1 december 2004 railway technology magazine technology magazine >> mee-nt for regional traffic...

Railway Technology Magazine

>> MEE-NT For Regional Trafficpage 6

>> For Road, Off-Roadand Rail Applicationspage 14

>> From Paris to Stuttgartby TGVpage 16

1st IssueDecember 2004

CONTENTS

3 Editorial

4 Ilha Formosa

6 MEE-NT Now Available for Short-Distance Traffic

9 For Urban and Rural Applications

10 Grid Interferences of Power Electronic Converters

14 Road, Off-Road, and Rail Applications

16 From Paris to Stuttgart by TGV

18 Rational Handling of Energy

21 Rail Solution Asia in Taipei

22 Keep Cool

Rail Focus Railway Technology Magazine Publisher: SMA Technologie AGHannoversche Str. 1–534266 NiestetalGermanyPhone +49 561 95 22 - 0Fax +49 561 95 22 - 100

Responsible for contentsDirk [email protected] Gü[email protected]

Rail Focus Railway Technology Magazine will be published biannuallyGerman edition: 1.500International edition: 750All brand and product names used in this magazine are trademarks or registered trademarks of theirrespective holders, although they may not be specifically designated as such. Reprints, including excerpts,are subject to written approval from the publisher. Printed on paper made from chlorine-free bleachedcellulose.© 2004 SMA Technologie AG. All rights reserved.

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ra i l f ocu s | 3www.SMA.de

Dear readers,

We are happy to present the first editionof our new Railway Technology Maga-zine.

Our Rail Focus magazine is to inform youat first hand about SMA’s RailwayTechnology division, to introduce individ-ual projects and to provide you with in-teresting information on the use of SMAsystems.

We regularly raise special issues andwould like to impart our long experience

and wide range of know-how in form ofprofessional articles to those who areinterested in technology.

In view of the daily information overloadwe would like to present the essentialissues in a clear, simple and under-standable form and hope you will havea good time in reading the Rail Focusmagazine.

We welcome your feedback and sugges-tions.

Please enjoy reading!

Railway Technology Management

EDITORIAL

Birgit Wilde Roland Grebe

1s t I s s ue4 | ra i l f ocu s

Ilha Formosa!

Still today, ‘formosa’ stands forTaiwan. Taiwan is still a subtropicalisland with virgin forests, desertmountain ranges and remote, fan-tastic sandy beaches. Originally theisland was populated by Polyne-sians. Now, the most of the popula-tion of 22 million people are Chi-nese living in the Western lowlandof the island. Taiwan is said to be thesecond most populous area in theworld although the East is onlysparsely populated.

The second-largest city of Taiwanafter Taipei is Kaohsiung with a pop-ulation of approx. 1.5 million peo-ple. Kaohsiung is located at theSouthern tip of Taiwan whereapprox. a total of 3.5 millionpeople, including the surroundingcities, live. Kaohsiung has beenaffected by heavy industry, mainly

steel and shipbuilding, and by thecontainer harbor which is the thirdlargest in the world after Hongkongand Singapore. And there is defi-nitely room for growth.

Traffic in Kaohsiung is less hecticthan in Taipei. However, traffic andair pollution give reason to extensivemeasures in infrastructure.

Many construction projects arecurrently running in the city ofKaohsiung. The first Metro is beingdesigned – a mainly undergroundtransport system of 28 km and with23 stations for the “Red Line” and14 km with 14 stations for the“Orange Line”. Additional lines anda light-rail system are planned to beopened up.

In addition to the tracks, stationsand depots, the vehicles are new-ly constructed as well. The firsttrains are expected to go into serv-ice on a line section at the begin-ning of 2007. The service will beupgraded to the entire line and to

APPLICATION

SMA provides energy suppliesfor Metro in Taiwan

More than 400 years ago, the first Eu-ropeans passed an island in the Chi-nese Sea with the Dutch navigator JanHuygen van Linschoten on board of thePortuguese ship. When he saw the is-land he called out “Ilha Formosa”meaning more or less ‘beautiful island’.

by Dirk Wimmer

Mascot of the Metro companyKaohsiung


all vehicles at the beginning of2008.

