EPE Association: EPE 1985 - 28 - Lecture Session 5.3: TRACTION (II)

EPE 1985 - 28 - Lecture Session 5.3: TRACTION (II)
You are here: EPE Documents > 01 - EPE & EPE ECCE Conference Proceedings > EPE 1985 - Conference > EPE 1985 - 28 - Lecture Session 5.3: TRACTION (II)

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   U-BAHN DRIVE WITH CURRENT SOURCE INVERTER AND WITH CONTACTLESS DRIVE / BRAKE REARRANGEMENT
By W. Runge; L. Still [View]
[Download]

Abstract: BBC has equipped a DT3 vehicle of the Hamburger Hochbahn ("U-Bahn", subway) with asynchronous induction motor drives fed by current source inverter. A survey is given of the drive system. Some special features of the drive equipment are described with more detail: The input chopper needs no contactor for the change between driving and braking mode. The features of a two-quadrant-controller have been obtained by little additional expenditure compared with a one-quadrant-controller and by special control techniques. An input filter with 50 Hz absorbing resonant circuit ensures that line interference effects remain below the allowable limits.

   A DIGITAL CONTROL SYSTEM FOR RAILWAY VEHICLE DRIVES
By C. Urbanke [View]
[Download]

Abstract: In view of the complexity and large number of different designs employed for the drives of railway vehicles, advanced control technology corresponding to that of the drives is required. The SIBAS(R) 16 automation system described below employs a modular hardware which can be configured as desired by selection of appropriate modules in conjunction with software employing selectable program modules. Control units using this technology employ digital processing for all control and monitoring functions and thus facilitate matching of the controls to the characteristics of the plant and simplify commissioning. A diagnostic system which is integrated in the standard programs informs the user on occurrence of irregular drive performance at the moment the fault is detected and stores important signals and process data which can facilitate fault finding. The extended capabilities of microelectronics allow implementation of better control technology and acquisition of important data during normal operation of the drives.

   GUlDANCE MAGNET CONTROLLABLE IN TWO DEGREES OF FREEDOM FOR MAGNETICALLY LEVITATED AND GUIDED VEHICLES
By H. Knoll; L. Miller [View]
[Download]

Abstract: A novel non-contacting guidance system for magnetically levitated high speed transportation systems is presented. In order to simplify the mechanical structure of the vehicle and to avoid weakly damped modes particularly with low eigenfrequencies magnet configurations are developed which can be stabilized in two degrees of freedom - translation and rotation - by means of autonamous gap control circuits. Furthermore failure of one control circuit of a magnet does not influence stability and performance of the overall magnet control. This is achieved with magnetically coupled magnets joined longitudinally by the levitation bogies, fail-safe and redundant gap sensors and fail-safe transistor-choppers operating with 100 kHz sampling rate. Tests on a "magnetic wheel" test stand show the advantages of this concept.

   ELIMINATION OF THE 16 2/3 HZ 15 KV MAIN TRANSFORMER ON ELECTRICAL TRACTION VEHICLES
By H. Weiss [View]
[Download]

Abstract: Given an electrical traction vehicle for 16 2/3 Hz mains with impressed voltage inverters operating asynchronous motors, the huge 16 2/3 Hz - 15 kV main transformer can be substituted by power electronics plus a 400 Hz transformer. The new power transmission system consists of the following parts: 16 2/3 Hz - 15 kV RMS bridge rectifier, bridge type voltage source inverter operating at 400 Hz - 15 kV and a 400 Hz step down transformer, 400 Hz rectifier, dc chopper, capacitor and filter components for the impressed voltage three phase inverters, asynchronous motors. The high voltage inverter provides voltage blocks - modulated by 16 2/3 Hz - to the 400 Hz transformer, which is far smaller and has less losses than its 16 2/3 Hz counterpart. Headed by a bridge rectifier on the secondary, the dc chopper is controlled on achieving a nearly sinusoidal current draw from the mains. The rated total power of an electrical traction vehicle can be increased by nearly 10 % at constant axle load and total volume; electrical losses are reduced and a high power factor can be obtained.

   THE EXPERIENCE ACEC / MIVA
By L. Denoncin [View]
[Download]

Abstract: A new induction motor propulsion has been tested by ACEC and MIVA (Maatschappij voor het Intercommunaal Vervoer te Antwerpen) on a type PCC two-bogie car. The four motors are feeded in parallel by a current source inverter, the current being controlled by a 600 Amps, 600 V DC chopper fitted with a full static braking contactor. The frequency of the inverter is got by a phase locked loop controlling the firing of the inverter thyristors as a function of the position of the flux vector in the induction motors. Other main functions of the control electronic are also described: motor torque control, regulation of motor current and flux, protections and sequences.

