High Speed Trains. General overview. Dr. Eng.&MBA José A. Jiménez Rolling Stock Director Renfe - Alta Velocidad. Paris, 19 th 23 th June 2006

Transcription

1 High Speed Trains General overview Dr. Eng.&MBA José A. Jiménez Rolling Stock Director Renfe - Alta Velocidad 1

2 Contents

3 Contents - 1 Main characteristics. Basic requirements. Commercial requirements. Technical and security requirements. Operation and maintenance requirements. Compatibility with the infrastructure. Types of trains. Concentrated/distributed traction. Articulated/non-articulated trains. Tilting trains. Variable gauge trains. 3

4 Contents - 2 Technological challenges of High Speed. Layout of the new High Speed lines. Wheel/rail contact. Mechanical design. Pantograph/catenary (overhead line) contact. Aerodynamic effects. Braking. Traction. Control circuits. Diagnosis system. Speed control (signalling). Summary: Basic concepts of High Speed. 4

5 Main Characteristics

6 Main characteristics - 1 Self-propelled, fixed-composition and bi-directional train, between 100 and 400 m long. Maximum speed of over 250 km/h. Track gauge of 1435 mm. AC power supply, 15 or 25 kv. Maximum axle weight of 17,68 t (17 t + 4%). High traction power, between 8 and 10 MW. High rated traction power, in the region of 20 kw/t. In-cab signalling and communication systems. Improved commercial services. 6

7 Main characteristics - 2 ICE3 ETR500 7

8 Basic requirements 8

9 Basic requirements Commercial. Technical and security. Operation and maintenance. Compatibility with the infrastructures. 9

10 Commercial requirements 10

11 Commercial requirements - 1 Journey time. Number of commercial classes. Number of seats and layout. Types of seats: rotating seats, reclining seats, etc. Level of service for disabled passengers. On-board catering services. Buffet car equipment. Features of the air-conditioning equipment. Level of on-board entertainment: audio-video, Internet, etc. Level of customer service. Other aspects: luggage registration, goods zone, public telephones, nursery, shoe cleaning machines, etc. 11

12 Commercial requirements - 2 Catering area Club car Meeting room Disabled passengers Business cars Tourist cars Cafe-bar Catering area Buffet car Luggage room AVE - S/103 layout 12

13 Technical and security requirements 13

14 Technical and security requirements - 1 Compliance with UIC standards. Compliance with TSI (Technical Specifications for Interoperability). Compliance with railway EN standards. Compliance with national standards. 14

15 Technical and security requirements

16 Technical and security requirements

17 Operation and maintenance requirements 17

18 Operation and maintenance requirements Compliance with reliability standards. Compliance with availability standards. Compliance with standards of cleanliness and comfort. Good maintainability (Getting of the appropriate level of ease of maintenance). 18

19 Compatibility with the infrastructure 19

20 Compatibility with the infrastructure - 1 Compliance with the gauge. Compatibility with the track: respecting wheel/rail forces. Respecting the minimum curve radius of workshops. Compatibility between the access doors and the platforms. Voltage and frequency of the power station. Compatibility with the catenary: height, zigzag and forces. In-cab signalling systems: ETCS, LZB, TVM, ASFA, etc. Respecting the level of harmonics and compliance with the electromagnetic compatibility standards. 20

21 Compatibility with the infrastructure - 2 DB - line LZB wire AVE M- Sev mm/m AVE M- Bar mm/m 21

22 Types of trains 22

23 Types of trains Concentrated traction, with one or two end power heads. Distributed traction, with the technical equiments under the carbodies. Conventional train, with two bogies per car. Articulated train, with bogies shared between every two cars. Tilting trains, with active and natural systems. Variable gauge trains. 23

24 Concentrated/distributed traction 24

25 Concentrated/distributed traction - 1 Advantages of distributed traction: Higher passenger capacity for a train fixed length. Reduced axle load, more evenly distributed along the train. Higher number of drive axles: higher acceleration and better adhesion. Possibility of installing a higher traction power. Drawback: Lower performance in cross wind conditions. 25

26 Concentrated/distributed traction - 2 Distributed traction Concentrated traction 26

27 Concentrated/distributed traction - 3 ICE 2, Power head Traction Converter 3 MVA Traction Motor 1.2 MW ICE 3, 4- car subunit Main Transformer 5.22 MVA End car Transformer car Converter car Trailer car Traction motor 0.5 MW Traction converter 2.3 MVA Transformer 4.6 MVA Traction converter 2.3 MVA 27

28 Articulated/non-articulated trains 28

29 Articulated/non articulated trains - 1 Advantages of articulated trains: The intermediate trailer bogies are not under the passengers. More comfortable journeys with less noise. No transversal movement between cars. Passengers can move along the train more easily. The height of the floor can be lowered, resulting in easier passenger access. Experience indicates good performance in case of derailment (more rigid joint between cars). 29

