Heidi Express >> China

Transcription

2nd Issue
July 2005
Railway Technology Magazine
>> Switzerland:
Heidi Express
Page 4
>> China:
High Speed Trains
Page 14
>> Sweden:
MEE-NT in Stockholm
Page 26
Photo: Peter Donatsch
Photo: Fa. Windhoff
Photo: ALSTOM
CONTENTS
The cover picture shows
the Bernina Express /
Heidi Express in the
Montabello Curve near
Morteratsch. Piz Bernina
and the Morteratsch
Glacier can be seen in
the background
see page 4, En Route with
Heidi Express
Rail Focus
Publisher: SMA Technologie AG
Hannoversche Str. 1–5
34266 Niestetal
Germany
Phone +49 561 95 22 - 0
Fax +49 561 95 22 - 100
3
Editorial
4
En Route with Heidi Express
7
German Innovation Price 2003
8
Making of: MEE-NTSD for Metro Kaohsiung
12
Rolling Computer Systems
14
High Speed in China
17
From Shanghai to Beijing with the Night Train
18
Effective Use of Energy
21
Official Change to a Corporation completed
22
Enjoy Driving without Regret
25
Railway Technology News
26
The City on the Islands
Responsible for contents
Dirk Wimmer
[email protected]
Coordination
Jennifer Herr
[email protected]
Contact
[email protected]
Rail Focus Railway Technology Magazine will be published biannually
German edition: 1.500
International edition: 750
All brand and product names used in this magazine are trademarks or registered trademarks of their
respective 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 bleached
cellulose.
© 2005 SMA Technologie AG. All rights reserved.
EDITORIAL
Dear reader,
Many things have changed since the
first issue of SMA’s Rail Focus magazine: SMA Regelsysteme GmbH has
become SMA Technologie AG (see article on page 21). This was an important
step in order to recognize the outstanding business development of recent
years, which will provide new possibilities on the international markets.
We would like to thank you for the large
number of suggestions and feedback on
the first issue of Rail Focus. As a result,
we have set up a “News” page (see
page 25) in order to promptly inform
you about innovations and new technologies.
Dirk Wimmer
www.SMA.de
We would also like to refer you to the
new, currently updated internet site
www.SMA.de/bahn. Due to a changed
layout the search for information on
SMA’s latest developments has been
simplified.
In addition, we have prepared different
articles and reports in order to inform
you about our current areas of interest.
Last but not least we hope that we can
convey to you how much we enjoy our
work.
We wish you an informative reading.
The Sales Department
Railway Technology
Jennifer Herr
Joachim Bierschenk
ra i l f o c u s | 3
APPLICATION
En Route with
Travelling by train to
Switzerland, Heidi’s home
Switzerland is an important transit country on
the North-South axis of Europe. Due to the
construction of the Lötschberg and Gotthard
base tunnel, the heavy goods vehicle traffic
will be shifted from road to rail in the future.
The travelling times in passenger traffic will
be drastically reduced. In addition to the
large transverses, Switzerland has many
routes which lead through fascinating landscapes. This makes train travel an event that
is more than just getting from A to B quickly,
as shown by the Heidi Express of the
Rhätische Bahn (Raethian Railway – RhB).
4 | ra i l f o c u s
Source: RhB
by Birgit Wilde
Left: The Wiesner Viaduct
2 nd I s s u e
The Heidi Express on the Ospizio Bernina with the
Lago Bianco and the Cambrena Glacier to the right
www.SMA.de
a slope of 70 per mill over a
distance of 27 km. The train passes
the Bernina Group with several
4,000 m peaks and arrives at its
highest point the Ospizio Bernina
Station at 2,235 m above sea level.
The train must regularly clear its
way through large masses of snow
in order to avoid any interruption to
the traffic during winter months. The
spectacular snow clearing by means
of a snow blower is a real highlight
for the many tourists every season.
A trip with the Heidi Express is a
great alternative for those who love
to travel with the Bernina Express
and who would like to experience
something new in Graubünden. As
Routing of the Heidi Express
Source: RhB
Two years ago, SMA equipped the
new “Panoramawagen” (observation coaches) designed for the Rhätische Bahn by the Stadler Altenrhein AG with SMA auxiliary power supplies. Since then, the coaches have successfully been used in
the Bernina Express between Chur
and Tirano. One of the distinguishing features of these coaches are
their panorama windows which extend up to the roof of the coach allowing for an unblocked upward
view and picture-taking. The ride
with the Bernina Express takes approximately four hours. The slopes
are overcome without any support
by toothed gearwheel, which is a
real challenge on the track section
between St. Moritz and Tirano with
Top right: Snow blowers (electrically or vapor-driven) are
used to clear the Bernina route from fresh fallen snow
Lower right: Often pictured – Church of Davos Frauenkirch
APPLICATION
Photo: RhB
Facts about the Raethian Railway
Photo: RhB
The interior of the
“Panoramawagen”
Coasting slide Preda—Bergün
of May 2006, the comfortable
“Panoramawagen” will be exclusively used on this route as well. The
Rhätische Bahn ordered another ten
coaches equipped with an SMA
auxiliary power supply from the
Stadler Altenrhein AG in order to expand their range.
