INSPIRED
BY MOVE
PRODUCT CATALOG 2012 | TRACTION ELECTRIC
INDEX
A | LOCOMOTIVES7
D | LIGHT RAILWAY VEHICLES39
F | TROLLEYBUSES65
Traction Converter 1MS-1
10
Traction Inverter TM 1.1
42
Roof Unit DMA
68
Traction Converter 4MS-1
11
Traction Inverter TM 7.1
43
Roof Unit ETB
69
Traction Converter 5MS-1
12
Auxiliary Power Supply Unit SM 38
44
Roof Unit HYBRID
70
Auxiliary Power Supply 6MKP-1
13
Auxikliary Power Supply Unit SM 55
45
Roof Unit SJ 3.1
72
Battery Charger SM 67
14
Roof Unit SJ 4.3
73
Static Converter SM 28
15
E | TRAMS49
Traction Converter TM 5.1
74
Static Converter SM 51
16
Traction Converter NSC128 GE01 M
52
Traction Converter NSC128 GE02 M
53
G | PASSENGER COACHES77
B | ELECTRIC MULTIPLE UNITS19
Traction Converter NSC128 GE03 M
54
Traction Converter 10NSP/11NSP
22
Traction Unit TJ 1.1
55
Traction Converter 12NSP/13NSP
23
Static Converter SM 28
56
Traction Converter 1NSP2B/2NSP2B
24
Static Converter SM 29
57
Traction Converter 18NSP/19NSP
25
Static Converter SM 32
58
Traction Converter 4MKL/5MKL
26
Battery Charger SM 33
59
Auxiliary Power Unit 6MKL/7MKL
27
Battery Charger SM 34
60
Traction Converter 1MKL
28
Battery Charger SM 34
61
Static Converter SM 36
62
Static Converter SM 50
63
C | METRO COACHES31
Traction Converter 2MKM
34
Traction Converter 3MKM
35
Traction Converter 8MKM
36
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Static Converter CZE
J | QUALITY AND CERTIFICATES97
K | REFERENCES103
L | CONTACTS109
80
H | TRAIN CONTROL83
AND MONITORING SYSTEM
I | SYSTEM PROJECTS89
LRV OTOGAR
92
TCDD LOCO Turkey
93
Metro Suzhou Line II
94
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
3
Introduction
HISTORY
ŠKODA ELECTRIC is one of the world’s leading
manufacturers of traction drives and traction
motors for trolleybuses, tramcars, locomotives,
EMU, metro coaches and special mining trucks.
The company is continuing in the long tradition
of electrotechnical manufacturing in the Pilsen
factory that started 1901.
ŠKODA ELECTRIC was founded in 2003 with aim
of concentrating the technical and production
know-how of the ŠKODA group in the field of
electric drives and electrical equipment.
ŠKODA ELECTRIC cooperates with many universities and research institutes.
The high-tech standard of the company’s products, long manufacturing experience and
perfect technological quality, along with the
exacting production standards of our employees, provide effective conditions for successful
manufacturing for both domestic and foreign
markets.
A satisfied customer with trust in the quality, safety, dependability, and environmental
friendliness of our activities, products and
services is and always will be our primary objective.
In order to accomplish:
ፘፘ We monitor and regularly verify customer
satisfaction.
ፘፘ The verification process of customer satisfaction is a Company tool utilized for attuning the Company’s activities and services in
order to better satisfy customer needs and
expectations.
ፘፘ We support employee awareness concerning
“customer voice” as being a decisive factor
for the prosperity of the Company.
ፘፘ 1859 Establishment of ŠKODA Engineering Plant in Plzeň (Western Bohemia)
ፘፘ 1918-1938 New lines of production
(locomotives, trolleybuses, automobiles, metallurgy, heavy machinery, aviation);
ፘፘ 1919 The first ŠKODA steam locomotive is produced
ፘፘ 1920 The first traction motor is designed
ፘፘ 1927 The first ŠKODA ELECTRIC traction locomotive is produced
ፘፘ 1936 The first ŠKODA trolleybus is produced
ፘፘ 1972 The first compensated 1000 kW motor for two-system locomotives
ፘፘ 1973 The first electric locomotive capable of speeds up to 200 km/h is successfully tested
ፘፘ 1985 Manufacture of the first AC traction drive
ፘፘ 1993 Production portfolio expanded by rail vehicles for urban transportation
ፘፘ 1997 Production of low-floor tramcars started
ፘፘ 1998 The first ŠKODA trolleybus with asynchronous traction motor and IGBT converter
ፘፘ 1999 The first DD EMU of class 471 for CD supplied
ፘፘ 2003 ŠKODA TRANSPORTATION group of companies is founded
(of which ŠKODA ELECTRIC a.s. is a part)
ፘፘ 2005 Development of the new asynchronous metro car and high-capacity tramcar
ፘፘ 2008 The new three-system locomotive 109E,
new tramcar 15T with DC motor with permanent magnets are successfully tested
ፘፘ 2010 Establishment of SKODA KINGWAY ELECTRIC Co., Ltd. in Suzhou, China
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
3
A | Locomotives
Traction converter 1MS-1
10
Traction converter 4MS-1
11
Traction converter 5MS-1
12
Auxiliary Power Supply 6MKP-1
13
Battery charger SM 67
14
Static Converter SM 28
15
Static converter SM 51
16
Locomotives
ŠKODA ELECTRIC is designer and manufacturer
of propulsion equipment for locomotives including static converters used to supply AC and
DC loads. It is stipulated for traction for a wide
range of train sets, from express trains, fast
trains and freight trains. Propulsion equipment
Is capable to operate for variable supply system includes not only 1500 and 3000 V DC and
15kV 15 2/3 Hz and 25kV 50Hz AC.
Traction inverters are based on high voltage
IGBT technology up to 6,4 MW.
These locomotives with ŠKODA ELECTRIC equipment provide a new travel comfort on tracks
with the newest standards and regulations including valid TSI fulfilment.
A | Locomotives
B | EMU`s
Thanks to modular solution, the electric equipment may be easily adapted to the Operator’s
demands.
Independent high powered rheostat brake is
integrated. Rheostat brake is able to serve as
immediately back-up for regeneration braking
on all supply systems.
Sophisticated control and diagnostic system is
using modern control methods. Inverter design
is considering the railway signaling systems
interference. Two control modes are possible: standard mode via vehicle MVB bus and
emergency mode via logical signals direct from
driver’s cabin. Converter redundancy on vehicle level assures emergency back-up by second
converter rack and leads to detachable bogie
supply.
C | Metro coaches
D | LRV`s
ŠKODA ELECTRIC is able to provide complete
solution of traction and auxiliary equipment
including command & control system and system project according to Client Requirements.
