Maglev(UTM-02) Brake System Change from Pneumatic Bake System to Hydraulic Brake System

Transcription

1 IJR International Journal of Railway Vol. 8, No. 1 / March 2015, pp The Korean Society for Railway Maglev(UTM-02) Brake System Change from Pneumatic Bake System to Hydraulic Brake System Kinam Kim, Sungwoon Hwang* and Heekwon Jeon* Abstract The Maglev(UTM-02) project is leading by Korea Institute of Machinery & Materials and financially supported from the ministry of Commerce, Industry and Energy. The early development stagy of Maglev(UTM-02) was adopted the general urban railway pneumatic brake system due to the Korea domestic industrial environment. Currently there is two commercial operation Light Railway Train(LRT) system in Korea. One is U-Line in Uijungbu, and the other is Everline in Yongin. Both LRT systems are adopting high performance light weight hydraulic brake system. But those design and manufacturing core technology of the brake system is came from a major brake system companies located from aboard. Currently various studies have been continued to increase practical application and to improve competitiveness on performance for each sub-system of Maglev. Also in case of brake system, developing competitive hydraulic brake system is required. In this study, we have introduced the development process and performance evaluation of the new hydraulic brake system of Maglev. Keywords: Pneumatic brake system, Hydraulic brake system, Brake system 1. Introduction * Corresponding author: Yujin Machinery Ltd, R&D Center, Korea knkim@yujinltd.co.kr Yujin Machinery Ltd, R&D Center, Korea cthe Korean Society for Railway UTM-02 was developed in 2005 based on previous UTM-01 technology. Beginning stage of hydraulic brake system development, LINIMO system in Japan or LRT system in Europe was considered in application, but finally the optimized conventional pneumatic brake system was adopted due to Korea domestic environment. However, recently most of LRT system is adopting a hydraulic brake system due to benefit of high performance, light weight and compact optimized design. To improve performance and competitiveness of the previous maglev brake system, we have studied to change the pneumatic brake system to new developed hydraulic brake system in UTM-02. It is the first time to introduce a hydraulic brake system in train by domestic company in Korea. There was partially applied semihydraulic brake system which used pneumatic-hydraulic converter. 2. Configuration of the New Hydraulic Brake System 2.1 System modification review A review of previous installed hardware of UTM-02 brake system had to be conducted to modify from the pneumatic brake system to the new hydraulic brake system. Fig. 1 (a) shows the schematic diagram of the previous pneumatic-hydraulic converter, and Fig. 1(b) shows the schematic diagram of the developed Electric Hydraulic Power Unit(EHPU). Also new developed EHPU and brake control unit should be installed in UTM-02 instead of previous pneumatic pipe line, bake system, brake controller and pneumatic-hydraulic converter. Fig. 2 shows the eliminated components in the previous pneumatic brake system. Fig. 3 shows the new components of hydraulic brake system by using EHPU. Table 1. shows the expected improving performance by modification from previous pneumatic brake system to Vol. 8, No. 1 / March

2 Kinam Kim, Sungwoon Hwang and Heekwon Jeon / IJR, 8(1), 00-00, 2015 Fig. 3 New hydraulic brake system diagram by using EHPU Table 1. System comparison Fig. 1 Brake system comparison Clasification Pneumatic system Hydraulic system Weight Approx. 76 kg Approx. 47 kg Idle time 3.0 Sec 2.0 Sec Res. time Power consumption 0.4 Sec Current control 700 ma, 120 W 0.2 Sec Temp. -25oC Voltage control -35oC Fig. 4 EHPU 3D Drawing Fig. 2 Eliminated components from previous brake system new hydraulic brake system. Fig. 5 shows the external picture of EHPU prototype. Table 2 shows the general specification of EHPU Table 3 shows the part list and description of EHPU Table 2, Table 3 and Fig. 6 can be diversely applied and designed according to system requirement. 2.2 New Hydraulic brake system design Fig. 4 shows the manifold block 3D drawing of EHPU installed in UTM-02. EHPU performs exactly same function and better performance comparing to previous pneumatic brake system. 3. Verification in UTM Installation of EHPU Developed EHPU is installed in UTM-02 instead of pre 31