The Heidi Express starts in Landquart
and passes charming alpine meadows and serpentines through the
high valley of the Davos landscape
up to the popular winter sports resort and then to Filisur. The most spectacular construction on the Heidi Express route is the Wiesner Viaduct
Bridge with a height of 87 m that
was built between 1906 and 1909.
The Bernina and the Heidi Express
come together in Filisur and then
have the same traffic routing up to
Tirano. It’s a special adventure to
see the many constructions between
Bergün and Preda, also referred to
as “roller coaster section”: five helical tunnels, two normal tunnels, nine
viaducts, and two galleries, can all
be experienced on a line section of
only 12 kilometers.
• 397 km route network in meter
gauge
• 118 tunnels and galleries
• 566 bridges with a total
length of 12 km
• Approx. 1500 vehicles
• Approx. 1500 employees
• One main workshop and four
additional workshops
a high voltage unit, a battery charger and a three-phase output inverter that is positioned in an underfloor enclosure. Additional technical details can be provided upon
request.
There are many tourist attractions
along the route of the Rhätische
Bahn, like the coasting slide Preda—
Bergün. The train carries the sleds
uphill from Bergün to Preda and
then it rapidly goes downhill.
The sophisticated technology located below the coach guarantees the
power supply for the different consumer loads in the train. The well
proven MEE system used consists of
2 nd I s s u e
BACKGROUND
German Innovation Price 2003
“Beuth” medal
awarded to
Dr. Matthias Victor
by Dirk Wimmer
Photo: DGM
The “Deutsche Maschinentechnische Gesellschaft”
(DMG – German Machine-Technical Association) as a forum for “innovative railway systems” promotes and awards a prize
for outstanding scientific
performances every year.
The President of the Beuth-Committee of DMG Dr. Rainer Schmidberger
presents the “Beuth” medal to Dr. Matthias Victor
On 15 October 2004
the DMG awarded the
“Beuth” medal to Dr.
Matthias Victor for his
dissertation “Massearme Energieversorgung für r
Traktionsanwendungen” (Lowmass power supply for traction applications).
of Alstom and presented to the public under
the name of “eTransformer” in 2003.
Dr. Matthias Victor is 34 years old,
married and has one daughter.
Since 2004 he is team leader and
responsible for the pre-development
of grid-coupled solar inverters.
Presentation of the “eTransformer”
Dr. Matthias Victor already dealt
with this topic during his placement
at the Technical University in Braunschweig. Soon after finishing his doctorate he transferred to SMA in order
to implement the results of the doctorate in a close-to-production test
track for the first time together with a
team of committed employees.
This prototype with a power of
1.5 MW was developed by order
www.SMA.de
APPLICATION
Making of:
Manufacturers of rolling stock equipment as suppliers to the actual car
manufacturer are used to executing
deliveries in the form of projects. This
means that there is enormous pressure
with regards to meeting deadlines for
system realization, in addition to the
technical aspects to be considered.
The following example for the auxiliary converter MEE-NTSD for Metro
Kaohsiung illustrates such a project.
Presentation of the concept
by Dirk Wimmer
January 7, 2004:
264 days to the first article
inspection
The inspection date is already fixed
when the system is ordered: September 27, 2004. We therefore
have 264 days in order to redevelop an auxiliary converter including
software and enclosure technology
based on the existing MEE-NT platform.
January 21, 2004:
still 250 days to go
Intensive simulations and calculations on the new auxiliary converter have been conducted during the
tender phase in order to be able to
deliver at short notice in case of an
order. The individual components
have been developed and calcu-
lated in cooperation with sub-suppliers. The results are presented and
the essential decisions referring to
the system realization are made on
January 21.
The following weeks and months
are characterized by the development of various detailed plans with
the objective to bring forward the
real development work at a terrific
rate. The total system is simultaneously precalculated and the functions are simulated at the computer.
It is thus possible that the development of the electronics as well as
the development of the software
and the design of the enclosure
can be started together with the
production of the different components, which is an indispensable
precondition for the processing of
such a project.
June 14, 2004:
still 105 days to go
The engineering sample is put to
service. All persons involved are
waiting with excitement for this moment. Many months worth of development work has already been
done. Will everything be completed
in due time? Are the interfaces correctly specified? Have all important
points been considered?
No problems in commissioning
arise. For the first time, hardware
and software are tested together.
Everything works at first go, which
is a great success for all persons
involved.
2 nd I s s u e
for Metro Kaohsiung
“Silver Edition” during commissioning
Photo: Siemens
Tests at the engineering sample
For short- and long-distance traffic
Mounting of the enclosure is started
July 21, 2004:
still 68 days to go
All sheet metal parts for the enclosure of the prototype have been delivered during the holidays in the
middle of summer. All the parts still
look like a puzzle, but within a few
days the components will be mounted (without welding) to make up a
complete underfloor enclosure.