It is vehicle dynamic parameters calculation,
specification of whole traction chain, except
own products it is specification and delivery of
other necessary high voltage equipment such
as brake resistors, traction battery, ultracapacitors, pantographs, ground brushes, lightning
arrester, changeover switches, high speed circuit breakers, shore supply, cables, connectors,
master controllers, etc. and system project of
TCMS control logic.
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
9
10
Traction converter 1MS-1
locomotives
Converter design is based on high-voltage IGBTs with 3.3 kV. Independent high powered rheostat
brake is integrated. Rheostat brake is able to serve as immediately back-up for regeneration braking on all supply systems. Cooling system (forced air / water) is integrated in converter racks.
Sophisticated control and diagnostic system is using modern control methods. Inverter design is
considering the railway signaling systems interference. Two control modes are possible: standard
mode via vehicle MVB bus and emergency mode via logical signals direct from driver’s cabin.
Converter redundancy on vehicle level assures emergency back-up by second converter rack and
leads to detachable bogie supply.
In each converter rack are 4 pieces of 4Q-converters, 3 pieces traction inverters for each traction
motor, one overvoltage protection with resistor and 1 piece of auxiliary high voltage inverter. In
the rack the control electronic, measuring current and voltage sensors, disconnecting switches,
cooling pump, filter capacitors, 2nd harmonic filter capacitors and other necessary equipment are
included. The converter racks will be placed in machine room of the locomotive over the transformer and near to the cooling towers. The cooling towers will be connected to the converter
racks with two pipes DN 50. The heat exchanger for cooling of traction transformer will be placed
in the cooling tower to or under the cooling tower. The control system of traction converters will
be connected to the vehicle control system via MVB communication. The transformer secondary
windings will supply the pulse rectifiers (4Q converters), generating the direct-current voltage of
1600 V in the intermediate circuit of converters. The converters supply power to traction motors
and the auxiliary converter. The over voltage protection protects the intermediate circuit for over
voltage peaks from trolley line and in cause rash ending of recuperation of braking energy to
trolley line.
Main parameters
schematic diagram
Input rated voltage
4 x 2AC 940 V / 50 Hz
Output voltage
2 x 3AC 0 - 1140 V
Nominal output phase current
2 x AC 520 A
Maximum output phase current
2 x AC 650 A
Rated power
2 x 1600 kW
Output frequency
0 - 220 Hz
PWM frequency
500 - 800 Hz
Aux. converter output voltage
2 x 570 V
Aux. converter output current
2 x 220 A
Input control voltage
24 VDC +25% -30%
Cooling of converters
Liquid
Cooling of other equipment
Air forced
Degree of protection
IP00
Weight
3250 kg
Dimensions
3650 x 900 x 1650 mm
Traction converter 4MS-1
locomotives
The converter rack consists of traction converters which supply two DC motors in one bogie. Each
converter rack contains two four quadrant converters, fed from secondary windings of the traction transformer or directly from DC catenary. The number of 4Q converters has markedly positive
effect on the harmonic distortion of the line current. Thus in DC mode, the freewheeling diodes
of 4Q converters are used as the input diodes. The next stage of voltage shift is two-phase pulse
converter that provides an adjustable DC voltage for two traction motor armatures of one bogie,
thereby provides speed control. Pulse converters are used as step down or step up choppers due
to the drive mode. In case the DC catenary is not receptive for recuperative energy, a braking
chopper dispersed the excess energy in the braking resistors. Braking chopper is also used as an
overvoltage limiting device.
Main parameters
schematic diagram
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Input rated voltage
2 x 2AC 1900 V / 50 Hz
Output rated voltage
2 x 2DC 2860 V
Nominal output phase current
2 x DC 380 A
Maximum output phase current
2 x AC 425 A
Rated power
2 x 925 kW
PWM frequency
300 Hz
Aux. converter output voltage
570 V
Aux. converter output current
175 A
Input control voltage
24 VDC +25% -30%
Cooling of converters
Liquid
Degree of protection
IP22
Weight
3900 kg
Dimensions
2850 x 789 x 2050 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
11
12
Traction converter 5MS-1
locomotives
The converter rack consists of traction converters which supply two traction motors in one bogie.
Each converter rack contains two 4Q converters, fed from secondary windings of the traction
transformer. The control of 4Q converters, connected in parallel, is phase shifted. Two inverters
are always designed for individually supply two traction motors of one bogie. The inverters create
the PWM or rectangular output voltage to supply the stator windings of traction motors. Traction
converters are designed using the IGBT modules of the voltage class 3.3 kV. The converter rack
also includes drivers, current transducers and the relevant power supplies.
schematic diagram
Main parameters
Input rated voltage
2 x 2AC 1050 V / 50 Hz
Output voltage
2 x 3AC 0 - 1350 V
Nominal output phase current
2 x AC 673 A
Maximum output phase current
2 x AC 780 A
Rated power
2 x 1280 kW
Output frequency
0 - 200 Hz
PWM frequency
500 - 800 Hz
Input control voltage
110 VDC +25% -30%
Cooling of converters
Liquid
Degree of protection
Not specified
Weight
2200 kg
Dimensions
1100 x 1000 x 2050 mm
Auxiliary Power Supply 6MKP-1
locomotives
Auxiliary Power Supply Rack is placed inside loco and it is supplied from two secondary windings with nominal voltage 370V. The Auxiliary Power Supply Rack consists of power and control
part. The power part of APU Rack contains two input pulse inverters, rectifier (for supplying from
external shop) and 3 inverters. 2 Inverters operates in variable voltage and variable frequency
mode and supplies two groups of blowers. One inverter operate with constant voltage constant
frequency mode and it ensures outputs 72V 50Hz and 3x400V 50Hz. The power part of APU rack
includes all other necessary components such as charging circuits, contactors for failure mode
operation, auxiliary transformers etc.
The APU system is controlled by its own control unit and operates automatically. There are two
control units in APU rack. In case of any failure the APU can continue in operation with full output
power.