In addition to signal and controltechnology, catenary design andentire project management, Siemenswas commissioned with the supplyof 42 Metro trains with three coach-es, each, in 2001. Each Metro train

will be equipped with two auxiliarypower supplies MEE-NTSD by SMA.

MEE-NTSD is the name for all auxil-iary power supplies for short-dis-tance traffic (Metro, tram and re-gional commuter trains). The sys-tems for CITADIS® RegioTram Kasseland CORADIA LIREX® Stockholm

belong to SMA’s new product familyas well. MEE-NTSD is based on theproven technology platform MEE-NT (see article pages 6—8).

Design draft of trains for Metro KaohsiungDepot for Metro Kaohsiung under construction

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Input converter MEE-NTSD

of ALSTOM CORADIA Lirex®

for the Lokaltrafik Stockholm


BACKGROUND

Since 1999, the multiple input voltage APS (AuxiliaryPower Supply) MEE-NT is used by different Europeanoperators. For the first time, SMA realized an elec-tric separation in the input stage by a soft switchinginput converter that can be operated at all UIC inputvoltages without electromechanical regrouping.More than 250 railway coaches have meanwhilebeen equipped with multiple input voltage MEE-NTsand prove their reliability in daily use on Europeanrailroads.

by Dirk Wimmer

Technology Platform MEE-NTThe MEE-NT is a modern provenplatform for auxiliary power sup-ply systems for short- and long-dis-tance traffic. The technological ad-vantages of the MEE-NT are avail-able for the MEE-NTSD* and theMEE-NTLD** as well:

• Easy and low-cost adjustment todifferent applications due tomodular system concept

• Lightweight systems due toelectric separation in inputconverter with HF transformers

• Compact design with very highefficiency due to resonantswitching power units

MEE-NT — Now Available for Short-Dist

ALSTOM CORADIA Lirex® for LokaltrafikStockholm, equipped with MEE-NTSD, duringfinal installation at ALSTOM LHB

For short- and long-distance traffic

*) SD = Short Distance **) LD = Long Distance


• Optional operation underpartial load conditions withoutforced ventilation due to specialarrangement of the heat sinks

• AC output voltages in gridquality with load tolerant neutralwire without additional 50 Hztransformer

• High power factor and low griddisturbances in input and highoutput voltage quality due toadvanced digital control

• Easy service, analysis andmaintenance due to moderndiagnosis system and modulardesign

MEE-NTSD is available as modularsystem for different applications.Each MEE-NTSD consists of an inputconverter with electric separationby HF transformers and any numberof output modules. Solutions areavailable for all grid voltages usualin short-distance traffic. Outputmodules, such as three-phaseinverters and battery chargers, com-plete the system.

A DC voltage output for chargingthe battery and supplying theconnected DC voltage consumers isrequired in almost all systems. Thus,an input converter with an optional-ly integrated battery charger hasbeen developed for the MEE-NTSD

reducing the system costs, weightand required space.

SMA also entered new grounds inthe development of the enclosure.For the first time, non-welded enclo-sures that can be mounted underfloor and on the roof are available.They can alternatively be manufac-tured as steel, stainless steel or alu-minum enclosures and convince bytheir low weight.

The multiple input voltage MEE-NTLD

has continuously been enhancedsince its launch in 1999 and isnow available as complete systemkit.

ance Traffic

ALSTOM CITADIS® for the RegioTram Kassel, equipped with MEE-NTSD

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BACKGROUND

8 | ra i l f ocu s 1s t I s s ue

Multi-voltage capable input con-verters can be combined with anynumber of output modules, such asbattery chargers and three-phaseinverters. The inverters can be op-erated in fixed or variable frequencymode and generate a load tolerantneutral wire without additional trans-former, if required.