3 Maglev(UTM-02) brake system change from pneumatic bake system to hydraulic brake system vious pneumatic brake system as shown in Fig. 7 Brake control unit which control EHPU is installed in the switchboard as shown in Fig Verification for system modification EHPU uses hydraulic motor to generate hydraulic brake force, and separated power supplier is required to control hydraulic motor. Fig. 9 shows the separated control circuit Table 2. Specification of EHPU Fig. 5 Prototype of EHPU Classification Specification Max. Discharge pressure 162 bar Max. System Supply pressure 140 bar Pump delivery 1.89 L/min at 3000 RPM Motor Capacity 3000 RPM, 500 W Viscosity range cst Hydraulic Fluid Univis HVI 26 Supply power DC 24 V Control power DC 24 V Ambient temperature -35 o C ~ 50 o C Construction Manifold type Size(HxVxZ) mm Table 3. Part list about the EHPU Classification Component name Description a Pump Transfer mechanical energy of motor to hydraulic energy and supply bc Motor Transfer electric energy to mechanical energy and operate pump c Supply filter Protect hydraulic device from impurity d Check valve Prevent counter current of Main line i By pass valve Bypass valve will dump for monitoring when pressure transducer(supply port)in main line is in fault condition such as supply filter fault, obstruction and malfunction mb Pressure limiting valve Pressure setting for system pressure of main line n Hand valve Manual dump in main line hydraulic pressure ra rb Control valve for brake application(charge) Control valve for brake application(dump) Charge or discharge hydraulic energy in main line WSP (Wheel slide protection) function apply by dumping oil in Control line ma Pressure limiting valve for security Pressure setting for Security brake pressure brake pressure sa Security brake valve On/Off control for output mode of ma (B11) in ra (B9) sb Brake release valve Charge or discharge brake pressure ea Pressure transducer(supply) Monitoring main line pressure eb Pressure transducer(control) Monitoring control line pressure p Pressure switch for brake pressure System protection by sensing the over pressure value in control line u Tank Oil storage fa Test fitting(supply) Flushing and pressure checking in main line fb Test fitting(control) Flushing and pressure checking in control line M Main line Main line is connected to Accumulator C Control line Control line is connected to Actuator 32

4 Kinam Kim, Sungwoon Hwang and Heekwon Jeon / IJR, 8(1), 00-00, 2015 Fig. 6 Hydraulic circuit diagram of the EHPU Fig. 9 Control logic for verification Fig. 10 Static function test equipment installed in UTM-02 (ref. Fig. 7). Fig. 7 EHPU installed in UTM Test Results 4.1 Static test in UTM-02 Fig. 8 Brake control unit for EHPU Interface I/O test results Before conducting dynamic test in main test line, static test is required in advance. In this study, interface I/O test and brake function test were conducted to check the basic static function. Fig. 10 shows the function test equipment connected to UTM-02 in depot. Table 4 shows the interface I/O test result for brake signal line. It shows that main brake system signal related to UTM-02 operation is in normal operation state. This results show that all brake system component is installed correctly and ready to conduct the static brake performance test. 33

5 Maglev(UTM-02) brake system change from pneumatic bake system to hydraulic brake system Table 4. Interface I/O test result for the brake signal line of UTM-02 Divide Brake signal name Result 1 MCV(Eddy current valid signal) Operating state 2 PWMH(Brake input signal) Operating state 3 LWS(Stress load signal for traction) Operating state 4 EB2(Emergency brake input signal) Operating state 5 FSB(Full service brake input signal) Operating state 7 BMODE(Brake mode) Operating state 8 FO(Regenerative braking termination signal) Operating state 9 DC(Door close) Operating state 10 EO(EO mode) Operating state 11 BEAH(Regenerative braking achieve signal, PWM signal) Operating state 12 BEDS(Regenerative braking demand signal, PWM signal) Operating state 13 PS(Powering signal) Operating state 14 Air spring pressure signal Operating state performance. Fig. 11 shows the brake force & response time comparison between previous pneumatic-hydraulic converter system and new hydraulic brake system (B2 mode). It shows that the response time of new hydraulic brake system is improved 0.2 second, and brake force is same as designed value. The 0.2 second delay is the characteristics of previous pneumatic-hydraulic converter. The delay phenomenon is disappeared by using new hydraulic brake system, and it shows that the brake performance is improved comparing to previous system. 5. Conclusion In this study, we have developed the new hydraulic brake system for UTM-02 instead of previous pneumatichydraulic converting brake system. We have studied to modify previous pneumatic brake system to new hydraulic brake system applying UTM-02. It is the first time to apply hydraulic brake system in train by own domestic technology. The study results show that new developed hydraulic system is successfully installed instead of previous pneumatic brake system as shown in interface I/O test results. Also it shows the improved response time comparing to previous pneumatic-hydraulic convert method. In future, dynamic performance test in test line will be conducted to secure total brake performance based on brake performance specification. Acknowledgement Fig. 11 Brake force & response time comparison between previous pneumatic hydraulic converter system and new hydraulic system Static brake performance test results Various brake mode tests, such as general brake mode (B1~B6), Full Service Brake (B7) and Emergency brake mode, were conducted to check the actual brake operation This research was supported by a grant(14rtrp- A ) from Railroad Technology Research Program funded by Korean Ministry of Land, Infrastructure and Transport of Korean government References 1. W.D. Lee and G.D. Kim and J.R. Shin (2004). A study on the application method for hydraulic brake system of urban transit system. 2. N.J. Lee and K.H. Kang and W.S. Lee and C.G. Kang (2012). Design and manufacturing of bogie system for Low Floor Tram, KSR2012S