Main parameters
Nominal input voltage
Output 1 (VVVF)
schematic diagram
Single phase, 2 x 370 V / 50 Hz
70 kVA continuous, 100 kVA / 1 min
3 x 0 ÷ 400 V / 0 ÷ 50 Hz Output 2 (VVVF)
70 kVA continuous, 100 kVA / 1 min
3 x 0 ÷ 400 V / 0 ÷ 50 Hz
Output 3 (CVCF)
60 kVA continuous, 100 kVA / 1 min
3 x 400 V / 50 Hz
Output 4 (CVCF)
1 x 72 V / 50 Hz
Allowed maximum total output
200 kVA / continuous
300 kVA / 1 min
Distortion (Outputs 3 and 4)
less than 10%
External input
3 x 380 V / 50 Hz, 125 A
Ambient temperature
-25°C to 45°C
Degree of protection
Dimensions:
IP54
1200 x 800 (850) x 1980 (2050) mm
Weight
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
1197 kg
F | Trolleybuses
G | Passanger coaches
H | TCMS
13
14
Battery charger SM 67
locomotives
The Battery Charger is placed inside locomotive vehicle and it is supplied from the DC link of the
Auxiliary Power Unit (type of 6MKP-1). In the next input voltage is connected to the Input converter 14. This block realizes two basic functions. First of the function is decreased and stabilized
of the power supply trough the step down converter circuit. Second of the function is the middle
frequency voltage change on the suitable value. Output of the Input converter 14 is connected
to the primary winding of the middle frequency transformer. Secondary winding of the middle
frequency transformer is used as supply of the 1p rectifier with reduce voltage. Middle frequency
transformer provided galvanic insulation of the input circuits from the output circuits. This transformer is place in the Transformer and choke unit 1. Next this block contain smoothing choke for
the Input converter 14 (step down converter output). Output of the Transformer and choke unit
1 is connected to the Output rectifier 8. This block realized rectify of the AC voltage on the DC
voltage suitable for battery charger output feeding with temperature compensation of the battery
voltage. Cooling of battery charger is provided by radial fan supplied directly from output of the
Battery Charger.
schematic diagram
Main parameters
Input rated voltage 630 VDC, 450 ÷ 680 VDC
Output rated current
91 A
Output rated power
10 kW
Switching frequencies
10 kHz, 20 kHz
Input LV voltage
110 VDC +25% -30%
Stabilized control voltage
24 VDC +5% -5%
Cooling
Air forced
Degree of protection
IP54
Weight
210 kg
Dimensions
599 x 498 x 1498 mm
Static Converter SM 28
locomotives
Static converter rack contains three-phase auxiliary inverter of SM 28 type that transform DC
voltage of 570 V, e.g., from the output DC voltage of the primary inverter of auxiliary drives, to
three-phase AC power system with variable voltage and variable frequency for the asynchronous
motors or the other auxiliary consumption.
schematic diagram
Main parameters
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Input rated voltage DC 570 V
Output voltage range
3AC 400 V
Output frequency range
0 – 127 Hz
Rated power
70 kVA
Maximum power
110 kVA
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP20
Weight
37 kg
Dimensions
370 x 294 x 540 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
15
16
Static converter SM 51
locomotives
The static converter is inseparable part of traction converters of locomotive 71Em. It is coupled to
the auxiliary DC network that is fed from primary converters working in parallel. It consists of two
drives that convert DC voltage to a three phase outputs and two drives for regulate DC outputs.
Three phase inverters are composed of the intelligent power of the voltage class 1200V. Suppression of output voltage objectionable harmonic distortion provides sinus filter. Both converters
are designed using the IGBT modules of the voltage class 1200V. Smoothing chokes adjust output
current assigned for ventilation blower with DC motor. The auxiliary power supply system allowed
substitute for any converter.
schematic diagram
Main parameters
Input rated voltage DC 570 V
Input rated current
DC 290 A
Inverters
Output rated voltage
2 x 3AC 400 V
Inverter rated power
2x 50 kW
Buck converters
Rated voltage
2 x DC 440 V
Buck converter power
2x 31 kW
Generally
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP20
Weight
440 kg
Dimensions
1100 x 480 x 1620 mm
B | Electric Multiple Units
Traction converter 10NSP/11NSP
22
Traction converter 12NSP/13NSP
23
Traction converter 1NSP2B/2NSP2B
24
Traction converter 18NSP/19NSP
25
Traction converter 4MKL/5MKL
26
Auxiliary power unit 6MKL/7MKL
27
Traction converter 1MKL
28
Electric
Multiple
Units
ŠKODA ELECTRIC is designer and manufacturer
of propulsion equipment for electric multiple
units including static converters used to supply
AC loads in EMU vehicles. Propulsion equipment can be used for variable supply system
that includes not only 1500 and 3000 V DC and
25 kV 50Hz AC.
Traction inverters are based on HV IGBT technology up to 700 kW.
Thanks to modular solution, the electric equipment may be easily adapted to the Operator’s
demands as the electric unit may be delivered
as two or three or more cars train-set with single or dual propulsion system.
Independent high powered rheostat brake is
integrated. Rheostat brake is able to serve as
immediately back-up for regeneration braking
on all supply systems.
These units with ŠKODA ELECTRIC equipment
provide a new travel comfort on tracks with
most recent standards and regulations including valid TSI norms.
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Sophisticated control and diagnostic system is
using modern control methods. Inverter design
is considering the railway signaling systems
interference. Two control modes are possible: standard mode via vehicle MVB bus and
emergency mode via logical signals direct from
driver’s cabin. Converter redundancy on vehicle level assures emergency back-up by second
converter rack and leads to detachable bogie
supply.
E | Trams
F | Trolleybuses
ŠKODA ELECTRIC is able to provide complete
solution of traction and auxiliary equipment
including command & control system and system project according to Client Requirements.
It is vehicle dynamic parameters calculation,
specification of whole traction chain, except
own products it is specification and delivery of
other necessary high voltage equipment such
as brake resistors, traction battery, ultracapacitors, pantographs, ground brushes, lightning
arrester, changeover switches, high speed circuit breakers, shore supply, cables, connectors,
master controllers, etc. and system project of
TCMS control logic.
G | Passanger coaches
H | TCMS
21
22
Traction converter 10NSP/11NSP
Electric Multiple Units
The Converter Racks 10NSP-1 and 11NSP-1 are designed to be powered from catenary system
25kV, 50Hz. There are two racks placed in front and rear engine room of motor car EMU575. Two
racks comprise the propulsion set for supply four asynchronous traction motors with coiling connected to a double star and also supply auxiliary equipment. Each converter rack contains two
4Q converters with power factor correction and two traction inverter that supplies two, in parallel
connected, traction motors of one bogie. Microprocessor based regulator uses vector control for
generating PWM modulation and rectangular wave voltage phase control. Drive control allows
regenerative brake as well as rheostatic.
