MULTISYSTEM LOCOMOTIVES The FUTURE of EUROPEAN RAILWAYS dr hab. - PowerPoint PPT Presentation

MULTISYSTEM LOCOMOTIVES The FUTURE of EUROPEAN RAILWAYS dr hab. inż. G. SKARPETOWSKI, prof. PK POLITECHNIKA KRAKOWSKA (ret. BBC, ABB,  ,  Adtranz, Bombardier Transportation (CH)) JUBILEE SCIENTIFIC CONFERENCE “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

HISTORICAL REVIEW At the time of steam traction , the European Railways were theoretically interoperable. In almost entire Europe were the same gauge, coal, water and carbide lamp. The doors for a use of railway infrastructure for Trans European Communication were open. But the political systems, as you know, didn’t support the necessary collaboration. Current political situation has changed Today, we stand on a free position when speaking of political condition. The political situation has changed, but not only. “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

HISTORICAL REVIEW The technical condition of railway also changed . And now, not the political, but the technical differences are very difficult to solve (overcome). How come? What is the reason for that? And what are the difficulties? The main differences in railway technology were introduced in the time of electrification. The emergence of the differences was caused by different factors. Let me mention only the political, economic and technical factors. In terms of politics , the differences in the railway infrastructure were used to isolate the nations and to secure the state borders. That was actually the misuse of technology for political tasks. “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

HISTORICAL REVIEW Speaking of economic reasons it is to say, that different states of Europe have carried out the electrification of railways in different periods of time. And the time shifting had the biggest influence on the applied technology. Technical reasons In all subsequently railway electrifications, which have carried out the latest technological achievements in the power transmission and energy conversion have been applied. All this took place without taking into account all already existing supply, drive and signalling systems in Europe. The technology of the existing system was regarded as bad and outdated. In this way, the great part of the technical differences is caused by the progress in technology of drive systems. “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Principal development stages in the Technology of Railway Electrification In my opinion, in the development of the railway drive technology, the following 5 principal periods can be identified • 1: AC supply line & AC 3 phase induction machine • 2 : AC supply line & AC commutator machine • 3 : DC supply line & DC commutator machine • 4: AC supply line & DC commutator machine • 5 : AC & DC supply line & convertor feed 3 phase induction machine • Current state of interoperability Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

The European Railway Supply Tower of Babel Electric traction supply systems in United Europe • Supply 0.6 kV DC • Supply 1 kV DC • Supply 1.5 kV DC • Supply 3 kV DC • Supply 16 2/3 Hz, 15 kV AC • Supply 50 Hz, 25 kV AC New tower of Babel exists. The one in Babylon, as you know, was destroyed but the Europeans have built a new, very modern one. They have used the ABB latest technological achievements for it. “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

« Railway Signalling System Tower of Babel » More than 10 different Signalling Systems BT If you try to install all the necessary sensors on a locomotive, you obtain a beautiful Christmas tree. But not the number of sensors is a problem. A part of the sensors disturbs and interfere with the other and for this reason cannot be installed on the same locomotive. Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