30 Articulated/non articulated trains - 2 Articulated train Non articulated train 30

31 Tilting trains 31

32 Tilting trains - 1 Advantage of tilting trains: Shorter journey times due to the ability to reach higher speed in curves. Drawbacks: More stress on the tracks in curves. Feelings of nausea experienced by a small percentage of passengers. 32

33 Tilting trains - 2 Active tilting Natural tilting 33

34 Variable gauge trains 34

35 Variable gauge trains - 1 Advantages of variable gauge trains: Shorter journey times, because of wheel distance can be changed without stopping. Better passenger comfort, because of train changes are not necessary. Drawbacks: Higher maintenance costs. Little experience of running with motor vehicles. 35

36 Variable gauge trains - 2 AVE - S/130 AVE - S/120 Talgo200 + Locomotive S/252 36

37 Technological challenges of High Speed 37

38 Technological challenges of High Speed The layout of the new High Speed lines. Wheel/rail contact. Mechanical design. Pantograph/catenary contact. Aerodynamic effects. Braking. Traction. Control circuits. Diagnosis system. Speed control (signalling). 38

39 Layout of the new High Speed lines 39

40 Layout of the new High Speed lines - 1 Very high curve radii, > 4000 m. High radius transition curves. Maximum gradients: the new lines, for passenger use only, allow for very high ramps. Direct tracks through the Stations (no platforms near direct tracks). No level crossings. Large section tunnels. 40

41 Layout of the new High Speed lines - 2: Line profile. Madrid - Barcelona HST line 41

42 Wheel/rail contact Mechanical design 42

43 Wheel/rail contact - 1 A primary challenge. High Speed would not be possible without good running stability. Basically, the objective is to comply with the UIC-518 leaflet: Safety: Prud homme limit, derailment coefficient, instability criteria. Track fatigue: maximum vertical force and lateral and vertical quasi-static forces in curves. Running quality: lateral and vertical accelerations. 43

44 Wheel/rail contact - 2 Wheel/rail stress depends on: The train speed. The characteristics of the track. The characteristics and the state of the rolling stock. The increase in stress with speed is solved by a better quality of track and of bogie design, and also, by appropriate maintenance. 44

45 Wheel/rail contact - 3: Mechanical design Reduced axle load. Light trains with evenly distributed axle loads (maximum 17,68 t/axle). Reduced non-suspended mass (the most aggressive). Hollow axles. Reduced semi-suspended mass. Traction motors under the carbody. Bogies with a big wheel-base (big bogie pitch). Appropriate primary elasticities, wheel profiles and anti-yaw dampers, are necessary to get a good running stability. Concentration of mass in the centre of the bogie. Pneumatic secondary suspension is desirable for comfort. 45

46 Wheel/rail contact - 4: Mechanical design AVE S/100 46

47 Wheel/rail contact - 5 Wheel forces and motions A Wheel profile, with low conicity, is necessary to get a good running stability. 47

48 Pantograph/catenary contact 48

49 Pantograph/catenary contact - 1 As the speed increases, the pantograph/catenary contact deteriorates. This deterioration manifests itself by sparks due to low pantograph contact force and by excessive elevation of the contact wire (excessive contact force). There are two criteria to measure the quality of the pantograph/catenary contact: Measuring the contact force, checking that it remains within optimal values. Measuring the sparks produced during the current collection. 49

50 Pantograph/catenary contact

51 Pantograph/catenary contact - 3 There are several ways of improving the pantograph /catenary contact: Constant height of the contact wire. Catenaries with uniform vertical elasticity, to avoid "hard points" in the poles and "soft points" in the centre of two poles. Increase the mechanical stress of the contact wire. Pantograph with reduced mass, especially at the head, to minimise dynamic forces. 25 kv electrification enables the use of lighter heads. Reduce the number of raised pantographs, introducing a highvoltage line on the roof of the train. Regulate the vertical aerodynamic force by means of active devices or ailerons. Catenaries with automatic temperature compensation. 51

52 Aerodynamic effects 52

53 Aerodynamic effects - 1 Good aerodynamic design is essential to High Speed trains. It can reduce resistance to forward motion, and thereby reduce the train power and the energy consumption. Good car design is needed to reduce the pressure variation for passengers in tunnels: Doors with inflatable joints. Automatic closure of air-conditioning vents. Airtight compartments. Creation of excess pressure inside the train. 53

54 Aerodynamic effects - 2 Two new aerodynamic problems arise when operating at very high speeds >300km/h: The problem of speed limitation in relation to cross winds. The balast pick-up at high speed. These two phenomena are some of the problems that could limit operating speed. 54