Main parameters
schematic diagram
Input rated voltage
10NSP-111NSP-1
2 x 2AC 940 V / 50 Hz
2 x 2AC 940 V / 50 Hz
2 x 3AC 0 - 1130 V
2 x 3AC 0 - 1130 V
Nominal output phase current
2 x AC 328 A
2 x AC 167 A
Maximum output phase current
2 x AC 590 A
2 x AC 280 A
2 x 500 kW
2 x 500 kW
0 - 200 Hz
0 - 200 Hz
800 Hz
800 Hz
570 V
570 V
Output voltage
Rated power
Output frequency
PWM frequency
Aux. converter output voltage
Aux. converter output current
Input control voltage
Cooling of converters
Cooling of other equipment
Degree of protection
Weight
Dimensions
185 A
185 A
24 VDC +25% -30%
24 VDC +25% -30%
Liquid
Liquid
Air forced
Air forced
IP00
IP00
1600 kg
1200 kg
2100 x 900 x 2220 mm
2100 x 900 x 2000 mm
Traction converter 12NSP/13NSP
Electric Multiple Units
The Converter Racks 12NSP-1 and 13NSP-1 are designed to be powered from catenary system
25kV, 50Hz and 3kV DC. There are two racks placed in front and rear engine room of motor car
EMU671. Two racks comprise the propulsion set for supply four asynchronous traction motors
with coiling connected to a double star and also supply auxiliary equipment. Each Converter Rack
contains change-over switch used to switch over between different electrical circuit in no load
condition, two 4Q converters with power factor correction and two traction inverter that supplies
two, in parallel connected, traction motors of one bogie. Microprocessor based regulator uses
vector control for generating PWM modulation and rectangular wave voltage phase control. Drive
control allows regenerative brake as well as rheostatic.
Main parameters
12NSP-113NSP-1
Input rated voltage
Output voltage
schematic diagram
2 x 3AC 0 - 1130 V
2 x AC 328 A
2 x AC 590 A
2 x AC 590 A
1000 kW
1000 kW
0 - 220 Hz
0 - 220 Hz
800 Hz
800 Hz
Aux. AC converter output voltage
570 V
570 V
Aux. AC converter output current
185 A
185 A
Aux. DC converter output voltage
570 V
570 V
Aux. DC converter output current
245 A
245 A
Input control voltage
24 VDC +25% -30%
24 VDC +25% -30%
Cooling of converters
Liquid
Liquid
Air forced
Air forced
Cooling of other equipment
Degree of protection
Weight
Dimensions
D | LRV`s
2 x 3AC 0 - 1130 V
Maximum output phase current
PWM frequency
C | Metro coaches
DC 3000 V
2 x AC 328 A
Output frequency
B | EMU`s
2 x 2AC 940 V / 50 Hz
DC 3000 V
Nominal output phase current
Rated power
A | Locomotives
2 x 2AC 940 V / 50 Hz
E | Trams
F | Trolleybuses
IP00
IP00
2250 kg
2100 kg
2250 x 900 x 2220 mm
2650 x 900 x 2000 mm
G | Passanger coaches
H | TCMS
23
24
Traction converter 1NSP2B/2NSP2B
Electric Multiple Units
The Converter Racks 1NSP and 2NSP are designed to be powered from catenary system 3kV
DC. There are two racks placed in front and rear engine room of motor car EMU471. Two racks
comprise the propulsion set for supply four asynchronous traction motors with coiling connected
to a double star and also supply auxiliary equipment. Each converter rack contains one traction
inverter that supplies two, in parallel connected, traction motors of one bogie. Microprocessor based regulator uses vector control for generating PWM modulation and rectangular wave voltage
phase control. Drive control allows regenerative brake as well as rheostatic.
Main parameters
schematic diagram
Input rated voltage
1NSP-2b2NSP-2b
DC 3000 V
DC 3000 V
2 x 3AC 0 - 1130 V
2 x 3AC 0 - 1130 V
Nominal output phase current
AC 334 A
AC 334 A
Maximum output phase current
AC 560 A
AC 560 A
Rated power
1000 kW
1000 kW
0 - 200 Hz
0 - 200 Hz
800 Hz
800 Hz
Output voltage
Output frequency
PWM frequency
Aux. converter output voltage
Aux. converter output current
Input control voltage
Cooling of converters
Cooling of other equipment
Degree of protection
Weight
Dimensions
540 V
240 A
24 VDC +25% -30%
24 VDC +25% -30%
Liquid
Liquid
Air forced
Air forced
IP00
IP00
1980 kg
1870 kg
2600 x 900 x 2618 mm
2000 x 900 x 2115 mm
Traction converter 18NSP/19NSP
Electric Multiple Units
The Converter Racks 18NSP-1 and 19NSP-1 are designed to be powered from catenary system
25kV, 50Hz and 3kV DC. There are two racks placed in front and rear engine room of motor car
EMU675. Two racks comprise the propulsion set for supply four asynchronous traction motors
with coiling connected to a double star and also supply auxiliary equipment. Each Converter Rack
contains change-over switch used to switch over between different electrical circuit in no load
condition, two 4Q converters with power factor correction and two traction inverter that supplies
two, in parallel connected, traction motors of one bogie. Microprocessor based regulator uses
vector control for generating PWM modulation and rectangular wave voltage phase control. Drive
control allows regenerative brake as well as rheostatic.
Main parameters
Input rated voltage
schematic diagram
Output voltage
DC 3000 V
2 x 3AC 0 - 1130 V
2 x 3AC 0 - 1130 V
2 x AC 328 A
2 x AC 328 A
2 x AC 590 A
1000 kW
1000 kW
0 - 220 Hz
0 - 220 Hz
800 Hz
800 Hz
Aux. converter output voltage
570 V
Aux. converter output current
560 A
Input control voltage
24 VDC +25% -30%
24 VDC +25% -30%
Cooling of converters
Liquid
Liquid
Air forced
Air forced
Cooling of other equipment
Degree of protection
Weight
Dimensions
D | LRV`s
2 x 2AC 940 V / 50 Hz
DC 3000 V
2 x AC 590 A
PWM frequency
C | Metro coaches
2 x 2AC 940 V / 50 Hz
Maximum output phase current
Output frequency
B | EMU`s
19NSP-1
Nominal output phase current
Rated power
A | Locomotives
18NSP-1
E | Trams
F | Trolleybuses
IP00
IP00
2600 kg
2200 kg
2250 x 900 x 2150 mm
2650 x 900 x 2000 mm
G | Passanger coaches
H | TCMS
25
26
Traction converter 4MKL/5MKL
Electric Multiple Units
Traction electric equipment of single deck EMU 7Ev consists of 2 container types, arranged on the
roof of the unit.
Container with traction converters labeled 4MKL-1 is placed in the middle of the front car. Converter rack is the input stage when the unit is supplied by 25 kV, 50 Hz. Two 4Q power converters
in parallel rectify one phase AC voltage with active power factor correction. Traction converters
are equipped with IGBT power modules of the voltage class 6.5 kV. One converter rack provides
sufficient power for supplying 4 traction motors.