August 17, 2004:
still 41 days to go
The prototype of the complete sys-
www.SMA.de
tem named “Silver Edition” is put to
service in the test area. Extensive
tests are scheduled for the coming
weeks. The tension increases: Will
the system achieve the required performance data? Nothing should go
wrong now, as any delay would inevitably jeopardize the completion
of the first two series-produced devices.
The tests are successful. The system
complies with all requirements; this
is astonishing nevertheless. Due to
the consistent enhancing of the cooling technology, it was also possible
to further reduce the weight and increase the thermal reserve.
Ultimately we are short of time
though. Within the last weeks, the
team burns the midnight oil with almost no interruption to the work –
even at the weekends. But everything goes as planned: everything is
completed by September 26 at
1 p.m. – 20 hours before the beginning of the first article inspection.
APPLICATION
Total system in open non-welded underfloor enclosure
First article inspection
September 27, 2004:
First article inspection
The system is presented to the customer for the first time. The series unit
is scrutinized and dismantled on a
trial basis. The electric tests are conducted on the second series unit.
The system functions perfectly and
passes the first article inspection test
after two exhausting days.
Thus, there is no obstacle to commencing with the production of the
series. However, the development
has not been completed yet. The
last type tests have to be conducted and the documentation must be
completed as well.
The auxiliary converters were put
into operation at the beginning of
April 2005. A number of tests have
been conducted here as well before
Technical Data
the vehicle will be tested in terms
of driving dynamics, shipped to
Taiwan, and deployed in passenger
traffic at the beginning of 2007.
(Kaohsiung)
Input voltage
750 V DC
AC output 1
3 x 220 / 380 V, 60 Hz, 135 kVA
AC output 2
1 x110 V, 60 Hz, 2 kVA
DC output
110 V DC, up to 137.5 V, 125 A
Dimensions of underfloor enclosure
1,500 x 1,700 x 560 (mm)
Weight
approx. 850 kg
2 nd I s s u e
Innovative Converter Platform
for Long- and Short-Distance
Traffic
For short- and long-distance traffic
MEE-NT SD for CORADIA LIREX TM Stockholm
SMA Technologie AG
Hannoversche Straße 1–5
34266 Niestetal
Germany
Phone +49 561 9522-0
Fax
+49 561 9522-100
E-mail: [email protected]
www.SMA.de
Photo: Siemens Transportation Systems
APPLICATION
Metro Bangkok
The Communication & Control Division at SMA Technologie AG has
been developing and manufacturing embedded computers for more
than 20 years. It should come as no
surprise that these computers can also be found in SMA’s railway technology products. Applications for diagnosis and visualization of our energy supply systems are only a small
part of what we have to offer.
SMA has gained profound knowhow about the manifold requirements concerning vibration and
shock resistance, extended temperature ranges, resistance against dust
and humidity as well as the specifications of special bus systems like
CAN, LON, MVB, and WBT. That’s
why major coach manufacturers rely
Transrapid Shanghai
Rail grinding and finishing vehicle,
Great Britain
on embedded computer solutions
from SMA.
This knowledge is complemented
by extensive technical equipment.
Besides a staff of 1,000 qualified
employees, including 200 engineers and technicians, SMA Technologie AG has everything necessary for the state-of-the-art development of industrial computer technology.
To
start,
product
development includes environmental tests and other tests customary in
our industry. A shielded EMC chamber, which allows for the measurement of interfering radiation is also
part of our laboratory. Finally, the
quality of our products is put to the
test by a thermal image camera for
monitoring operation in various installations, and by a shaker for accurately determining shock resistance.
At the end of the development
phase, our on-site manufacturing facility allows us to rapidly proceed to
the next step – that is, production.
Having everything under one roof
also enables us to immediately
respond to new and newly arising
customer requirements. We can
therefore guarantee high quality
2 nd I s s u e
Rolling Computer Systems
and lasting functional efficiency of
our products, which exceed the
average life cycle from units delivered by competitors.
Photo: Transrapid International GmbH & Co. KG
Photo: Fa. Windhoff
These are the times when operations are increasingly handled electronically and no longer manually. The result is that ever more digital information
is generated, distributed and processed. This trend
has long since found its way into rolling stock as
well: Embedded computers are integrated, for example, in air-conditioning systems or energy supply
systems. As a network, they monitor smooth operation and report the data to the superior unit. Think
of your last train ride: Isn’t it true that passengers
want to be entertained and informed, that they surf
the web with their notebooks or receive and send
appointments and jobs via mobile phone – in
short, modern vehicles need to be rolling computer systems themselves.
by Wolfgang K. Weber
Universal control computer for
railway applications with DSP
processor and more than 72
digital, analog and pulse
width modulated
inputs/outputs.
The synergies of the business units
Innovative Energy Systems and
Communication & Control in combination with our long-term experience in the realization of challenging customer requirements in the
area of mobile data systems technology, render SMA an ideal partner, regardless of whether the demands call for standard solutions or
individually designed, custom-made
products or systems.
www.SMA.de
BACKGROUND
High Speed in China
Trains take on a particular importance
in China, as they stand for technical
progress and economic development.
