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Interface between Propulsion and Brake system in

Modern Metro Rolling Stock

By:

Jitendra Jha

Project Manager/Rolling Stock,

Bangalore Metro Rail Corporation Limited

Email Id-jitendra@bmrc.co.in

1

1.1ConceptofElectro-Dynamic(ED)brake

2

VoltageVariableFrequency(VVVF)inverter.

3 thetrain. minimized. Fig.1-Flow of energy during poweringFig.2-Flow of energy during braking 4 Fig.3-Flow of Regenerated Energy via TSS to other Third Rail Sections 5

1.5BenefitsofRegeneration

1.5.1EnergySaving

givenintable.1below:

5%duringweekdays.

3rdrailvoltagefromsupplyside.

Table.1-Day wise VVVF energy data for a week of Purple Line (East-West Corridor) Sl.

No.Date

VVVF (kWh)

Motoring

VVVF (kWh)

Re-generation

VVVF Net

energy (kWh) consumption % Re-generation with respect to

VVVF motoring.

Loss in

Brake

Resistor

% Loss with respect to VVVF regeneration

105-03-2018 488011660232199348775.2

206-03-2018 476111632531286348164.9

307-03-2018 483451661931726347384.4

408-03-2018 475641592731637339465.9

509-03-2018 491001680932291348445.0

610-03-2018 339211158122340347956.8

711-03-2018 23657791815739336668.4

6

1.5Benefitsofregeneration(contd..)

1.5.2Lifeofbrakepad

rake.

Table.2-First Brake Pad Replacement Details

Sl.

No.TS#Revenue on

Date (ROD)

First Brake Pad Change

RemarksDateKM Earning

1TS#0120/10/201117/06/2017276,599DMC-1, Axle-2, Left Wheel (LW)

2TS#0220/10/201123/01/2017265,699DMC-2, Axle-1, Right Wheel (RW)

3TS#0320/10/201108/03/2017257,792DMC-1, Axle-1, RW

4TS#0420/10/201120/03/2017302,692DMC-1, Axle-2, LW & RW

5TS#0520/10/201107/02/2017289,493DMC-2, Axle-2, LW

7

1.5Benefitsofregeneration(contd..)

1.5.3Wheellife

Table.3-Wheel Diameter

Car BogieAxle, WheelAs on

24-09-11

As on

22-01-18Wear (in mm)Remarks

KM Earned 318156-

Diameter

(Std.: 860 -

780mm)

DMC-1

Bogie-1

Axle-1, LW860.26850.609.66

Axle-1, RW860.27849.7010.57

Axle-2, LW860.29852.357.94

Axle-2, RW860.39851.399.00

Bogie-2

Axle-1, LW860.26852.557.71

Axle-1, RW860.40852.048.36

Axle-2, LW860.28852.148.14

Axle-2, RW860.49851.289.21

TC

Bogie-1

Axle-1, LW860.32853.007.32

Axle-1, RW860.34853.147.20

Axle-2, LW860.34853.826.52

Axle-2, RW860.37853.446.93

Bogie-2

Axle-1, LW860.32853.177.15

Axle-1, RW860.37853.426.95

Axle-2, LW860.25851.968.29

Axle-2, RW860.46851.169.30

DMC-2

Bogie-1

Axle-1, LW860.19846.6713.52

Axle-1, RW860.25846.3413.91

Axle-2, LW860.32848.9511.37

Axle-2, RW860.38849.0111.37

Bogie-2

Axle-1, LW860.26848.2312.03

Axle-1, RW860.25848.3911.86

Axle-2, LW860.23849.1111.12

Axle-2, RW860.27848.3311.94

8

2.1ConstantTorqueZoneinBMRCLPhase-Itrain

2.1.1ConstanttorquezoneinbrakinginBMRCL

Phase-Itrainwasfrom36Kmphto5Kmph.

FromtheTable.4below,itcanbeseenthatif

constanttorquezoneisextendedfrom50

Kmphto5kmphthenregeneratedcurrentwill

furtherincrease.ThusBMRCLdecidedthatin

Intermediatecarcontract,constanttorquein

brakingzonewillbefrom50Kmphto5Kmph bothinoriginalcarsandinintermediatemotor cars.Infuturenewtrains,thiswillbefrom

65/60Kmphto5Kmphtohaveincreaseinthe

regeneratedpowerduringbraking. Fig.4-Extending the constant Torque zone from 36 Kmph to 50 Kmph and 36 Kmph to 60 Kmph 9

Fig.5-Comparison of HSCB line current during powering and braking with constant torque zone in braking 36 Kmph to 5

Kmph and 50 Kmph to 5 Kmph10

2.1.3ComparisonofEnergyConsumption

WiththeimprovementinregenerativeBraking

performancebyextendingconstanttorquezone from36kmphto50kmph,asperthesimulation innormalmode(E-WCorridor)and16.3%net energyconsumptiondecreasesinnormalmode (N-SCorridor).

Asimulationstudywasdonetosimulatethe

energysavingonPurpleLine(East-West withexisting3-Cartrainsethavingconstant torqueinbrakingfrom36Kmphto5Kmphwith intermediate3-Cartrainunithavingconstant torqueinbrakingfrom50Kmphto5Kmph.The beseenthatinNormalmodeinPurpleLine (East-Westcorridor),regeneratedenergy of31.16%ofregeneratedenergyandoverall energyconsumptiondecreaseby19.1%withthe trainwithimprovedbrakingcharacteristics.