Each car contains one converter rack labeled 5MKL-1. It is placed above motor bogie. Each converter rack includes two traction inverters, brake chopper, primary converter and auxiliary three
phase inverter. Pair of traction inverters provides waveform with various voltage and frequency
for each motor individual to achieve best performance. As the inverters of the converter rack are
individual a failure in one inverter would disable only one motor. The braking chopper is supposed
to change kinetic and potential energy of the vehicle into heat during braking and it also limits the
voltage of DC link. Primary converter of auxiliary drives provides galvanic separation of auxiliary
DC network from catenary system and feeds, beside others, auxiliary VVVF inverter.
schematic diagram
Main parameters
Input rated voltage Input rated current
Output rated voltage
4MKL-15MKL-1
2 x 2AC 1880 V / 50 Hz
DC 3000 V
2 x 2AC 340 A
DC 250 A
DC 3200 V
Output rated current
DC 390 A
Maximum output current
DC 640 A
1280 kW
2 x 340 kW
Output frequency
Rated power
0 - 165 Hz
450 Hz
500 - 800 Hz
Maximum output voltage
PWM frequency
2 x 3AC 2260 V
Output rated current
2 x 3AC 140 A
Input control voltage
24 VDC +25% -30%
24 VDC +25% -30%
CoolingLiquid
Cooling of converter
Liquid
Cooling of other equipment
Air forced
Degree of protection
Weight
Dimensions
IP55
IP22 / IP55
1330 kg
1940 kg
2250 x 1840 x 664 mm
3200 x 1840 x 664 mm
Auxiliary power unit 6MKL/7MKL
Electric Multiple Units
Container 6MKL-1 contains:
ፘፘ 2 three-phase voltage source inverters type SM41.2 , which transform DC voltage of 600 V (i.e.,
the output DC voltage of the primary inverter of auxiliary drives) to three-phase AC voltage (3 x
400 V / 50 Hz) for the asynchronous motors of the auxiliary drives. Both inverters are equipped
with an input EMI filters. The one inverter also has a sinusoidal output filter, output of second
inverter is not filtered. For the purposes of backup supply 3 x 400 V / 50 Hz power grid, the
outputs of both inverters can be connected via contacts.
ፘፘ 1 single-phase voltage step – down converter / inverter type NZS - 2315, which is powered DC
voltage of 600V DC and ensures local grid 1 x 230 V / 50 Hz. The inverter is equipped with a
galvanic potential isolation of 230 V AC from the potential of the input container.
The container also contains the necessary components for transducers equipment feature: contactors and protection elements (fuses and 1 - and 3 - phase circuit breaker) and manual ground
contact switch for safe discharge and grounding of high voltage circuits. The container also contains the contactors of backup of the inverters of the auxiliary drives and the circuit breakers.
These breakers are remotely controlled. Control of the contactors and circuit breakers is provided
by I / O module CAN controlled from the vehicle computer.
Main parameters
Input rated voltage 6MKL7MKL
DC 600 V
DC 600 V
Output rated 3AC voltage
2 x 3AC 400 V
1 x 3AC 400 V
Output rated 3AC current
2 x 3AC 105 A
1 x 3AC 105 A
ፘፘ 2 batteries chargers NZB - 3017, which are powered by DC voltage of 600V and provide both
vehicle battery charging and settings DC local grid of 24 V DC. Both chargers are connected in
parallel and are equipped with potential galvanic separation of 24 V DC from the potential of
input container voltage.
3 AC Voltage Source Inverter
Rated 3AC power
2 x 50 kW
1 x 50 kW
schematic diagram
Output frequency
0 – 100 Hz
0 – 100 Hz
Output rated 1AC voltage
1 x 1AC 230 V
1 x 1AC 230 V
Output rated 1AC current
1 AC Voltage Source Inverter
1 x 1AC 15 A
1 x 1AC 15 A
Rated 1AC power
1 x 3,4 kW
1 x 3,4 kW
Output frequency
50 Hz
50 Hz
24 VDC +25% -30%
24 VDC +25% -30%
Battery Charger
Output DC voltage
Output rated DC current
Rated DC power
Input control voltage
Cooling
2 x 170 A
2 x 170 A
2 x 5,1 kW
2 x 5,1 kW
24 VDC +25% -30%
24 VDC +25% -30%
Air cooling
Air cooling
IP55
IP55
Degree of protection
Weight
Dimensions
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
394 kg
361 kg
950 x 2140 x 670 mm
950 x 2140 x 670 mm
G | Passanger coaches
H | TCMS
27
28
Traction converter 1MKL
Electric Multiple Units
The Traction Converter container 1MKL-1 is designed to be powered from catenary system 1350V
DC. It is placed in each motor car EMU for Italian operator SSIF. The container comprises the propulsion set for supply four asynchronous traction motors. Each converter rack contains two traction
inverters. One inverter supplies two, in parallel connected, traction motors of one bogie. Microprocessor based regulator uses vector control for generating PWM modulation and rectangular wave
voltage phase control. Drive control allows regenerative brake as well as rheostatic.
schematic diagram
Main parameters
Input rated voltage
DC 1350 V
Output voltage
2 x 3AC 0 - 950 V
Nominal output phase current
2 x AC 128 A
Maximum output phase current
2 x AC 218 A
Rated power
1000 kW
Output frequency
0 - 162 Hz
PWM frequency
800-1000 Hz
Input control voltage
72VDC +25% -30%
Cooling of converters
Liquid
Cooling of other equipment
Air forced
Degree of protection
IP54 / IP20
Weight
645 kg
Dimensions
2000 x 1500 x 500 mm
C | Metro coaches
Traction converter 2MKM
34
Traction converter 3MKM
35
Traction converter 8MKM
36
Metro
coaches
ŠKODA ELECTRIC is designer and manufacturer
of propulsion equipment for metro coaches including static converters used to supply AC and
DC loads. Propulsion equipment can be used
for variable supply system includes not only
1500 and 3000 V DC.
Propulsion equipment is designed like an
underfloor-mounted propulsion container including choppers for supplying motors of both
tracks and underfloor-mounted brake resistor.
The Propulsion container is supplied from the
third rail voltage via a main fuse and a main
switch. The containers is equipped with an
input protective High Speed Circuit Breaker
(HSCB) and pre-charging circuit limiting the inrush current.
A | Locomotives
B | EMU`s
The following protection functions are supported by the Propulsion container: protection against overheating, over-current, over
-voltage, under-voltage, and supply voltage
interruptions. Furthermore, the container is
short-circuit proof. Any excess voltage above
50 V DC on the power capacitors in the circuitry
of the container is discharged by bleeding resistors within three minutes after ceasing of the
operation. Also the input current is measured
in both polarity and the difference between
these two currents is detected as a speed protection against short-circuit to the frame of the
container.
C | Metro coaches
D | LRV`s
The power switches of the container employ
the IGBT technology and the container is controlled by a microprocessor-based control unit
enabling diagnostic and information functions.
The control circuit is supplied from the low voltage network of the vehicle.
The unit is equipped with Ethernet port for
the diagnostic and trouble-shooting purposes. Specially developed diagnostic software
running on Windows computer has been developed to handle the diagnostic and information system of the Propulsion container. The
communication with the Command and Control System (CCS) of the vehicle is provided by
Ethernet bus, but can be also MVB or CAN bus
if it is required.
