16th INTERNATIONAL CONFERENCE „CURRENT PROBLEMS IN RAIL VEHICLES - PRORAIL 2003“ October 8 – 10, 2003, Žilina, Slovakia
NEW 3 KV DC EMU’S SERIES 471 WITH AUTOMATIC TRAIN OPERATION ON CZECH RAILWAYS (ČD) NOVÉ ELEKTRICKÉ JEDNOTKY ČD ŘADY 471 S AUTOMATICKÝM VEDENÍM VLAKU )
Jiří DRÁBEK, Aleš LIESKOVSKÝ, Ivo MYSLIVEC, Jiří DANZER* 1 INTRODUCTION
The modern electric motor unit series 471 being in service on Czech Railways since the year 2000 is equipped with asynchronous two-stators traction motors fed from IGBTVVVF inverters supplied directly form 3 kV DC trolley net. The 471 enables the automatic train operation (ATO), automatic target braking (ATB) with energy consumption optimisation (ECO) on ČD routes equipped by route information points (RIP) consisting of combinations of permanent magnets giving, each of them, an unique magnetic signal. This signal needs the EMU on-board computer for the train position determination. The main innovation equipment of the 471 EMU will be shortly described in the paper. 2 EMU 471 VEHICLES The unit can consist of following vehicles:
*)
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driving trailer series 471,
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steering coach series 971,
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intermediate passenger coach series 071.
Doc. Ing. Jiří DRÁBEK, PhD. Katedra elektrickej trakcie a energetiky, Elektrotechnická fakulta, Žilinská uiniverzita v Žiline, Moyzesova 20, SK-010 26 Žilina, Slovensko. Tel. (++421 41) 513 2187, fax (++421 41) 513 1518, e-mail:
[email protected],
[email protected]. 62 roků, zabývá se elektrickými trakčními pohony, dynamikou jízdy vozidel a jejich simulacemi. Dr. Ing. Aleš LIESKOVSKÝ, Automatizace železniční dopravy Praha, Žirovnická 2, CZ-106 17 Praha 10, Česká republika. Tel.: (++420) 267 287 111, fax: (++420) 272 656 142, email:
[email protected]. 39 roků, pracuje na vývoji systémů automatizace jízdy vlaků. Dr. Ing. Ivo MYSLIVEC, e-mail:
[email protected]. 38 roků, pracuje na vývoji systémů automatizace jízdy vlaků. Doc. Ing. Jiří DANZER, CSc., Katedra elektromechaniky a výkonové elektroniky, Fakulta elektrotechnická, Západočeská univerzita Plzeň, Sady Pětatřicátníků 14, CZ-306 14 Plzeň, Česká republika. Tel. (++420) 377634490, e-mail:
[email protected]. 65 let, spolupracovník ŠKODA Plzeň-Dopravní technika, dříve vedoucí pracovník výzkumu a projekce elektro ŠKODA-Dopravní technika.
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All vehicles are built as four-axles ones with aluminium car bodies (ČKD - MSV Studénka) in the double-deck arrangement. Combinations 471 + 971 or 471 + 071 + 971 can be set up to create one 471 EMU operating in both two ride directions because both 471 and 971 are equipped by one driver’s cab. But only the 471 is driven (Bo´Bo´). Several 471 EMUs can create a longer trainset, see Fig. 1. All vehicles in such a train are connected together and centrally controlled via the wire train bus (WTB).
Fig. 1 A trainset consisting of 471 EMUs on ČD route Obr. 1 Souprava z jednotek 471 na trati ČD The two prototypes EMUs 471 started their service in the year 2000. Totally 12 EMUs operate on ČD today and other 10 are ordered in ČKD-MSV. Because EUPEC-IGBTs with the reverse voltage value 6,5 kV are produced today, a traction drive (ŠKODA Plzeň) reconTABLE 1 EMU 471 vehicles main parameters TAB. 1 Hlavní parametry vozidel EJ 471 Track gauge
1 435 mm
Traction supply system
3 kV DC
Maximum speed
140 (variants 160 and 120 km/h)
471 rated output
2 000 kW
EDB output resistance/regenerative
1 700/2 000 kW
Maximum traction effort
180 kN
Maximum braking effort
145 kN
Axle arrangement 471/071/971
Bo’Bo’/2‘2‘/2‘2‘
Total vehicle length (by all)
26 400 mm
Total width (by all)
2 820 mm
Total height over rail head
4 635 mm
Maximum axle load mass
< 20 t
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struction is intended with direct 3 kV DC one-element inverters and one-stator ASM in future. Some basic vehicles data can be found in TABLE 1.