A number of options, such as auto-matic train line detections, batteryinverters or diagnosis displays, com-plete the product range.

MEE-NTSD for ALSTOM CITADIS® RegioTram Kassel

Double-deck couchette coach of the CityNightLine, equipped with multiple inputvoltage MEE-NTLD

Power electronic module of the MEE-NTSD CORADIA Lirex® Stockholm

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APPLICATION

For Urban & Rural Applications

18 of a total of 28 tram-trains be-longing to the family of regional lightrail vehicles RegioCITADIS® are two-system vehicles. They are used inKassel’s tram system as well as in thesystem of the Deutsche Bahn AG.The remaining ten vehicles are newhybrid vehicles that may be driven inelectric mode with 750 V DC and indiesel-electric mode as well: They rununder the tram’s catenary in the cityand the integrated diesel engineallows full operation on non-electri-fied railroads in Kassel’s surroundingareas.

The first eight vehicles have passedextensive test runs and will be usedin regular traffic between Kassel andWarburg in December 2004. The routes Kassel—Wolfhagen and

Kassel—Melsungen are scheduled toopen in 2005 and 2006.

SMA provides auxiliary power sup-plies for the redundant board supplyand independently controllable airconditioning units for the tram-trainsof RegioTram by order of ALSTOM.SMA realized an innovative and very

light weight solution for the vehiclescustom-tailored to the requirements ofKassel’s tram system and the region-al system of the Deutsche Bahn AG.Link: www.regiotram.de

First roll-out of the RegioTram Kassel

Salzgitter – 6th of July 2004. Thefirst RegioTram for Nordhessen rolledout of the hall of the railway tech-nology manufacturer ALSTOM LHBwith a great fuss. By December2004, eight vehicles will connect thecities of Kassel and Warburg inGermany.

by Dirk Wimmer

Roll-Out of the first RegioCITADIS® of ALSTOM for Greater Kassel area,equipped with MEE-NTSD

Great reception for the new train:Representatives of ALSTOM, the“Nordhessischer Verkehrsverbund”(NVV) as well as of the local policy

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Basically, conducted and non-con-ducted interferences are distin-guished. Non-conducted interfer-ences are divided into field-boundand radiated phenomena. In caseof field-bound interferences the sep-arately measurable values for theelectric and magnetic field areassessed in the near field. Forexample, limit values for magneticflux density in the track bed causedby auxiliary power supplies applyin order to avoid impact on sen-sors. Critical units are e. g. axle-counters used for clear track sig-nalling systems. In addition, theDIN VDE 0884 standard specifiesfrequency-dependent limit valuesfor electric and magnetic fields re-ferring to personnel protection inorder to specifically protect per-

sons with implants, such as pacemakers.

In case of radiated interferences inthe far field the electric and the mag-netic fields are not separately mea-sured. Test methods and limit valuescomply with the values of the classi-cal EMC (Electro Magnetic Com-patibility) and are specified in theharmonized EN 50121 standard.

In case of conducted interferences,interference voltages and parasiticcurrents above 9 kHz as well as testmethods and limit values arespecified by the EMC standards,specifically by the EN 50121 stan-dard. Particularly in case of low fre-quencies grid interferences are re-ferred to.

When considering grid interfer-ences, the impact of current har-monics on the voltage quality of aPCC (Point of Common Coupling) isbasically summarized. These coher-ences that are normally complexare significantly characterized bythe grid impedance and the con-sumers with non-linear current andvoltage characteristic according tothe frequency ranges to be consid-ered. The ideal case is when thepower supply behaves like an ohmicconsumer for the frequency of thesupplying grid. This means, that apower supply absorbs pure DC cur-rent in DC voltage grids and pureAC current in AC voltage grids witha maximum power factor.