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
33
34
Traction converter 2MKM
metro coaches
Type 81-553 metro train-sets intended for Kazan, Russia. The car number in a train-set may differ
from 4 up to 8, if using the inclusion of motor and trailer cars in a train. Maximal speed of the train
is 90 km/h.
Traction equipment is designed for configuration of the train MC+M+T+T+M+MC (MC = motor car
with driver’s cabin, M = motor car, T = trailer car). There is one container containing all traction
and auxiliary converters including input circuits and brake resistor placed on each motor car. Each
container supplies four asynchronous traction motors, every motor is individually supplied by one
traction converter. Each container also includes auxiliary converter that is respective to each motor car and feeds e.g. the ventilation of the passenger’s saloon, compressor, cabin air-condition,
etc. Each container also includes charger of the traction car battery.
schematic diagram
Main parameters
General
Nominal input voltage
750 V DC
Maximal input voltage permanent
975 V DC
Minimal input voltage
500 V DC
Nominal input voltage of control circuits
24 V DC (-30%, +25%)
Ambient temperature
-40 - +40 °C
Height above sea level
to 1200 m
Converters cooling
water
Other components cooling
forced air
Dimensions
1800 x 4090 x 700 mm
Maximal dimensions with exhaust and terminals
1810 x 4950 x 700 mm
Weight
2500kg ± 5%
Traction converter
Rated output phase current
270 A
Maximal output phase current
450 A
Maximal frequency of inverter output voltage
150 Hz
Switching frequency
2-3 kHz
Auxiliary converters
1 x inverter
25 kVA, 380 V, 50 Hz
1 x inverter
15 kVA, 220 V, 50 Hz
1 x battery chopper
28 V, 170 A
Traction converter 3MKM
metro coaches
Modernized metro train-sets type 81-71M intended for Prague, Czech Republic. The extensive modernization focused on enhanced safety, longer service life, and improved operational efficiency
was completely realized by the group of ŠKODA companies.
Traction equipment is designed for the train configuration MC+M+M+M+MC (MC = motor car with
driver’s cabin, M = motor car). There is one container containing all traction and auxiliary converters including input circuits and brake resistor placed on each motor car. Each container supplies
four separately excited DC traction motors, every two anchors of the motor of one traction bogie
in series are supplied by one DC chopper with IGBT technology. Exciting converter supplies all four
exciting windings in series. The inverters that feed the compressors and battery chargers of the
motor cars are also placed in the container. Each container includes either compressor inverter or
battery charger respective to the traction car (this depends on the motor car arrangement in train
set).
schematic diagram
Main parameters
Generally
Nominal input voltage
750 V DC
Maximal input voltage permanent
975 V DC
Minimal input voltage
500 V DC
Nominal input voltage of control circuits
24 V DC (-30%, +25%)
Ambient temperature
-25 - +40 °C
Height above sea level
to 1200 m
Cooling
forced air
Dimensions
1800 x 3820 x 650 mm
Maximal dimensions with exhaust and terminals
1810 x 4550 x 650 mm
Weight
1415kg ± 5%
Traction converter
Rated output current
330 A DC
Maximal output current
500 A DC
Rated output current of excitation windings
330 A DC
Switching frequency
2.4 kHz
Auxiliary converters
1 x inverter
25 kVA, 380 V, 50 Hz, 2nd, 4th car
1 x battery chopper28 V, 170 A, 1st, 3rd, 5th car
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
35
36
Traction converter 8MKM
metro coaches
Modern metro train-set for 1524 mm gauge intended for the St. Petersburg public transport system. Maximal speed of the train is 80 km/h.
Traction equipment is designed for configuration of the train MC+M+T+T+M+MC (MC = motor car
with driver’s cabin, M = motor car, T = trailer car). There is one container containing all traction
and auxiliary converters including input circuits and brake resistor placed on each motor car. Each
container supplies four asynchronous traction motors, every two motors are supplied in parallel
by one traction converter. Each container also includes auxiliary converter that is respective to
each motor car and feeds e.g. the ventilation of the passenger’s saloon, compressor, cabin aircondition, etc. Each container also includes charger of the traction car battery.
schematic diagram
Main parameters
Generally
Nominal input voltage
750 V DC
Maximal input voltage permanent
975 V DC
Minimal input voltage
500 V DC
Nominal input voltage of control circuits
24 V DC (-30%, +25%)
Ambient temperature
-40 - +40 °C
Height above sea level
to 1400 m
Converters cooling
water
Other components cooling
forced air
Degree of protection
IP13B / IP54
Dimensions
1800 x 3400 x 680 mm
Maximal dimensions with exhaust and terminals
1810 x 4250 x 680 mm
Weight
2100kg ± 5%
Traction converter
Rated output phase current
500 A
Maximal output phase current
1000 A
Maximal frequency of inverter output voltage
200 Hz
Switching frequency
2-3 kHz
Auxiliary converters
1 x inverter
50 kVA, 400 V, 50 Hz
1 x inverter
10 kVA, 400 V, 50 Hz
1 x battery chopper
28 V, 300 A
D | Light railway vehicles
Traction inverter TM 1.1
42
Traction inverter TM 7.1
43
auxiliary power supply unit SM 38 44
Auxikliary power supply unit SM 55 45
Light
railway
vehicles
The term Light Rail Vehicle is a large and usually it represents vehicle with one or two driver’s
cab, of 20÷25m length with auto-couplers enabling multiple operation 3÷5 cars, with high
floor, powered with 750VDC from overhead
catenary, with maximum speed 80÷120km/h,
operated at separate track mixed partially with
underground, surface and overground sections
with passengers’ platform, controlled by driver
with ATP feature. Alternatively they may be
partially or fully low floor, driverless or ATO
with driver supervision, with various DC or
AC supply voltage, supplied from 3rd rail, may
be partially operated in mixed traffic etc. This
wide variability of vehicles calls for flexibility
and rapid application development of equipment.
ŠKODA ELECTRIC is designer and manufacturer
of equipment for Light Rail Vehicles (LRV) such
ፘፘ Alternatively 4Q Active Rectifiers when necessary when supplied from AC catenary.
as:
Propulsion System including
ፘፘ Variable Voltage Variable Frequency (VVVF)
traction inverters using state-of-art design
of IGBT technology enabling power output
range covering LRVs demand. The features such as slip/slide protection or creeping
controller, overspeed protection, speed and
acceleration controller, thermal and overcurrent protection and overvoltage protection
is included in traction controller. Usually the
configuration of traction motors and converters is 1C2M but it may be 1C1M or 1C4M
according the requirements. It may be roof
mounted or suspended below the frame
according the vehicle requirements. Cooling
method is usually forced air, alternatively
liquid cooling may be applied. The interface
with TCMS is available using MVB or CAN 2.0.