EPE 1985 - 28 - Lecture Session 5.3: TRACTION (II)
You are here: EPE Documents > 01 - EPE & EPE ECCE Conference Proceedings > EPE 1985 - Conference > EPE 1985 - 28 - Lecture Session 5.3: TRACTION (II)
	[return to parent folder]

	U-BAHN DRIVE WITH CURRENT SOURCE INVERTER AND WITH CONTACTLESS DRIVE / BRAKE REARRANGEMENT By W. Runge; L. Still	[View] [Download]
Abstract: BBC has equipped a DT3 vehicle of the Hamburger Hochbahn ("U-Bahn", subway) with asynchronous induction motor drives fed by current source inverter. A survey is given of the drive system. Some special features of the drive equipment are described with more detail: The input chopper needs no contactor for the change between driving and braking mode. The features of a two-quadrant-controller have been obtained by little additional expenditure compared with a one-quadrant-controller and by special control techniques. An input filter with 50 Hz absorbing resonant circuit ensures that line interference effects remain below the allowable limits.

	A DIGITAL CONTROL SYSTEM FOR RAILWAY VEHICLE DRIVES By C. Urbanke	[View] [Download]
Abstract: In view of the complexity and large number of different designs employed for the drives of railway vehicles, advanced control technology corresponding to that of the drives is required. The SIBAS(R) 16 automation system described below employs a modular hardware which can be configured as desired by selection of appropriate modules in conjunction with software employing selectable program modules. Control units using this technology employ digital processing for all control and monitoring functions and thus facilitate matching of the controls to the characteristics of the plant and simplify commissioning. A diagnostic system which is integrated in the standard programs informs the user on occurrence of irregular drive performance at the moment the fault is detected and stores important signals and process data which can facilitate fault finding. The extended capabilities of microelectronics allow implementation of better control technology and acquisition of important data during normal operation of the drives.

	GUlDANCE MAGNET CONTROLLABLE IN TWO DEGREES OF FREEDOM FOR MAGNETICALLY LEVITATED AND GUIDED VEHICLES By H. Knoll; L. Miller	[View] [Download]
Abstract: A novel non-contacting guidance system for magnetically levitated high speed transportation systems is presented. In order to simplify the mechanical structure of the vehicle and to avoid weakly damped modes particularly with low eigenfrequencies magnet configurations are developed which can be stabilized in two degrees of freedom - translation and rotation - by means of autonamous gap control circuits. Furthermore failure of one control circuit of a magnet does not influence stability and performance of the overall magnet control. This is achieved with magnetically coupled magnets joined longitudinally by the levitation bogies, fail-safe and redundant gap sensors and fail-safe transistor-choppers operating with 100 kHz sampling rate. Tests on a "magnetic wheel" test stand show the advantages of this concept.

	ELIMINATION OF THE 16 2/3 HZ 15 KV MAIN TRANSFORMER ON ELECTRICAL TRACTION VEHICLES By H. Weiss	[View] [Download]
Abstract: Given an electrical traction vehicle for 16 2/3 Hz mains with impressed voltage inverters operating asynchronous motors, the huge 16 2/3 Hz - 15 kV main transformer can be substituted by power electronics plus a 400 Hz transformer. The new power transmission system consists of the following parts: 16 2/3 Hz - 15 kV RMS bridge rectifier, bridge type voltage source inverter operating at 400 Hz - 15 kV and a 400 Hz step down transformer, 400 Hz rectifier, dc chopper, capacitor and filter components for the impressed voltage three phase inverters, asynchronous motors. The high voltage inverter provides voltage blocks - modulated by 16 2/3 Hz - to the 400 Hz transformer, which is far smaller and has less losses than its 16 2/3 Hz counterpart. Headed by a bridge rectifier on the secondary, the dc chopper is controlled on achieving a nearly sinusoidal current draw from the mains. The rated total power of an electrical traction vehicle can be increased by nearly 10 % at constant axle load and total volume; electrical losses are reduced and a high power factor can be obtained.

	THE EXPERIENCE ACEC / MIVA By L. Denoncin	[View] [Download]
Abstract: A new induction motor propulsion has been tested by ACEC and MIVA (Maatschappij voor het Intercommunaal Vervoer te Antwerpen) on a type PCC two-bogie car. The four motors are feeded in parallel by a current source inverter, the current being controlled by a 600 Amps, 600 V DC chopper fitted with a full static braking contactor. The frequency of the inverter is got by a phase locked loop controlling the firing of the inverter thyristors as a function of the position of the flux vector in the induction motors. Other main functions of the control electronic are also described: motor torque control, regulation of motor current and flux, protections and sequences.