BACKGROUND

Grid Interferences ofPower Electronic Converters Auxiliary power supplies for rolling stock may affect their environment. This im-pact is to be restricted to an extent that other equipment is not impaired in itsfunctioning and that damages of persons are impossible. This article describesthe most common interferences and indicates the requirements to be consid-ered in developing and producing an auxiliary power supply.

by Dirk Wimmer and Andreas Berger


Shanghai Movia Metro, equipped with a battery charger based on MEE-NTSD technology

While the requirements indicatedabove aim at the voltage quality atthe PCC, limit values assuring inter-operability of different electric sys-temsapplyaswell. In caseofACandDCvoltagegridsmaximum tolerableparasitic currents, such as harmoniccurrents of a passenger train’s influ-encing units, are defined accordingto theUIC550 standard. Inaddition,operators may require the compli-ance with specific limit values in or-der to guarantee the functioning ofspecial communication and sig-nalling systems within their grids.

Specifically power electronic actua-tors may have an undue impact onother consumers and equipment incase of an input current with har-monics. This applies e. g. to clear

track signalling systems operatingwith discrete frequencies. Electric,capacitive or inductive coupling ispossible.

In case of DC voltage grids a mini-mum input impedance of the powersupply to the feeding grid is speci-fied as well. The reason for this arecommunication systems, such as the75 Hz automatic train control in theDutch 1,500 V DC grid, functioningby modulation of signals onto theDC voltage grid. The power supplymay not function as absorption cir-cuit for these discrete signal fre-quencies.

Due to the requirements mentionedabove sophisticated auxiliary pow-er supplies must be able to affect the

input current in a way that the limitvalues specified for harmonics arecomplied with. This may be possibleby filtering and controlling the inputcurrent.

The current is filtered by using pas-sive components, such as inductorsand capacitors. However, specifi-cally inductors will quickly have sig-nificant additional weight due to thevehicles’ power requirements. Ahighly dynamic current control istherefore a better solution that maybe adjusted to the different require-ments by slight software changes.

Solution realized for the MEE-NTWhen designing the MEE-NT weconsidered the requirements indi-

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Power electronic module of a multiple input voltage MEE-NTLD

cated above right from the start. Itwas possible to comply with theserequirements by selecting an opti-mum pulse frequency, by influencingthe input current in terms of controland by an additional inductivity forhigh frequencies. This concept al-lows to design a system optimizedfor low weight that may be project-specifically adjusted at low costs.

In case of the MEE-NT the input cur-rent is influenced by the hard switch-ing step-up converter on the inputside. The step-up converter controlsthe voltage via the resonance ca-pacitor for the soft switching invert-er connected and at the same timecan directly affect the input currentby a subordinate, extremely dy-namic current control circuit.

The MEE-NT makes it possible to lim-it the grid loads caused by harmon-ics and to avoid impact on otherconsumers by complying with thelimit values for parasitic currents andinput impedance. The compatibilityof the MEE-NT was already provenby extensive tests during differentprojects. The DB AG verificationsrequired for the compliance of thelimit values for magnetic fields intracks could effectively be complet-ed as well.

BACKGROUND

Innovative Converter Platformfor Long- and Short-DistanceTraffic

Innovative Converter Platformfor Long- and Short-DistanceTraffic

System advantages

• Compact and lightweight system due to sophisticated technology• Low-cost adjustment to any coach type• Highest reliability• High availability due to effective diagnosis• Minimum maintenance due to modular system design

SMA Technologie AG

Hannoversche Strasse 1–534266 NiestetalGermanyPhone +49 561 9522 - 0Fax +49 561 9522 - [email protected]

For short- and long-distance traffic

BACKGROUND


Computer Technology forMobile Applications

SMA computer systems are used in theMetro that went into service in Bangkoklast summer, in new Chinese passengertrains and in the German maglev trainTransrapid. The company developed aspecial know-how for using computersin mobile applications within the lastyears. This experience can be found inthe Enduro MobilePLC and WINtrakfieldbus terminal blocks.

by Susanne Günther

In the field of mobile applications,the demands on computers differwidely and are harsher than in anyother area. In the case of railwayvehicles, high frequency vibrationsoccur steadily over long periods oftime, whereas excavators andcranes must primarily resist suddenshock impacts. A forestry vehiclemust be able to start even at verylow temperatures and a harvesterhas to operate reliably in hotsummer weather. EMI immunity is ofutmost importance specifically in rail-way applications (see page 10—12). In addition, the componentsmust be corrosion-resistant when e. g. they are used on board ofMetro trains that are usually runningin congested areas with sulfurousair. Vehicles are normally very ex-

pensive machines. Downtimes aretherefore not affordable. In addi-tion, the safety of passengers andtransported goods ranks first.