NormalmodeinGreenLine(North-South

Corridor),regeneratedenergyincreasesfrom

100.5kWhto129.2kWhi.e.anincreaseof

consumptiondecreasesby16.3%withthetrain withimprovedbrakingcharacteristics. Fig.6-Comparison of energy consumption with constant braking zone from 36 kmph to 5 kmph and 50 kmph to 5kmph 11 tooptimizethebrakingcharacteristics. 12

2.2Motorizationpercentageinthetrain

Table.4-Comparison of performance between 50% motorization and 66% motorization

Item3M3T4M2T

Starting Acceleration0.73m/s2(3M3T train) 1.0m/s2 (4M2T train)

Scheduled Commercial Speed with 10%

coasting

33.1 kmph34.1 kmph

DecelerationbyRegeneration(Electrical

Brake)

0.75m/s21.0m/s2

Net Energy Consumption427.8kWh331.1kWh

motorizationpercentage systeminIndia 13

3.1Themicroprocessor-basedBrake

ElectronicControlUnit(BECU)performs

thelocalbrakecontrolfunctions.Itisused forreceivingandinterpretingthebrake demandsignalsaswellasothertrain- linedsignalstocontroltheelectro- pneumaticbrakesystem.TheBECU providesalinearbrakecontrol,according tothebrakedemandinputarrivingfrom themastercontroller.Basedonthebrake demandeitherbyTOinmanualmodeor inATOmode(Automode),firstpriorityis giventoElectro-Dynamic(ED)brakeand anyshortfallismetbypurelyElectro-

Pneumatic(EP)frictionbrakeappliedby

BECU.SupplementationoftheED-Brake

withtheElectro-Pneumatic(EP)brakeis calledblendingofEPfrictionbrakewith

EDbrake.EPfrictionbrakeisapplied

throughbogiebasedBECUandBrake

ControlUnit(BCU)whichoperateswheel

mounteddiscbrakebycontrollingthe brakecylinderpressure(brakecaliper).

3.2Direct Brake circuit

Fig.7-Direct Brake circuit14

4.1Requirementofinterface

andBrakesystem(BECU). called. leveloraxlelevel. 15 Fig.7-Interface signals between propulsion and brake system 16

4.2.2Descriptionofinterfacesignals

Table.5-Description of interface signals

SignalAnalog/

Digital

Indicating

Loadweight

value

AnalogTrainweight

EDCutoff

signal

DigitalEDbrakemust

becut-off.

EDFeed-back

signal (ActualED brakingforce)

AnalogEDbrakingforce

EDActivesignalDigitalEDbrakeis

beingapplied.

SlideDetected

signal

DigitalSlidecontrolis

beingapplied.

HoldingBrake

signal

DigitalHoldingbrakeis

applied.

Table.6-Functional description of the signal

SignalDescription

Load WeightThissignaltransmitstheloadweightsfromBECUto

VVVFcontrol

ED ActiveThissignalissendbyVVVFtoBECUifEDbrake

functionisaliveandeffective ED

Feedback

(Actual ED brake effort)

ThisisthefeedbacksignalfromVVVFcontrolto

BECUwhichsendstheactualEDbrakingeffortby

forceeitherbyTOorthroughATOsystem ED cut offThissignalissentfromBECUtoVVVFcontrolincase slideisdetectedandnotcontrolledbyVVVFand istakenoverbyBECU. sameiscommunicatedtoBECUbyVVVFandif

BECUcontrolwithinthespecifiedtimethenED

byBECU(EPfrictionbrake).

Holding

brake

4.2.3Functionaldescriptionofthesignal

17

4.2.4.Explanationofinterface

Point A0

Point B0

Motor

Torque

Theinterfaceisbrieflydescribedasunder:

brakeishigh.

EDbrakesignal.

commandeitherfromTOorfromATO. againtrainwillregainthespeedinpowering.

4.3HoldingBrake

preventsthetrainfromRollback.

4.3.2SchematicdiagramfortheholdingBrake

19

4.3HoldingBrake(Contd)

furtherincreasedbytheBECUsayaround1.7 bar.Thisiscalledasduringthis trainisholdthroughEPfrictionbrakeonly.

Again,whenpoweringisresumedbyeitherby

TOorthroughATO,poweringcommandfrom

VVVFbecomeshighandcorrespondingly

brakingcommandremainslow.Aftert1secof poweringcommand,holdingbrakestarts decreasing(releasing)andcorrespondingly poweringcommand,holdingbrakefullygets release.Timet1andt2istheprojectspecific propulsionsystemandbrakesystem.InBMRCL pressurereleasetimewhichisaround4sec).

Fig.9-Schematic diagram for the holding Brake20

4.4WheelSlideProtection(WSP)control

duringslidingcondition. inFig.10below cut-offbyVVVF. 22
inbrakingmode,brakedemandishigh,powering commandandholdingbrakecommandislow.ED activeandEDfeedbacksignalishigh.Fromthe inslidinghastakenplaceandVVVFis max.5sec,EDcutoutsignalbyBECUbecomes high.EDbrakeiscutoutandnowtheslide controllingistakenoverbyBECUbyoperating thedumpvalvewhoseeffectcanbeseenby brakecylinderpressuregraphin.

Maximumbrakecylinderpressureduringslide

basedonthefieldtrials. correctstoppingpoint,atthattimebrake commandislow.Further,normalpoweringis resumedandifspeedismorethan10Kmphand servicebrakeisapplied(brakecommandwill becomehigh),EDbrakewillresume automatically. Fig. 11-Schematic Diagram for Wheel Slide Protection (WSP) Motor

Torque

23

5.Conclusion

6.References

24

Thank You

25
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