This particularly applies to high-speed
trains. A number of high-speed trains
constructed in China are evidence of
the enterprise and skills of Chinese engineers.
Beijing
Hohhot
Dunhuang
Hwangho
Tianjin
Yumen
Yinchuan
China
Shijiazhuang
Taiyuan
Xining
Jinan
South Ko
Yellow Sea
Lanzhou
by Dirk Wimmer
Sleeper train “160 km/h” (Lanzhou—Dunhuang)
These were projects either managed
by the Chinese Ministry of Railways
(MoR) or realized by private investors. The trains are classified by
their maximum speed, the locomotives and coaches developed cannot be used in conventional Chinese
trains.
SMA has been successfully involved
with projects in China since 2000.
Despite their different construction
types and manufacturers, the highspeed trains described below have
one thing in common: the auxiliary
converters are developed by SMA.
The project “160 km/h” includes a
sleeper train with a diesel locomotive that was mainly constructed at
SiFang in Qingdao. The train is used
as night train between Lanzhou and
Dunhuang, whereas two respective
trains travel in opposite directions.
The train runs every night almost
1,000 km along the Chinese Wall,
from the industrial city of Lanzhou in
the narrow valley of the Yellow River to Dunhuang, the eastern end of
the Silk Route on the edge of the
Gobi desert.
In contrast to that the eight trains
from the project “200 km/h” have
been developed for use between
the cities of Guangzhou and
Shenzhen in the economically
booming Pearl River Delta. The electric trains, also referred to as “Blue
Arrow”, are composed of a locomotive, seven trailers and a driving
coach. Due to express trains com-
2 nd I s s u e
nming
Shenyang
Ta
Guangzhou
Hohhot
Shenzhen
Nanning
Vietnam
Hong Kong
Hwangho
Traction unit of the “Blue Arrow” (Guangzhou—Shenzhen)
muting every 30 minutes the running time between the metropolises
has been reduced to approx.
Am
ur
Lake Baikal
Harbin
Lake
Balchasch
Mongolia
Changchun
Ürümqi
Shenyang
Dunhuang
Hwangho
Tianjin
Yumen
Pak.
Shijiazhuang
Yinchuan
us
Ind
China
Taiyuan
Xining
Jinan
South Korea
Yellow Sea
Lanzhou
Zhengzhou
Xi'an
Nanjing
Hefei
Hangzhou
East China
Sea
g
an
eki
gts
Jan
Shanghai
Wuhan
Chengdu
Lhasa
Nepal
North Korea
Beijing
Hohhot
Nanchang
Changsha
Bhutan
Fuzhou
Ganges
Guiyang
India
Bangladesh
Kunming
Taiwan
Guangzhou
Shenzhen
Gulf of
Bengal
Myanmar (Burma)
Vietnam
Laos
Nanning
Gulf of
Tonking
Hong Kong
0 km
www.SMA.de
Philippines
Haikou
200
400
600
800
1000
Tianjin
Prototype “210 km/h” (Beijing—Shenyang)
one hour. The vehicles have been
privately financed and rented to the
railway company.
Angara
Russia
Beijing
The same applies
to
the
project
“210 km/h”. The
technically
most
spectacular
Chinese
high-speed
trains consist of nine
coaches. The two
end vehicles are designed as driving
coaches.
Three
coaches share the
auxiliary
power
supply and traction
equipment. Compared to all other
Chinese high-speed
trains no locomotive is used. The
traction equipment is in fact distributed. This solution is similar to the
ICE3. Similarities can also be found
in the passenger compartment. This
train has been privately financed
and designed in Changchun at
CRC, just like the “Blue Arrow” train.
The two units are designed to be
used between the cities of Beijing
and Shenyang. However, an ultimate decision in terms of the routing
has not yet been taken.
At present the fastest Chinese highspeed train is “270 km/h”. This
train, which is equipped with two locomotives and eight trailers, is designed for use on the new line from
Beijing to the Northeast via Shenyang to Harbin. The eight trailers
BACKGROUND
Harbin
Lake
Balchasch
Mongolia
Changchun
Ürümqi
Shenyang
Hohhot
Dunhuang
Hwangho
Y
Tianjin
Prototype “270 km/h” (Beijing—Shenyang—Harbin)
have partially been constructed at
SiFang in Qingdao and at CRC in
Changchun. The locomotives are
from Zhuzhou.
North Korea
Beijing
Interior of “210 km/h”
The further development of the Chinese high-speed traffic currently focuses on the use of Western technology. SiFang as well as CRC together with international system ven-
dors will therefore design motorized
trains with a speed of 200 km/h. For
the first time, quantities are being realized that will allow for widespread
expansion of high-speed train traffic.