55 Aerodynamic effects - 3 A long nose helps against the negative aerodynamic effects. AVE S/102 55

56 Braking 56

57 Braking - 1 The large quantity of kinetic energy to be eliminated in High Speed trains requires a complete re-thinking of classic braking systems. The conventional shoe/wheel system cannot be used for speeds of above 160 km/h, due to the high temperature reached which seriously damages the wheels. Braking at High Speed is effected by the joint automatic action of all the fitted brake systems. Electro-pneumatic controls. 57

58 Braking - 2 Electric brakes: Preferably mixed: regenerative and rheostatic (priority regenerative action). Must be independent of the existence of voltage in the catenary. Automatic action with the pneumatic brake ( blending ). 58

59 Pneumatic brakes: Braking - 3 Preferably with disks (far better thermal cooling than with shoes/wheel). TGV 4 disks/trailer axle 4 shoe/wheel brake blocks, in motor axle AVE S/102 Power heads: 1 disk/axle and 2 semi-disks/wheel Cars: 2 semi-disks/wheel and 1 disk/wheel ICE3 Drive axles: 2 semi-disks/wheel Trailer axles 3 disks/axle 59

60 Braking disks/trailer axle 1 disk/axle and 2 semi-disks/wheel AVE S/100 AVE S/102 60

61 Braking - 5 Other braking systems used are: Induction brake (Foucault or Eddy-current). Electromagnetic shoe. Advantages: Shorter stopping distance. Drawbacks: Problems with the infrastructure: Track erosion, harmonic interferences, etc. 61

62 Traction 62

63 Traction - 1: Train Power Rated power: triple/quadruple that of classic trains. For reasons of reliability, it is also essential to have high power available as a precaution against breakdowns. Three-phase traction is possible for the development of power electronics. Lighter, more powerful and reduced-size traction motors. Several independent groups can easily be installed. Optimal electrification system 25 kv, 50 Hz. 63

64 Traction - 2: Power inverters Constant current inverter Constant voltage inverter L M C M Equal to: switch SCR-thyristor GTO-thyristor IGBT SCR : Silicon Controlled Rectifier GTO = Gate Turn-Off IGBT = Isolated Gate Bipolar Transistor 64

65 Traction - 3: Configurations DC DC Input filter L C Chopper = = Variable voltage L (a) Inverter = ~ Variable frequency M Input filter L C Chopper = = Constant voltage C (b) Inverter = ~ Variable voltage and frecuency M AC AC Transformer Rectifier ~ DC-Link Inverter = = ~ M Transformer Rectifier ~ DC-Link C Inverter = = ~ M Variable voltage (c) Variable frequency Constant voltage (d) Variable Variable voltage voltage and frecuency and frequency 65

66 Traction - 4: Power supply diagram (Bogie1) 25 kv ~ 3 kv = CB ~ Transformer Auxiliary rectifying bridge ~ =? = 1? = 1 CB = ~ ~ = = Main filter Power rectifying bridge 1 BR1 Power rectifying bridge 2 T T = Main chopper = = B B Auxiliary chopper Auxiliary filter = = LFSM ST.C ST.C Inverter 1 = T ~ = ~ Inverter 2 BR2 N SM1 Exc.1 Exc.2 SM2 N = = Auxiliary services Excitation chopper Battery 66

67 Traction - 5: Power supply diagram (Bogie1) CB 25 kv ~ Input converters Auxiliary Converter = 4QS1 = Auxiliary services PWM1 ASM 4QS1 Intermediate circuit DC-Link Transformer 4QS2 Lsk C BR Inverters Csk 4QS3 PWM2 ASM 67

68 Traction - 6: GTO Phase Module (Water Cooling) GTO-Thyristor: 4,5 kv / 3 ka or 4 ka Module dimensions (W x H x D): 450 mm x 415 mm x 312 mm Weight: 70 kg Max. DC link voltage: 2,8 kv Max. rms current: 1,5 ka rms Switching frequency: 350 Hz Water temperature (inlet): 55 C 68

69 Traction - 7: ICE3 Multi-System Traction Container Semiconductor devices: GTO: 4.5 kv, 3.0 ka Container dimensions (W x D x H): 3400 mm x 2200 mm x 450 mm Weight (without cooling equipment): 2,7 t Rated output power: 2,2 MW (AC line voltage only) Line voltages: AC: 15 kv, 16.7 Hz; AC 25 kv, 50 Hz DC: 1.5 kv; 3 kv 69

70 300 F [kn] Traction - 8: ICE3 Tractive and Braking Effort - Speed 6000 kw 40 o /oo o 5 / oo Pwheel = 8000 kw (AC 15 kv 16,7 Hz) (AC 25 kv 50 Hz) 75% redundancy plain v [kph] B [kn] kw AC - Operation 70

