5. Protections:
Various protections are implemented: Overcurrents, overvoltages, excessive temperatures, peripheral equipment data reading errors, loss of communications and execution logic errors. There may be a reduction of
performance, the traction may be disenabled or the equipment may be started, according to the situation.
5.2.6. Self-diagnosis:
This performs operation checks on all components during start up. If serious error is detected during this
process, the start up is aborted immediately to prevent damages to the equipment.
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