Service at the auxiliary power supplies of the “Blue Arrow”
Auxiliary power supplies of “210 km/h”
2 nd I s s u e
From Shanghai
to Beijing with the Night Train
TRAVEL
Due to large distances and low
costs many travellers choose the
airplane for travelling between
the large cities of China, a country that is about 27 times larger
than Germany. This is unfortunate as the vastness of China can
only be experienced by travelling
by train so many passengers miss
the experience of an admittedly
long, but extremely interesting
train journey.
by Dirk Wimmer
One possibility is to go from Shanghai to Beijing by night train. The
comfortable train needs 14 hours for
a distance of approx. 1,000 km. As
there is no time for fuelling the diesel
locomotives, they are simply
changed.
The train leaves the station of Shanghai at around 6 p.m. While the passengers can sit in the dining room
the train goes along the Jangtse
River upstream. The moment when
the train crosses the river in Nanjing
should not be missed. The dimensions of the river, 300 km far from
the river mouth, are really impressive. Then it’s about time to adjourn
to the cabin where the slippers are
ready for you. And of course there
is one TV for every bed. You will ar-
www.SMA.de
rive at the station of Beijing the next
morning and will be well rested.
Soon after having left the train platform you will return to the Chinese
bustle.
Trains go in both directions every
day. However, you should have a
seat reserved some days before as
the seats are limited.
Beijing
Hohhot
Hwangho
Tianjin
Shijiazhuang
Yinchuan
Taiyuan
Xining
Jinan
Lanzhou
Xi'an
Zhengzhou
Nanjing
Hefei
Wuhan
Chengdu
ng
kia
South Korea
Yellow Sea
Shanghai
Hangzhou
East China
S
BACKGROUND
Effective Use of Energy
Higher energy efficiency in
rolling stock due to MEE-NT
The development of the MEE-NT was
an essential step towards a higher energy efficiency of rolling stock. Due to
the reduction in weight of the power supply system that is in most cases very
high, it is possible to greatly reduce the
energy consumption of the vehicles.
by Dirk Wimmer
The major advantage of rail-bound
traffic is basically the high energy
efficiency due to the low rolling
resistance of the wheel/rail system.
However, the costs for the power
supply of 4 – 8 % of the entire rail
system’s costs1 are one of the highest cost factors for the operation of
rolling stock. In Europe, the average
energy costs of a tram are approx.
€ 25,000.00 and of a metro train
approx. € 150,000.00 annually.2
It is in the interest of every operator
of rolling stock to keep the energy
costs to a minimum. Several model
tests have been conducted on a
national and international level to
test the different technological
approaches in order to increase the
energy efficiency of rolling stock.
The second UIC conference on this
subject took place in Paris on 4 – 5
February, 2004. The purpose of
this conference, where the first promising results of these projects and the
current state of the art were reported, was to consult with and to support railway system operators in
terms of the economic use of their
vehicles. Examples are the UIC projects PROSPER (Procedures for
Rolling Stock with Environmental Requirements)3 and EVENT (Evaluation of Energy Efficiency Technologies for Rolling Stock and Train Operation of Railways)4.
Figure 1 illustrates the losses during
the operation of rolling stock. After
the energy consumption has been
analyzed, different strategies have
been developed in order to reduce
energy consumption. The reduction
of the vehicle’s mass is of major importance in addition to the use of
sophisticated traction equipment
with high efficiency, the reduction of
the vehicle’s rolling and air resistance, or the optimized consumption
in the case of conveniences (e. g. air
conditioning). The mass reduction is
considered as an important step to
improve energy efficiency in rolling
stock within the scope of the PROSPER and EVENT projects as well.
Approx. 40 % of the used energy of
rolling stock is retained in the vehicle in the form of kinetic energy.
When braking, this kinetic energy is
withdrawn and can possibly be fed
back. However, this is not possible
2 nd I s s u e
ing rolling stock that accounts for the
largest part of the energy costs.
100 % Energy purchase
Energy absorption of the train
Losses in sub-station
and overhead cable
Energy absorption for traction of train
Energy absorption for convenience
(e. g. air conditioning)
Mechanical energy of the wheels
Losses in traction equipment
Kinetic energy of the train
Losses due to friction and air resistance
Approx. 40 % of the energy used
Figure 1: Example of energy absorption and losses of rolling stock
Energy for accelerating a mass (100 %)
Energy for accelerating a mass within a vehicle
Losses in sub-station
and overhead cable
Kinetic energy of a mass within a vehicle
At best approx. 60 % ... 70 % of the
energy used can be recovered
Losses in traction equipment
when accelerating
Losses in traction equipment when braking
Figure 2: Example of energy absorption and feedback of rolling stock
referring to their mass
in the case of diesel vehicles due to
their traction technology, and older
electrically driven vehicles with traction equipment that is not designed
for regenerative braking. This also
only partially applies in the case of
new electric vehicles. Even the DC
grids commonly used in commuter
railway systems can not normally
absorb the energy. A large part of
the kinetic energy is thus wasted by
the braking resistor.