It has been shown that the European rail infrastructure is divided into different national supply and signalling systems. Politics alone is not in the positon to solve the problems of interoperability. The short ‐ term solution of the problem is proposed by the railway industry. And that’s the proposal. ONLY Multi-Supply and Multi-Signalling System Locomotives and Coaches can use the existing infrastructure for the Trans European Railway Transport in the near future Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Block Diagram of a European 4-Supply-System Locomotive Single phase alternating voltage AC Rectified pulsating DC voltage DC Line AC Line 3kV; 1.5kV 25kV, 50Hz 15kV,16,7Hz Main Switch DC Main Switch AC Input INDUCTION choke MACHINE TRAFO Rotating Vectors of Induction Machine Harmonic Second Harmonic DC LINK LINE 3 PHASE Voltage and Current Line Filter Earthing GEAR BOX CONVERTER CONVERTER Brush Filter Motor torque with ripple Rails TRANSPORTABLE SUBSTATION DC SUPPLIED DRIVE WITH 3 PHASE INDUCTION MACHINE Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Modular assembly of 4-Supply-System Locomotive Supply AC 25kV,50Hz, 15 kV,16.7 Hz Supply DC 3kV, 1.5kV Voltage Charging of DC Link Input Choke Main Switch DC Main Switch AC Current Sarge arrestor Multiwinding Single Phase Traction Transformer AC/DC DC/AC Induction Machine AC/DC Filtr harm. 3M Switch AC/DC DC/DC DC/AC AC/DC DC/AC DC/AC Charging 4 Quadrant Converter DC Link 3 Phase Converter of DC Link Braking Resistor DC. 3 Step Down Converter Filter 4 Step Down Converter Voltage limiter DC. In 3 Phase Configuration 33.3Hz or In 4q-C Configuration Step down chopper 100Hz. Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Traction Machine Frequency Domain Equivalent Circuit of Converter – fed Induction Machine                ( ) U 1 T T j T T   1 1 1 2 2 1 1 2 2 R     1 I 1 j T 1 2 2 12 11 10 U SW 9 8 L 2  ´ 7 R 1 L 1 R 2 ´ Im Zasm fc f1n ( (   f1n  f2n ) ) 6 AIR GAP  1 ´  2 ´ 0  1 U 1 5   Im Zas  4 I 1 3 2 1 0  1  2        7 6 5 4 3 2 1 0 1 2 3 4 5 6 7   Re Zasm fc f1n ( (   f1n  f2n ) ) 0   Re Zas         2 2 U T   T T                   ( ) 1 2 2 1 1 2 2 Z R j L j 1 L 1 R       ASM 1 1 1 1 1 1 2 2 2 2 I 1 T 1 T 1 2 2 2 2 Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Simulation of Converter Schema of modular hybrid simulator Anfangsbedingung der Integration "0" R entweder Ventilspannung oder Spannung auf der Induktivität u 1 (t ) i e (t) 1 -1 -i e (t) 1/L -u g (t) u l (t) 1 u v (t) u l (t) Die Lage des Schalters bei tsd pD (t) = 1 u v (t) i e (t) tsd p (t) CI(t) CU(t) tsd pD (t) = CU(t) or CI(t) Imp(t) für TH tsd pTH (t) = CU(t) and Imp(t) or CI(t) Iss(t) für GTO tsd pGTO (t) = ( CU(t) or CI(t) ) and Iss(t) Igs(t) für TRA tsd pTRA (t) = ( CU(t) or CI(t) ) and Igs(t) Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Traction Transformer Wind 8 AUX TRACTION BOOGIE 1 Voltage level 1667 V Wind 2 UZK1(f) Boogie 1  (f)  (f) Train Supply Wind 5 I2(f)  (f) I5(f) Wind 3 Wind 1 2 Voltage level I8(f) Boogie 2 u8/ue Series I –1333V Wind 6 Series III 1550 V  (f) 8 Voltage level 5  (f) 25 kV I8°(f) Wind 4 Boogie 3 I4(f)  (f) 4 Wind 7  (f) ue 1 UZK2(f) Board Wind 9 Supply I1°(f) I1(f) 7 I7(f)  (f)  (f) Equivalent 6 9 I9°(f) TRACTION BOOGIE 3 Circuit of 9  (f) 3 u9/ue I9(f) I3(f) I6(f) Winding Board  (f)  (f) Supply UZK3(f) Transformer UZK4(f) Voltage level 800 V TRACTION BOOGIE 2 Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”

Generalised Theory of Converter Description of Converter by TRANSEP Distribution tsd(t) allows analytical generation of TRANSEP DISTRIBUTION OF 2 Point converter control signals for 2q ‐ C module       cos  t      m t ( ) m0 0.5 m1 1.1   m t ( ) sin n    2  m t ( )              t      tsd t ( ) m t ( ) cos n k tsd ( ) t  n  1.1 n 0 t SP Analytical description of 2q ‐ C module   ( ) ( ) ( ) u t u t tsd t a e IS   ( ) ( ) ( ) i t i t tsd t e a IS Sterownik impulsowy t t tsd 1 (t) tsd 1 (t) tsd 1 (t) u a (t) u e (t) u a (t) tsd 1’ (t) u a (t) tsd 1 (t) u a (t) tsd 1 (t) u a (t) i e (t) i a (t) tsd IS (t) Step down czoper Step up czoper 2 quadrant converter Mechanical analogy IS t t Grzegorz SKARPETOWSKI “PRACTICAL APPLICATIONS OF INNOVATIVE SOLUTIONS RESULTING FROM SCIENTIFIC RESEARCH”