ፘፘ Traction motors – chosen from existing or
designed to cover LRVs demand. Usually it is
squirrel cage self ventilated machine. Alternatively it may be different cooling method
such as liquid or forced air. And alternatively
it may be PMSM type.
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Auxiliary Power Supply Units including
ፘፘ Fixed Voltage Fixed Frequency static converters using state-of-art design of IGBT technology enabling 1 phase or 3 phase either 3
or 4 wire system of all available conventional voltage and frequencies. The power output is designed to cover LRVs demand. The
interface with TCMS is available using MVB
or CAN 2.0.
ፘፘ Low Voltage Power Supply (LVPS) and Battery Chargers using state-of-art design of IGBT
or MOSFET technology. The output enables
all standardized DC voltage. The charging
method may be simple fixed voltage level
with maximum current limitation, or floating
voltage according the temperature or IUUo
method according the recommended battery charging method. The dead-battery-start
feature may be included. The interface with
E | Trams
F | Trolleybuses
TCMS is available using MVB or CAN 2.0.
ፘፘ Train Control and Monitoring System (TCMS)
ŠKODA ELECTRIC is able to provide complete
solution of traction and auxiliary equipment
including command & control system and system project according to Client Requirements.
It is vehicle dynamic parameters calculation,
specification of whole traction chain, except
own products it is specification and delivery of
other necessary high voltage equipment such
as brake resistors, traction battery, ultracapacitors, pantographs or 3rd rail shoes, ground
brushes, lightning arrester, changeover switches, high speed circuit breakers, shore supply,
cables, connectors, master controllers, etc. and
system project of TCMS control logic.
G | Passanger coaches
H | TCMS
41
42
Traction inverter TM 1.1
Light railway vehicles
Traction Converter TM 1.1 is designed for supplying of two in parallel connected asynchronous motors 2MLU 3638 K/4 for propulsion light rail vehicle (LRV) Istanbul/Otogar in Turkey. The converter
is mounted under floor of the vehicle and it is fed from 3rd rail with rated voltage 750 V and with
earthed negative pole.
The output is three-phase AC voltage with variable rate and frequency. AC voltage frequency and
rate are changed through algorithm of particular transistors switching at pulse-width modulation
utilization.
The converter enables operation of the propulsion in the braking mode. During braking the energy
regenerates in preference back into supply trolley. The only part of energy which cannot be taken
by trolley is automatically changed into heat in the break resistor.
Traction converter consists of power and control parts. Both these parts are located into welded
aluminous rack. Interior is split. There are power units, contactors and control circuits located in
the closed area. In the area, which cooling air passes through, there are power elements such as
heatsinks, radial ventilator and input choke located.
Power circuit is made up of six power blocks SKiiPPACK (Semikron). Three power blocks make
inverter in three-phase bridge circuit, the fourth and fifth power blocks are destined for resistance
braking. The sixth regenerative power bock switches at regenerative braking into trolley.
Converter controlling is provided by Traction Propulsion Control Unit which contains Main Drive
Control Unit and Main Drive Interface Unit. The Main Drive Control Unit is intended for controlling
of chosen elements of tram electric equipment, for signals processing about state of particular
kinds of equipment and for chosen commands from driver post processing through Main Drive
Interface Unit.
Coolang of the power blocks is forced air. Needed cooling air flow speed is ensured by radial fan
with AC motor. Fan speed might be changed in proportion to voltage 400 V AC / 180 V AC by
switching contactors and with autotransformer utilization.
schematic diagram
Main parameters
Input rated voltage 750 V DC, 500 V ÷ 900V DC
Output voltage - motor mode
3AC 0 - 525 V
Output voltage - generator mode
3AC 0 - 630 V
Rated current (inverter)
370 A AC
Output frequency
0 - 200 Hz
PWM frequency
2,5 kHz
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 55 / IP23M
Weight
400 kg
Dimensions
1640 x 1290 x 500 mm
Traction inverter TM 7.1
Light railway vehicles
The traction inverter is placed underneath of floor of vehicle and it is supplied directly from 3rd rail
with nominal voltage 750V. The traction inverter consists of power and control part. The power
part of traction inverter contains two inverters with variable voltage and variable frequency for
supplying four traction asynchronous squirrel-cage motors ML3534 K/4. The each inverter supplies
two traction motors connected in parallel. The AC voltage and frequency are changed through
algorithm of particular transistors switching at pulsewidth modulation utilization. The converter
enables operation of the propulsion in the braking mode. During braking, the energy is supplied
back into supply trolley. The design assumes that all braking energy can be under all conditions
regenerated back to the trolley.
The control part of traction inverter consists of two one-processor units TCU – Main drive control
unit S1403C1 with I/O sub-module S5601C1 and processor sub-module D3634C1. The main control
units are configured as MASTER control unit and SLAVE control unit. MASTER control unit ensures
controlling of Over Voltage Protection, measuring 3rd rail voltage, controlling of Line Breaker, preCHarging Contactor and High Speed Circuit Breaker. The communication between traction inverter
and TCMS is ensured via direct logic signals, PWM signals, vital signals and MVB.
The main communication line on the vehicle is used MVB communication. Via MVB communication are sent communication and diagnostic data between VVVF and TCMS. CAN communication is
used only between Traction Control Units inside the rack of traction inverter.
The TCUs and other control electronic equipment are supplied via DC/DC converter 100/24V which
is supplied from 100V on-board battery. The I/O sub-modules S5601C1 are able to work with 100V
logic signals for example: for controlling contactors, HSCB or logic signals which are shared with
TCMS.
The three phase voltage is brought for supplying one radial ventilator for air cooling of both inverters and line choke.
The traction inverter is not equipped with braking resistor and any equipment for resistive braking or storage of energy from braking. The total brake energy is regenerated back to the power
system.
schematic diagram
Main parameters
Input rated voltage A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
750 VDC, 500 ÷ 950 VDC
Output voltage - motor mode
3AC 0 - 525 V
Output voltage - generator mode
3AC 0 - 625 V
Rated current
AC 370 A
Rated power
330 kW
Output frequency
0 - 200 Hz
PWM frequency
2,3 kHz
Input control voltage
100 VDC +25% -30%
Cooling
Air forced
Weight
580 kg
Dimensions
1654 x 1290 x 505 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
43
44
Auxiliary power supply unit SM 38
Light railway vehicles
The Auxiliary Power Supply Unit is underfloor-mounted converter that is designed to supply the
auxiliary load on a traction vehicle. The Auxiliary Power Supply Unit is powered directly from a 750
V DC trolley line and provides three outputs:
Three-phase 3x400 V 50 Hz AC power supply for three-phase AC auxiliary drives such as air con,
compressor, main propulsion ventilation, operator‘s heating fans, etc.