Considering the energy absorption
of rolling stock referring to its mass,
at best 60 – 70 % of the energy
www.SMA.de
used may be recovered. The actual
value is normally well below this reference value, particularly in the
case of commuter trains.
However, commuter trains in particular have a large number of cycles
with short distances between stops
that have to be covered at high
speeds resulting in a constant
change between acceleration and
deceleration. At the same time, a
conversion of electric into kinetic
energy and vice versa results which
always involves losses. Finally it is
the high energy used for accelerat-
The lower the mass of a vehicle; the
lower its kinetic energy at the same
speed. This also implies that a lower kinetic energy requires less energy for accelerating and decelerating the vehicle. Costs can thus be
drastically reduced. An approximate reference value is about 8.5 %
of energy saved in the case where
the weight of the vehicle is reduced
by 10 %1.
Reducing the weight of the vehicle
is therefore one of the most important objectives when designing
rolling stock. This does not only apply to vehicles, but also to their different components, notably to the
power supply. The power supply requirements are normally extremely
high because the weight of the power supply unit has to be reduced despite of additional comfort (e. g. air
conditioning) and increasing power
requirements.
Every power supply system consists
of a number of components and subsystems that can be reduced in their
weight. This includes the following:
• Transformers for electric
separation
• Chokes for the assembly of
filters
• Enclosures
• Cooling technology
All these points have been scrutinized and considered by using the
components and modules listed below when developing the MEE-NT
power supply platform:
• Medium frequency transformers
for electric separation
• Highly dynamic input current
BACKGROUND
control for the reduction of the
size of input chokes
• High pulse frequencies for all
inverters for the reduction of the
size of all inductive components,
specifically sine filter chokes
• Lightweight construction of nonwelded underfloor and/or roof
enclosures
• Forced ventilation with specially
optimized heat sinks
For example, a conventional power
supply system with 50 Hz transformers for a metro application at a
nominal power of 160 kVA has a
weight of approx. 1,500 kg. A comparable MEE-NTSD power supply
system has a weight of approx.
850 kg only.
Velocity
Power consumption (kW)
0
30
Accelerating
60
90
Driving
120
Braking
140
Stopping
Time in sec.
Accelerating
Cycle
Figure 3: Simplified cycle of a commuter train
Using such a system for a typical
commuter train results in a cost
reduction of up to € 500 annually
due to lower energy costs alone.
Positive side effects, such as low
wear and tear of bogies, axes,
brakes or even rails, track switches
or bridges, have not been considered yet.
References
1. “Specification and Verification of
4. “EVENT – Evaluation of Energy
Energy Efficient Rolling Stock”,
Efficiency Technologies for Rolling
Markus Meyer, Emkamatik GmbH,
Stock and Train Operation of
presentation shown at the 2nd UIC
Railways”, final report, submitted to
Railway Energy Efficiency
the Subcommission Energy Efficiency,
Conference, Paris, February 2004
International Union of Railways,
2. “Energy Storage System Based on
Double Layer Capacitor Technology
Berlin, March 2003
5. 2nd UIC Railway Energy Efficiency
– The Gateway to High Efficient
Conference, Conference Papers,
Improvement of Mass Transit Power
http://www2.uic.asso.fr/d_environ-
Supply”, Christian Godbersen,
nement/energyconference/energy-
Siemens, presentation shown at the
conference_en.html,
2nd UIC Railway Energy Efficiency
Paris, February 2004
Conference, Paris, February 2004
3. “PROSPER – Procedures for Rolling
Stock with Environmental
Requirements”, International Union of
Railways, Berlin, July 2003
2 nd I s s u e
Official Change to a
Corporation completed
NEWS
SMA Regelsysteme GmbH now
SMA Technologie AG
With the registration in Kassel’s Commercial
Register, SMA Regelsysteme GmbH (founded in 1981) officially changed to SMA Technologie AG in September 2004. The change
of the company to a corporation, which is not
listed on the public stock exchange, came in
order to recognize the employees’ corporate
commitment. The employees had the possibility to participate in the company’s economic
success in the form of employee stocks.
by Marina Klubescheidt
The SMA Managing Board: Peter Drews,
Günther Cramer, Reiner Wettlaufer (f. l.)
An additional factor for the switch
was the on-going strong international growth of SMA Technologie
AG employing 1,000 employees
worldwide. As compared to a limited liability company, a corporation
better reflected the size of the SMA
business worldwide, explained Reiner Wettlaufer, member of the SMA
Managing Board and responsible
for Finance and Controlling. Thus,
the company will more readily be
able to increase the export quota
achieved in 2004 in the future.
A clear way for
employee participation
Due to the change of the company
to a corporation, the employees
had the opportunity to purchase
SMA stocks at a reduced price in
www.SMA.de
December 2004. The SMA employees were requested to directly
participate in the company’s capital
in the form of employee stocks and
to become stockholders. About 250
employees used this offer, which
was a main aspect of SMA’s philosophy of cooperative management.
proven hands of the three founders
and previous general managers
Günther Cramer, Peter Drews and
Reiner Wettlaufer.