Fig. 2 471 traction drive principle scheme and its substitution diagram Obr. 2 Principiální schéma trakčního obvodu a jeho náhradní schema
Fig. 3 The real 471 traction scheme Obr. 3 Skutečné schéma trakčního obvodu 471 2.1 Traction coach 471 It is designed in the axle arrangement Bo´Bo´ and supplied the 3 kV DC traction supply voltage. The drive is supplied by 3 kV DC voltage from trolley wire via pantograph, main
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circuit breaker RV and filter inductance L1 direct to the DC-voltage line divided by capacitors C1 and C2 connected in series into 2 voltage lines with the 1,5 kV voltage which feeds two VVVF-IGBT inverters in “series”. This solution was used because there were IGBTs with only 3,3 kV reverse voltage maximum value made in the time of 471 design. That was also the reason for two-stators asynchronous motors construction where every of stator windings is fed from one of inverters. On 471, two parallel connected traction motors are fed from inverters unlike the principle scheme in Fig. 2, see Fig. 3. The inverter BM1 serves for the regenerative or resistance (braking resistors R1, R2) EDB control. The main parameters of the traction scheme equipment are in TABLE 2. Traction motor parameters are given in TABLE 3. TABLE 2 Traction equipment main parameters TAB. 2 Hlavní parametry trakčního zařízení Maximum short time voltage
3 900 V DC
L1 (filter) data
3 000 V, 700 A, 4,5 mH
C1, C2 (filter) capacitance
9,625 mF (total)
Inverter output line voltage
0 – 1 130 V, 2 x 3 phases
Inverter output frequency
0 – 200 Hz
One phase output current
405 A
Total IGBTs number
12 modules 1 200 A, 3,3 kV
Inverter input voltage
3 000 V DC
Inverter cooling
water cooled
TABLE 3 Asynchronous traction motor characteristics (values for sinusoidal form supply) TAB. 3 Data asynchronního trakčního motoru (při sinusovém napájení) Rated output
500 kW
Rated line voltage
1 130 V
Rated input phase current
2 x 160 A
Nominal/max. revolutions
1 992/3 975 /min
Nominal/max. stator frequency
100/200 Hz
Number of poles/phases
6/6
Torque overload at 0/nom./max. revolutions
1,85/1,3/1,3
Motor mass
1 150 kg o
Calculated quantities values for traction motor substitution diagram at 20 C and 100 Hz frequency Stator phase resistance (R1)
0,0346 Ω
Rotor phase resistance re-calculated (R21)
0,0187 Ω
Stator phase stray inductivity (L1)
0,595 mH
Rotor re-calculated inductivity (L21)
0,463 mH
Main inductivity (Lh)
13,25 mH
Stator windings connection
double-star
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2.2 Auxiliary drives Auxiliary drives are fed from both two 1,5 kV DC lines by means of own auxiliary drives primary inverter fulfilled by a transformator + rectifier with the output voltage 550 V DC. The auxiliary drives AC asynchronous motors are fed via inverters from this so called “auxiliary drives supply net” 550 V DC. The motors propel these auxiliary drives: –
compressors,
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braking resistor ventilator,
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inverter ventilators,
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inverter cooling water pump,
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air-conditioning fans.
3 TRAIN CONTROL BLOCK SCHEME The processor train/vehicle control system is set up from more sectional computer systems connected by serial communications links. The central computer is installed in every 471, 071 and 971 vehicle. Computers for the control of equipment are placed direct by the equipment controlled. The control system block scheme is in Fig. 4. The central vehicle computer controls and coordinates all vehicle operations and it also simultaneously communicates with other train vehicles by means WTB (wire train bus). The central computer on board of 471 traction- or 971 steering vehicle where the driver operates becomes “master” and fulfilled by ATO controls the activities which are mutual for whole the train, which e.g. are:
Fig. 4 The 471 control system block scheme Obr. 4 Blokové schema řízení EJ 471
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acceleration, motion and EDB control,
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control of the air-pressure train brake,
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passenger information system control,
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WTB communication control,
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data for displaying/saving control (diagnostics).