This means that the use of industrialcomputers for vehicles is only possi-ble when, in addition to rigid indus-trial standards, additional specifica-tions are met. When developing sys-tems for mobile applications, we of-ten refer to the European RailwayStandard EN 50155.

Less is moreDuring the past years, the conceptof decentral control has establisheditself in automation technology. Theuse of fieldbusses, such as CAN-open, made this technologicaldevelopment possible. Modular

systems boast several advantages,including simpler wiring whichfacilitates installation and mainte-nance, and results in significantweight reduction and financialsavings. Decentral control providesadditional advantages in mobileapplications. Often, the space forelectronic components and wiringin vehicles is limited. The amountand therefore also the weight of thewiring must be taken into consider-ation. That is one reason why con-ventional connections by means ofthick cables is not a good solution.In addition, decentral control sys-tems can be designed as an islandarchitecture, meaning that it is pos-sible to distribute several controlsand I/O-nodes within the vehicle.Plus, building redundant systems is

Road, Off-Road and

Railroad-rugged and compact: The Enduro MobilePLC


very simple and is an importantsafety feature.

Rugged = EnduroFor mobile applications, the EnduroMobilePLC coupled with WINtrakfield bus terminals is the optimal ba-sis for a decentral control system.The Enduro has two electrically sep-arated CAN interfaces and twoEthernet ports. The PC compatibleprocessor GEODE SC 1100 is de-signed for fanless operation in theT3 temperature range (–25°C upto +85°C). After connecting thevoltage supply, the Enduro bootsthe operation system and the appli-cation from the integrated Com-pactFlash. The electronics of theEnduro is sealed by a lacquer andthus protected against environmen-

tal influences. In the field of vibra-tions and broadband noise theEnduro complies with the require-ments according to the EN 61373standard, Category Life Testing 1,Class B, mounted at the car body.

Vibration resistant = WINtrakFieldbus terminals for mobile ap-plications are rare. SMA current-ly provides ten different modules.The modules consist of one baseand one electronic module, each.They communicate with the con-trol system via CAN according tothe ISO 11898 standard. Theprocess interface cable is at-tached to the base module withtension spring terminals, the elec-tronic elements are simplyplugged on. Electronic elements

can thus easily be added or ex-changed.

The Enduro and the WINtrak termi-nals comply with the EN50155 stan-dard, use the standard CANopenprotocol for mobile applications,are complimentary to one anotherand form a modular control systemfor simple realization of mobileapplication solutions at low price.

Rail Applications

Transrapid Shanghai: SMA computer for vehicle and section diagnosisand route measurement

Vehicles run under harshest environmentalconditions

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APPLICATION


In 1992, Germany and France agreed to build a high-speedline between Paris, Eastern France and Southern Germany. Theroute from Paris to the East via Lothringen and Saarbrücken toMannheim is an important step for closing the gap betweenthe German and French high-speed network.

by Dirk Wimmer

As of 2008, the travel time from Paristo Stuttgart will take only four hours(currently: six hours). Passengersmay benefit from this closed gap al-so on other routes. The travel timesbetween Paris and Frankfurt will beunder four hours and between Parisand Munich a bit more than sixhours.

In January 2003, the French Rail-ways SNCF ordered 30 new TGVpower cars at ALSTOM. These unitsare assembled with trailors alreadyavailable for the TGV-Reseau to form

15 new TGV POS trains. The newTGV POS power cars are equippedfor three different supply voltages(25 kV 50 Hz, 15 kV 16.7 Hz and1.5 kV DC voltage) and designedfor the use within the French and

German high-speed network with amaximum travel speed of 320 km/h.