“Technologie” for sophisticated high-tech electronics
The name “Technologie” underlines
SMA’s in-house core-competences
and know-how of more than
20 years in the development of sophisticated high-tech electronics.
The new company name reflects the
common denominator of SMA’s
three business divisions. The company management will remain in
APPLICATION
Enjoy Driving without Regret
Modern hybrid vehicles combine comfortable driving with reduced fuel consumption. Something that at first sounds
like squaring the circle quickly emerges
as a reasonable combination of technologies long available. Abstract comparisons of concepts in trade publications
are rather good at putting their fascination down. The best way to gain experience with a hybrid vehicle is a test drive.
For some years now, SMA has been
dealing with converter technologies for
new drive concepts – you will find a detailed report on this topic in our next Rail
Focus issue.
by Volker Wachenfeld
A hybrid drive – What’s that?
Hybrid drives have (at least two) different drive types. In addition to the
usual combustion engine an additional electric engine supports the
main drive in starting and accelerating. Furthermore, it is used as a
starter and helps to operate the
combustion engine at an effective
operating point as often as possible.
When braking the electric motor is
used in generator mode and
charges the battery. A drastic increase in driving dynamics and reduction of fuel consumption are the
result.
The Toyota Prius
Toyota is likely to be considered as
the technology leader in the field of
hybrid passenger cars – even by
their competitors. The Toyota Prius,
meanwhile available in the second
version and already placed on the
US market, is now starting to capture the European market as well.
The importance of the Toyota Prius
in the USA may be best seen
by the fact that stars, such as
Robin Williams, Harrison Ford or
Cameron Diaz, came to last year’s
Academy Award in a Prius – and
not in a limousine. At the end of
2004 the Prius was selected as the
“European Car of 2005”.
At the beginning of 2004, Toyota
planned a sales quantity of approx.
75,000 units for 2004. However,
this quantity was increased to
130,000 already in March. But as
the production cannot keep up with
the demand, the delivery time for
the car is currently approx. six
months.
The Prius includes a combustion engine with 78 hp as well as an electric engine of up to 68 hp. According to Toyota’s specifications, the
consumption is 4.3 liters of Super on
100 km. But due to diverse field reports approx. 5 liters are more realistic. In spite of these good values,
the Prius reaches a maximum speed
of more than 170 km/h and accelerates from 0 to 100 km/h in less
than 11 seconds.
Test drive
The easiest way to receive an impression of the phenomenon
2 nd I s s u e
Carrier of technology –
in an attractive design
Specially developed for the Prius:
The engine compartment is visually different from the compartment of conventional vehicles
“hybrid” is to take a test drive at the
car dealer. With the modern, rather
modest form of the Prius, Toyota has
certainly taken an important step
towards customer acceptance. The
interior is spacious and its dimensions comply with the dimension of
the medium-class model.
The control and display elements
slightly differ from those of a con-
www.SMA.de
ventional car. Pressing a button
starts the car. If the engine is already
warmed up there is no noise – no
turning of the starter, no starting
process of the combustion engine,
nothing at all. Engage the gear shift
selector lever, release the brake,
press the accelerator pedal and off
you go – but without any noise at
all. The operation display confirms
that the car only runs electrically.
Once the accelerator pedal is
pressed a little bit more the combustion engine is started as well, but
is deactivated as soon as the car
stops at the next intersection.
Due to the CVT the driver just needs
to accelerate and brake. The car automatically does the rest. Indeed, it
is a very complex technology but
the operating sequences are simple:
Photo: Toyota
APPLICATION
Clearly arranged: Operating-screen at the car dashboard
The car almost drives by itself and
makes most of the decisions for the
driver. This is a great advantage
specifically in city traffic because the
driver can pay all his attention to the
traffic.
The chassis and the brakes comply
with the current automotive engineering standards and the drive
runs dynamically and silently – as
long as it is not really challenged.
Toyota’s specification data indicates
a torque of more than 400 Nm and
outstanding acceleration values.
Due to this data which is typical for
large turbo-charged diesel vehicles
the Toyota Hybrid is extremely
speedy – without shocks or unpleasant noises.
It is possible to track the current operating state of the hybrid vehicle
during the entire drive via a display
positioned in the middle of the console. The necessity of such a display
is maybe questionable, but in any
case it provides the certainty that the
alternative drive technology used
works perfectly.
With respect to the increasing climate problems worldwide, we hope
that the financially sound European
automotive market will attach the importance to the Toyota Prius that it
deserves – a milestone in the development of sophisticated means of
locomotion.
Conclusion
The Toyota Prius does not only
provide comfortable driving, but is
the best advertisement for environment friendly technology as well.
2 nd I s s u e
NEWS
Railway Technology News
Photo: Manuel Gründler
Inverter for Add-on
Air Conditioning
SMA provides prototypes of inverters, which are integrated in air
conditioning units for re-fitting the
passenger compartment and the
driver’s cab with air conditioning,
for the commuter trains ET420 of
the DB AG in the Stuttgart area. In
summer 2005, two prototype trains
will be reconstructed in the Krefeld
works and then tested. A reconstruction of the series would be possible with the upcoming revision of
the vehicles.