Single vehicles are maximally autonomous in all other activities needed for the service reliability (partial one, at least). In this way, number of necessary transferred signals
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among the “master” computer in driver’s vehicle and other remote vehicle computers in trainset (where, more over it, number of vehicles can be changed during the train motion), is minimised. ATO – automatic train operation is a unique control module which managed the most operations necessary for both the traction and electrodynamics/mechanical braking. ATO, however, co-operates with the “master” computer but it has its own direct inputs and outputs needed in safety relevant or time-critical cases for the train safety. These inputs/outputs are fully separated from the central computer operation. The central computer communicates with other equipment by means of different types serial lines. Communication CAN High Speed is used as the basic type for connections –
with “slave” microprocessor systems equipped by the CAN-controller like: all traction and auxiliary inverters and some other equipment (elevating wheelchair platforms, information tables),
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with CAN-modules working as collecting units for input and/or output of logic signals at 24 V DC level, or for the input of analogue quantities respectively. These modules vehicle positioning is optimised for shortening the cables length.
The blocks arrangement in Fig. 4 corresponds to that one in the traction vehicle 471. For steering vehicle 971, the line CAN-3 does not exist. By passenger coach 071, the ATOblock is not installed. The central computer controls both two lines RS485, the reduced line CAN-1 and CAN-5. 4. AUTOMATIC TRAIN OPERATION (ATO) AT EMUS 471 It was referred about the development and principle of the unique VÚŽ/AŽD Praha ČD-traction vehicle automation system in MET’97 Conference Proceedings [1]. This ATOsystem had been in the past successfully tested by ČD 163.034 locomotive with trains on the route Praha – Kolín where “passive” (without any supply) route information points (RIP) were installed. Since that time, the 4 traction vehicles EMUs of a new series 470 were equipped by an innovated ATO-system being in service till now. A stationary radio-wave data station was built in the Praha – Libeň railway station to test the remote radio-wave data channel on the 470 EMU as well as the interface for the ČD relais signal safety system in 1998. The EMU 471-ATO system has been proved since 1999 and it is in the regular service since 2000. The ATO system consists of both the vehicle and route equipment. 4.1 The 471 traction vehicle ATO equipment The 471 vehicle microcomputer ATO system (as well as the 471/971 central computer system) uses the 68360 processor with 25 MHz frequency. The hardware is identical with the firm Unicontrol control/communication equipment consisting of PEP Modular kit based on the Motorola processor. So the ATO-system was diminished and stored in only 3 European format cards placed in the vehicle central computer box.. The on-board ATO function was described in [1] more in detail. It could be only shortly mentioned here: –
the “route map” for the railway line to be ridden,
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involving gradient/distance data, route maximum speed/distance values, distance of stations, signals etc. is stored in computer memory,
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the time-table for the actual train regular ride is stored in computer memory,
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train characteristics as the train’s braking ratio [%], length and number are entered by driver before the train start. These data are offered to driver on the touch-screen and he confirms or repairs them, respectively, by touching the screen.
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The train starts in automatic speed control (ASC) regime when the driver sets the required train speed. After the train passes over the first route information point (by the departure points) where ATO computer localises the train position (is oriented), the fully automated ride progresses till the next stop.
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For the automatic target braking, the differential equation of train motion is continuously solved in real time with the aim to compute the actual needed braking distance till the next stop/limiting speed point/speed limiting signal. The ATO cooperates with the line safety signal equipment by means of the ČD signal repeating device.
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-Automatic braking smoothly starts the braking and approaches with non-periodic behaviour the exact speed limit point or stop. The automatic target braking accuracy is better then ± 2 m , see Fig. 5, by using of different brake systems.
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Regular time-table involves a time reserve (to shorten a small time-table delay, etc.). If the ATO-system finds out this reserve till the next lower speed limit or stop, the ECO (energy consumption optimisation) programme comes into operation. The traction vehicle supply is switched off and coasting (using the train’s inertia energy for motion) follows. The supply energy savings measured comparing ATO-trains rides against drivers manual controlled rides reached about 30 % by trains with 163.034 locomotive (September 1992), railway line Praha – Kolín and back.