Battery and brake chargerIn addition to new drive technologyand multiple input voltage equip-

From Paris to Stuttgart

by TGV

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ment of the TGV POS power carsnew auxiliary power supplies wereused as well. In summer 2003,ALSTOM commissioned SMA tosupply battery and brake chargersfor the TGV POS. Two batterychargers per power car redundant-ly provide the 72V main supply andcharge the battery. The brake

charger is primarily important forsafety.

In addition to being fast, high-speedtrains need to be able to efficientlyand safely break at any time. Elec-tro-dynamic braking via the drives isvery important. A brake charger isnecessary in order to guaranteeelectro-dynamic braking in case the

catenary or the power convert-er supplying the traction

intermediate cir-cuit fails. Inthis extreme

case, thebrake char-

ger is able tosupply the two

traction interme-

diate circuits of a traction unit with aminimum voltage from the batterywithin a few seconds. It is thus pos-sible to ensure functioning of theelectro-dynamic brake under thesecircumstances.

Mechanical IntegrationThe mechanical integration of theTGV POS chargers into the specifiedunderfloor configuration was a spe-cial challenge. SMA’s containertechnology introduced with the aux-iliary power supplies for RegioTramKassel provides significant advan-tages in terms of weight. The under-floor enclosures are non-weldedaluminum IP65 enclosures with aweight of only 12 kg without fixingrails.

SMA battery charger TGV POSin front view with interfaces and

revision door

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BACKGROUND


Power electronics for diesel-generator sets withvariable speedCompared to conventional technol-ogy, the use of sophisticated powerconverter technology combined withpermanently excited synchronousmachines provides significant ad-vantages when developing mobilepower generating sets. Adjustingthe speed of the combustion engineto the actual load situation allows todrastically reduce fuel consumption,noise emission and machine wearand tear. Since the output voltageand frequency of the generator islower than the grid voltage requiredin case of low speeds, a frequencyconverter is used for the necessaryadjustment. SMA equips diesel-generator sets with frequency con-

MSA40 – Frequency converter for diesel-generator sets withvariable speeds

Rational Handling of Energy

Innovative power engineering – not only for railways

In times of raw materials running short it becomes more and moreimportant to use all available energies as effectively as possible. Asthe consumption of electric energy is increasing worldwide it is somuch more important to also use the available energy sources as ef-ficiently as possible. In many cases sophisticated power electronicsis essential in order to approach this objective.

by Volker Wachenfeld

verters of the power classes 5 kVAto 44 kVA for the Kirsch GmbH inTrier, Germany.

Power electronics for steam power plantsIn conventional combined heat andpower plants, the fuel, normally nat-ural gas, is directly combusted in anengine powering a generator. Heatextracted from the generator’s cool-ing circuit is tapped for a heatingsystem. Whereas, the SteamCell ini-tially generates steam that is used topower a specifically developed ma-chine. This machine in turn provideselectric power of variable frequen-cy and voltage via a permanentlyexcited synchronous generator. Thefrequency converter connectedfeeds the power into the public grid.

The generation of steam makes hightotal efficiencies possible since ther-mal power for the heating system isnot only produced as waste productof engine cooling. The combustionprocess is more controlled than with-in an engine. The emission valuestherefore comply with those of so-phisticated boiler heating systems.However, these systems are notable to generate electric current! Asthe system may be adjusted toalmost all kinds of fuels without highefforts it may be used on vehicles orin the field of renewable energysources, such as biomass energy, aswell.

Due to a wide range of know-howand the technical basis resultingfrom many different converter

applications SMA was able to pro-vide a specific converter with newfeatures for the SteamCell in besttime. The process requires the syn-chronous machine to be poweredas well as slowed down. In addi-tion, the electric power is to be fedinto the public grid. Here, SMAcould directly rely on the experi-ence of the Solar Technology divi-sion.