Photo: ALSTOM
for
RandstadRail
SMA provides 50 batches of auxiliary converters for ALSTOM’s
RegioCITADIS trains for RandstadRail following the order of auxiliary power supplies for the tramtrains of RegioTram Kassel. Each
batch consists of two
“Generic”, for the partly redundant
AC and DC board supply, and one
“Aircondi” for the independent supply of the air conditioning systems of the vehicle.
Photo: Heinz Treber
IGBT Converters
for AKN
SMA provides 80 IGBT power units
for the VTA vehicles of the AltonaKaltenkirchen-Neumünster Eisenbahn AG. These power units will replace the existing drive converter
modules based on bipolar transistors. A module compatible with the
existing power unit will be developed in terms of form and function.
All available components, such as
cooling, drive control or mounting
frame, will remain unchanged.
And the Winner of
the iPod is ...
Mr. Heinz Spachtholz from DB Autozug is the winner of the iPod prize
www.SMA.de
drawn during the exhibition InnoTrans 2004. Congratulations!
APPLICATION
The City on the Islands
6000 years ago, only a few small islands
protruded from the water where today
Sweden’s capital city with approx.
860,000 inhabitants spreads out over
14 islands. On account of land elevation,
the Stockholm we know today also grew
(the name literally means “stake island”).
by Joachim Bierschenk
A city of charm
The Swedish Literature Nobel Prize
Winner Selma Lagerlöff (1858 –
1940) described Stockholm as “the
swimming city”. And the capital city
of Sweden (860,000 inhabitants) –
characterized by its canals, bridges
and parks – is rightly considered as
one of the most beautiful metropolises of the world.
Improvement of infrastructure
In order to connect the suburbs of
Stockholm to each other and to the
center in a better and faster way, the
Stockholm Transport Services decided to buy a total of 55 CORADIA
LIREX six part commuter trains from
ALSTOM.
The appeal of the vehicle is its modern interior as well as its high-power air conditioning supplied by
SMA’s auxiliary power supply system MEE-NTSD (SD for Short Distance). The power supply system
within the vehicle is designed according to the redundancy concept.
All converters of the auxiliary power supply operate in parallel (active
redundancy). In case of a failure only the damaged device is switched
off and disconnected while all other
devices continue operation.
Driving comfort is thus very high;
and going by these commuter trains
is the best way to experience Stockholm.
Shopping and sightseeing
with wonderful views
The best way to start is by visiting the
old city (Gamla Stan), where nice
houses and alleys paved with cobblestones give a lively impression of
the old city of Stockholm. The main
streets, Österlånggatan and Västerlånggatan, are pedestrian areas
where you can find fashion boutiques, arts-and-craft and antiques
shops. The Royal Castle (Kungliga
Slottet) with the large Ceremonial
Rooms, the Crown Jewels, the Stateroom, the Royal Orchestra, the Royal Armory and the Palace Museum
are all located on the side of the harbor.
The elegant City Hall (Stadshuset)
that was inaugurated 70 years ago
2 nd I s s u e
Photo: ALSTOM LHB
CORADIA LIREX™ for Storstockholm Lokaltrafik (SL)
is close to the old city on the banks
of the Mälaren Lake. One can get a
spectacular view over the city from
the tip of the 100 m high tower.
Time for museums
When you get tired of the busy activities in the center just go by bus or
ferry boat to the near Island Djurgården where you can visit the Vasa
Museum, one of the most famous
sights of Stockholm. A 369 years
old wooden war ship, which went
down when it was launched in 1628
and found in the harbor of Stockholm in 1961, is particularly impressive.
In order to gain an insight into the
variable history of the city and the
whole country as well, Stockholm
www.SMA.de
with a total of 150 museums has a
lot to offer.
Eight of these museums can be
found in the district of Djurgården
alone, including the Nordic Museum (Nordiska Museet), the
“Waldemarsudde Haus” and the
“Liljevalchs Konsthall”. The Historic
Museum (Historika Museet) exhibits
prehistoric treasures and objects of
arts from the Middle Ages. The most
famous art collection of Sweden
can be found in the National Museum.
go by public transport free of
charge as well as to obtain free entry into museums, the Royal Castle
and many other sights of Stockholm
and its surrounding area.
The best way to consistently track
the development of Sweden and its
capital city is to buy a “Stockholmkortet” (special ticket for Stockholm). This ticket enables visitors to
Photo: ALSTOM LHB
Photo: Heinz Treber
www.SMA.de
Hannoversche Strasse 1–5
34266 Niestetal
Germany
Phone +49 561 9522 - 0
Fax
+49 561 9522 - 100
E-mail: [email protected]
RailF02-01:AE2805
SMA Technologie AG

Heidi Express >> China

Transcription

Similar documents

4 Kostensätze (Einheitspreise) für die Bewertung der Varianten