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The time-table arrival accuracy in stations/stops is typically between + 5 and – 20 s which is caused by using ECO because during coasting the way of ride is not corrected more. Rheostatic brake
Rheo. br. + external influence
Pneumatic brake
A
-2
-1
0
1
2
B
Fig. 5 Accuracy of 471 EMU automatic target braking by different braking/external/train conditions Obr. 5 Přesnost automatického cílového brzdění EJ 471 při různých brzdných a vnějších podmínkách
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RIP positioning magnetic signals are taken off by sensors on the vehicle and transferred to the ATO-computer. 4.2 Route information points (RIPs) RIPs represent a next opportunity of the ČD ATO-system because they: – are robust, – need not any supply, and so – are very reliable, – are simple and cheap, – damaging-proof. One RIP consist of two parallel between rails laid, see Fig. 6, originally wooden 5 m long sleepers (made from recycled plastics now). Totally 8 magnets in 6 optional rows are placed in each of them. Every magnet can be north/south oriented. The number of quite unique signals after excluding, because RIPs can be read in both train motion directions, axle symmetric signals as well as symmetrical couples with just existing couples, is ca 30 600. The useful combinations are, more over it, divided into so called classes in which the Hamming-distance at the asked level 8 is secured. It means that the read 24-bit word had to be changed at least at 8 bites to be read like another allowed word. It secures also a fully information translation safety at railway stations gridirons where the combination of next RIP is not known but the set of combinations allowed only.
Fig.6 Route information point (RIP) arrangement Obr. 6 Uspořádání traťových informačních bodů
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Note: The Hamming-distance at the level 4 only is asked by railway signal equipment for the comparable information translation. The original “prototype” line equipped by RIPs Praha – Kolín (about 60 km) is exst tended in direction Pardubice now. Another part of the 1 ČD high speed “corridor” by Praha in direction to Germany will be set into automatic operation soon. Installations of RIPs nd at the part of the 2 “corridor” near Ostrava is prepared. 4.3 Railway service offered by 471 EMU’s Trains being set up from 471 EMUs serve as ATO quick suburban units with 140 km/h maximum speed between Praha and Kolín now. The same kind of operation ought to start between Praha and Kralupy nad Vltavou soon. nd
st
The 471 EMU has air-conditioned departments of 2 class and also 1 class and its maximum speed can be increased up to 160 km/h so that also it can be used also for long-distance express trains. However, without ATO-ride on lines where RIPs are not installed yet. Driving on these ČD railway line sections, the ASC (automatic speed control) can be used only which enables to reach non-periodically the required speed (set by driver on the keyboard), both higher or lower than actual train speed value, and to keep it then with the ± 1 km/h accuracy. For braking, the ASC prefers the EDB. If the EDB is not powerful enough or fails, the pneumatic brake automatically comes into operation. And so the ASC improves the user friendliness of driving the train as well. References [1] Drábek, J., Lieskovský, A., Myslivec, I., Hosny, W. M.: Automatic speed control and automatic target braking with energy consumption optimisation on Czech and Slovak Railways. MET’99 Warsaw, Poland, September 25 – 27, 1997. [2] Danzer, J.: Řízení elektrické motorové jednotky řady 471 pro ČD. (The control of the EMU series 471 for ČD. In Czech.) nd 2 International scientific conference ELEKTRO’97, June 23 – 24, University of Žilina, Slovakia. ♠♠♠ Summary Design of the 471 ČD EMU has more modern elements, as: –
the aluminium vehicles body,
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the direct IGBT-inverter supply from 3 kV DC net,
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two-stators asynchronous traction motors,
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the automatic train operation (ATO) system.
The 471 ATO system is probably the most progressive automation system used on main railways trains this time enabling except the smooth target braking according the computed braking curve also the energy savings thanks to the ECO. The first series of 22 EMUs 471 ought to be supplied in the year 2005. Following series will be upgraded according the power and automation electronics development.
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Konstrukce jednotky 471 ČD se vyznačuje některými moderními prvky, například: –
hliníkovými skříněmi vozidel,
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IGBT střídači připojenými přímo na trakční napájecí soustavu 3 kV DC,
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asynchronními trakčními motory se dvěma statory,
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systémem automatického vedení vlaku (AVV).
Systém AVVT použitý na 471 je v současnosti pravděpodobně nejpokrokovějším automatizačním systémem užívaným na vlacích hlavních železničních tratí. Umožňuje kromě plynulého automatického cílového brzdění podle vypočtené brzdné křivky také optimalizaci spotřeby a následné úspory elektrické energie. První série 22 souprav jednotky 471 má být dodána do roku 2005. U případných následných sérií lze očekávat další modernizaci umožněnou vývojem výkonové a automatizační elektroniky.
Lektoroval: Doc. Ing. Jiří Zahradník, PhD., EF Žilinskej univerzity v Žiline