A home power supply on the basisof the SteamCell economically andecologically friendly feeds the elec-tric power produced into the grid.This power will be used exactlywhere it is produced without un-necessary transport losses.

>>>


Design of SteamCell SteamCell is a compact steam powered plantfor cogeneration

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Hydro Boy – the inverter for fuel cell heating systemsFuel cell heating systems are alsoplants for cogeneration. In contrastto the SteamCell they generate elec-tric power and heat out of naturalgas by an electrochemical reaction.A high electrically efficient and low-noise system with low pollutant emis-sions is the result.

The fuel cell provides DC current. Aninverter transforming the DC currentinto the commonly used AC currentis required to feed the current intothe public grid. Based on the expe-rience in the field of photovoltaic,SMA has now developed a powerinverter for fuel cell applications:the Hydro Boys. In cooperation with

partners in the business of heatingengineering, SMA has designed theHydro Boys as a specific solution forfuel cell heating systems. The HydroBoys are used at a key position in arelatively new technology and willperform efficiently since they arebased on SMA’s proven and reli-able photovoltaic inverters. For morethan a year now, about a hundreddevices are successfully performinga field test.

Fuel cell heating systems with inte-grated inverter for home power sup-ply are among the most sophisticat-ed systems for transforming fuel intouseful energy. They will make an im-portant contribution to a sustainablehandling of fossil raw materials stillavailable.

The least common denominator ofthe applications mentioned above isthat up-to-date power electronicssupports rational handling of theused energy in order to directly savefuel or to decentrally generate elec-tric power with a high total efficien-cy. We consider this an interestingand, in view of the increasing costsof fossil energy sources, essentialtask for the future.

BACKGROUND

Hydro Boy: Inverter for fuel cells

www.SMA.de

However, Asia is not just China. Forexample, in Thailand, Korea or Sin-gapore new transportation systemsaredevelopedorexistingsystemsareexpanded or modernized as well.

Compared to China, these coun-tries are very interesting specificallyfor modernization projects. Manysystems have already been in ser-vice for some years. Modernizingand/or upgrading the systems is anoption often used in view of the ve-hicles’ remaining useful life.

Countries, such as Vietnam, shouldbe considered as well. Currently,they do not have the financialresources required but may presentsignificant potential in the nearfuture.

In order to meet the potential of themarket a number of trade exhibitionshave been established in Asia. Oneof these exhibitions is the RailSolution Asia, a combination oftrade exhibition and conference,which takes place every year in an-other Asian city.

The Rail Solution Asia attracts deci-sion makers of many Asian opera-tors, consultants or manufacturersand provides a basis for the estab-lishment of new contacts and for thediscussion of concrete projects. Theexhibition has a pleasant familiaratmosphere providing the possibili-ty for casual discussions during meet-ings with snacks and drinks everynight.

Due to the SARS crisis, the exhibitionin Hongkong in 2003 did not fulfillthe expectations. In 2004, the exhi-bition took place in the “TaipeiInternational Convention Center”(TICC) directly in the heart of Taipei.SMA also participated in the exhi-bition.

SMA’s main goal was to presenttheir MEE-NTSD system optimizedfor the use in short-distance traffic toa broad public. The system con-vinced large-scale operators in Asiaby its advantages, such as low sys-tem weight and high modularity.

The Taipei InternationalConvention Center in

front of the 101-Tower

Exhibition hall with SMA booth

NEWS

A wide range of projects, from light-rail trains, to Metros and high-speedtrains all the way to maglev trains,attract railway technology manufac-turers to Asia, especially to China.

by Dirk Wimmer

Rail Solution Asia in Taipei

ra i l f ocu s | 21


Keep Cool

The Bvmz 185 were developed inthe 80ies as last generation of rail-way coaches before the ICE motor-ized trains. At that time, the high de-mands on comfort within the Inter-City and EuroCity traffic also in thesecond class of coach and espe-cially regarding air conditioningcould only be fulfilled by the Bpmzcoaches developed at the end of the70ies. The first high-speed track wasopened for service in 1988 resultingin the demand for pressure-tight ve-hicles for use on the high-speed tun-nel tracks.