71 Traction - 9: Self-propelled trains Self-propelled trains, preferably with "distributed traction" have the following advantages: Reduced axle load that moreover can be evenly distributed along the train. Higher number of drive axles: higher acceleration capacity and the possibility of climbing big gradients. Possibility of using the electric brake as the main brake (braking on many axles). Possibility of modular and flexible design. Possibility to install a higher power supply. Higher passenger capacity for a fixed length of train. 71

72 Control circuits. Diagnosis system 72

73 The control circuits - 1 The control circuits are the vital part of a High Speed train. They consist of computers connected between them (network along the train). All the train equipments are connected to the computer network. By means of the control circuits the driver and crew give orders to the train. The control circuits are redundant. Normally a control circuit takes the train control (master) and the other is in stand-by (slave). In case of a fail of the master controller, the slave takes automatically the control and pass to work as master. 73

74 The control circuits - 2: Power head diagram Locomotive S/252 74

75 The control circuits - 3: Computer network AVE S/102 75

76 The control circuits - 4: Equipments connected to the train computer network Traction equipments. Braking and anti-skid equipments. Auxiliary service equipments. Signalling and communication systems. Juridical recorders. Bogie instability detectors. Temperature detectors in axle boxes. Fire detectors. Passenger information systems. Other equipments: air-conditioning, door controls, lighting, etc. Diagnosis systems, to transmit incidents to the maintenance centre. 76

77 The control circuits - 5: Diagnosis system High Speed trains have a diagnosis system to identify breakdowns on board. The diagnostic system automatically sends to the workshop a series of data via GSM digital telephone: Information generated by the train. Information entered by the driver and/or the train crew. Maintenance operations are planned on the basis of the above information. 77

78 The control circuits - 6: Diagnosis system DMI information AVE S/103 78

79 Speed control (signalling) 79

80 Speed control (signalling) - 1 The classic system of vertical signals is not valid at High Speed. Signalling at High Speed has to fulfil the following requirements: In-cab signalling: real speed, permitted speed, target speed, distance to go. Continuous transmission of information is desirable. Automatic breaking action, if the permitted speed is exceeded. 80

81 Speed control (signalling) - 2 Existing systems: ATC (Shinkansen) TVM (TGV), LZB (ICE and AVE-Seville), etc. In Europe, this diversity has presented a considerable difficulty to the interoperability. That it will overcome with the new European ETCS system. 81

82 Speed control (signalling) - 3 ETCS - S/102 ETCS - S/100 82

83 Summary: Basic concepts of High Speed 83

84 Basic concepts of High Speed - 1 High Speed begins at around 250 km/h. Speeds of between 250 km/h and 300km/h require curve radii of > 4.000m and therefore new lines and very important investments. New mixed-traffic lines: 1.25 % grade. Passenger traffic only: 3.5% grade (lower construction costs). Aerodynamic phenomena require a larger separation between tracks (>= 4.50 m) and larger tunnel sections (>= 75 m ), (higher construction costs). High-radius for curves and vertical transitions (variations limited for comfort). Direct tracks through the Stations (no platforms near direct tracks). No level crossings. 84

85 Basic concepts of High Speed - 2 The environmental impact and energy consumption are much lower than for other systems of transport. The interfaces between train and infrastructure, pose fundamental technical questions. The wheel/rail force has to remain within acceptable limits, despite the higher speed. This requires a track of excellent quality and bogies with high running stability. The axle load must be reduced (< 17,68 t/axle). The height of the catenary contact wire must be constant. The elasticity of the catenary must be uniform and the mass of the pantograph reduced. 85

86 Basic concepts of High Speed - 3 The traction power of trains increases with the cube of speed. This requires electric traction and the electrification system, and 25 kv -50 Hz is desirable. The trains are self-propelled and bi-directional. Trains are designed with ultra-aerodynamic profiles to reduce resistance to forward motion and power consumption. Acceleration distances are high, approx. 20 km for 320 km/h. Running at constant speed is a necessity (good average speed and energy savings). Stopping distances increase with speed, almost 4 km at 300km/h. Energy eliminated during braking is very high, and increases with the square of speed. Electric braking and brake disks are necessary. 86

87 Basic concepts of High Speed - 4 Continuous in-cab signalling is essential. The European system for the near future will be the ETCS. The excellent quality of the High Speed services creates new "induced traffic". For distances of between 200 and 1000 km and with high traffic density, there is no doubt that the future of railways lies in High Speed. 87

88 My personal data José A. Jiménez Director de Material Renfe-Alta Velocidad Estación Puerta de Atocha Plaza del Emperador Carlos V, Madrid SPAIN Tel: Fax: jajimenez@renfe.es 88

89 Many thanks for your attention 89