In order to close this gap, existingBpmz coaches were adjusted to bepressure-tight and the DB AG pur-chased a total of 180 new Bvmz185 type coaches. New groundwas broken in the interior design:ambiences of compartment andopen carriage were combined in

one vehicle and seamlessly mergedinto each other.

Some of these vehicles have beenused for more than 15 years nowwhich is approximately half of acoache’s service life. After this time,the vehicles are generally over-hauled in order to prepare them forthe second half of their service life.

In August 2003, the DB AG decid-ed to replace the inverters for theelectric supply of the air condition-ing system by more powerful SMAdevices in order to increase the trav-el convenience for the passengers inhot summer weather.

ConceptThe inverter supplies the air condi-tioning system with electric power. Itgenerates a three-phase AC volt-age allowing to power the com-

pressor engine of the air conditionwhich produces cooling energy justlike a standard refrigerator.

Temperature controlTemperature control is an essentialfeature of an air condition. The in-verter’s output voltage and frequen-cy is varied which is required to op-erate the compression motor of theair condition with a variable speed.Different refrigerating capacities cantherefore be set. The air conditioningcontrol within the vehicle specifiesthe temperature and refrigeratingcapacity.

ModificationIn order to save costs when chang-ing the BordBistro and Bvmz coach-es the DB AG decided to use the ex-isting enclosures. The SMA inverter’smechanical and electric design hadto be adjusted to these enclosures.

APPLICATION

SMA inverter for Bvmz coaches

Air-conditioned railway coaches of high quality, suchas the Bvmz 185 assembled to locomotive-driventrains are the basis for national and international long-distance traffic of German Railways (DB AG) in ad-dition to motorized high-speed trains (ICE) consistingof fixed train units. The DB AG decided to replace theinverters for the electric supply of the air conditioningby more powerful SMA devices in order to increasetravel convenience for the passengers.

by Thomas Krämer and Joachim Bierschenk


The electric and mechanical exter-nal interfaces (plugs, blankingplates, etc.) were reproduced tohave a new inverter that fits in formand function. Thus, the old invertermay be replaced by the new invert-er in a short amount of time and withlittle efforts by the maintenanceworkshop of the DB AG.

Such a procedure for modifying thevehicles requires considerablelogistic efforts since the old enclo-

sure needs to be re-moved, sent to SMA,reequipped and sentback to the mainte-nance workshop. Thetime available for thisprocedure is short as the coacheswith the new inverters are to be putback into service as fast as possible.

The first devices already prove theirefficiency in daily use. Thus, thepassengers can travel at convenient

temperatures even in hot summerweather.

Technical dataInput voltage

Output voltage

Output frequency

Power

Harmonic distortion of the output

voltage

Special features

Cooling

460 V, 16 2/3 / 50 Hz

3 x 90 V to 285 V

20 to 65 Hz, sine

26 kVA / 24 kW

< 10 %

• short and open circuit proof

• 100 % non-symmetric load

resistant

• high overload withstand

capability

• power factor control

• diagnosis interface

forced ventilation

Air con inverter for Bvmz coach The inverter (three-phase inverter) is supplied with 2 x 230 V, 16 2/3 Hzby a transformer connected in incoming circuit that is coupled withthe train line. The inverter generates a three-phase AC voltage of 3 x 99 to 285 V, 20 to 65 Hz at the output.

BordBistro and Bvmz coaches are equipped with SMA inverters

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Railway Technology Magazine

SMA Technologie AGHannoversche Strasse 1–534266 NiestetalGermanyPhone +49 561 95 22 - 0Fax +49 561 95 22 - 100

www.SMA.deRa

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1 december 2004 railway technology magazine technology magazine >> mee-nt for regional traffic...

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