Single phase output of 230 V 50 Hz AC to supply a convenience outlet
DC output to supply a low voltage network of the vehicle and to charge the on-board 24 V battery
as well as its own cooling ventilators
The outputs are galvanically separated from the power supply voltage. The three-phase AC output voltage is delivered through a dV/dt filter to the output to smooth the voltage and current
waveform. The single-phase output is equipped with a sinusoidal filter. The DC output providing
low voltage is also galvanically separated from the AC outputs.
The following protection functions are supported by the converter: protection against overheating, over-current, over-voltage, under-voltage, and supply voltage interruptions. Furthermore,
the converter is short-circuit proof. Any excess voltage above 50 V DC on the power capacitors
in the circuitry of the converter is dissipated by discharging resistors within three minutes after
ceasing of the converter’s operation.
The converter is equipped with two CAN lines for the purpose of communication and diagnostic.
There is also a RS232 diagnostic port on the APS for diagnostic and trouble-shooting purposes.
In addition, the insulation state of the AC output network is continuously monitored and the measured data handed to the CCS of the vehicle.
schematic diagram
Main parameters
Input rated voltage DC 750 V, 500 ÷ 900 V
Three-phase output voltage
3AC 400 V
Three-phase output power
42.5 kVA
Single-phase output voltage
1AC 230 V
Single-phase output power
2.5 kVA
Charger output voltage
DC 27.6 V
Charger output current
254 A
Rated power
330 kW
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
Degree of protection
IP55
Weight
390 kg
Dimensions
1725 x 800 x 500 mm
Auxiliary power supply unit SM 55
Light railway vehicles
The Auxiliary Power Supply Unit (APSU) is an under loor mounted converter that is used on a traction
vehicle. The APS is powered directly from a 3RD rail network of 750 V DC and provides two outputs:
ፘፘ Three-phase 3x380 V 60 Hz AC output with neutral for three-phase and single-phase AC load
ፘፘ 1 00 V DC output to supply a low voltage network of the vehicle and to charge the on-board
battery (not part of the APSU)
These outputs are galvanically separated from the power supply voltage. The AC output voltage is
delivered through a sinusoidal filter to smooth the voltage and current waveform. The DC output
providing low voltage is also galvanically separated from the AC outputs.
The following protection functions are supported by the APSU (but not limited to): protection
against overheating, over-current, over-voltage, under-voltage, and supply voltage interruptions.
Furthermore, the APSU is short-circuit proof. Any excess voltage above 50 V DC on power capacitors in the circuitry of the APSU is discharged by bleeding resistors within one minute after ceasing
of the operation. When starting, the inrush current to the unit is automatically limited by the APSU.
Also, only one direction of the current flow is allowed by the APSU.
The power switches of the APSU employ the IGBT technology and the APSU is controlled by
microprocessor-based control units enabling diagnostic and information functions. The AC section (inverter) and the DC section (charger) have separate control units. These control circuits are
supplied from the low voltage network of the vehicle.
The inverter section is supplied directly from the 3RD rail whereas the charger section is supplied
from the output of the inverter section.
The APSU is equipped with RS 232 port for the diagnostic and trouble-shooting purposes. The
communication with the Command and Control System (CCS) of the vehicle is provided by MVB
bus.
The APSU features a modular design. The equipment is divided into replaceable blocks representing individual function of the APSU. This approach along with diagnostic and information system
enables convenient maintenance of the unit.
The APSU is cooled by its own integrated ventilator powered by the unit. The speed of the ventilator is controlled according to the power of the unit to minimize the generated noise.
schematic diagram
Main parameters
Input rated voltage DC 750 V, 500 ÷ 900 V
Three-phase output voltage
3AC 380 V 60Hz
Three-phase output power
60 kVA
Charger output voltage
DC 100 V
Charger output current
100 A
Input control voltage
DC 100 V +25% -30%
CoolingAir-forced
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Degree of protection
IP55
Weight
685 kg
Dimensions
1654 x 1350 x 504 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
45
E | Trams
Traction converter NSC128 GE01 M
52
Traction converter NSC128 GE02 M
53
Traction converter NSC128 GE03 M
54
Traction unit TJ 1.1
55
Static converter SM 28
56
Static converter SM 29
57
Static converter SM 32
58
Battery charger SM 33
59
Battery charger SM 34
60
Static converter SM 36
61
Static converter SM 50
62
Trams
ŠKODA ELECTRIC is designer and manufacturer
of equipment for trams such as:
Propulsion System including
Auxiliary Power Supply Units including
Train Control and Monitoring System (TCMS)
ፘፘ Variable Voltage Variable Frequency (VVVF)
traction inverters using state-of-art design
of IGBT technology enabling power output
range covering trams demand. The features such as slip/slide protection or creeping
controller, overspeed protection, speed and
acceleration controller, thermal and overcurrent protection and overvoltage protection
is included in traction controller. Usually the
configuration of traction motors and converters is 1C2M but it may be 1C1M or 1C4M
according the requirements. It may be roof
mounted or suspended below the frame
according the vehicle requirements. Cooling
method is usually forced air, alternatively
liquid cooling may be applied. The interface
with TCMS is available using MVB or CAN 2.0.
ፘፘ Fixed Voltage Fixed Frequency static converters using state-of-art design of IGBT technology enabling 1 phase or 3 phase either 3
or 4 wire system of all available conventional voltage and frequencies. The power output is designed to cover trams demand. The
interface with TCMS is available using MVB
or CAN 2.0.
ፘፘ ŠKODA ELECTRIC provides complete solution
of traction and auxiliary equipment including
command & control system and system project according to Client Requirements. This
includes vehicle dynamic parameters calculation, specification of whole traction chain,
except own products it is specification and
delivery of other necessary high voltage
equipment such as brake resistors, traction
battery, ultracapacitors, pantographs or 3rd
rail shoes, ground brushes, lightning arrester, changeover switches, high speed circuit
breakers, shore supply, cables, connectors,
master controllers, etc. and system project
of TCMS control logic.
ፘፘ Traction motors – chosen from existing or designed to cover trams demand. Usually it is
squirrel cage self ventilated machine. Alternatively it may be different cooling method
such as liquid or forced air. And alternatively
it may be PMSM type.
ፘፘ Low Voltage Power Supply (LVPS) and Battery Chargers using state-of-art design of IGBT
or MOSFET technology. The output enables
all standardized DC voltage. The charging
method may be simple fixed voltage level
with maximum current limitation, or floating
voltage according the temperature or IUUo
method according the recommended battery charging method. The dead-battery-start
feature may be included. The interface with
TCMS is available using MVB or CAN 2.0.
ፘፘ Alternatively 4Q Active Rectifiers when necessary when supplied from AC catenary.
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
51
52
Traction converter NSC128 GE01 M
trams
The Traction Converter NSC128 GE01 M is designed for supplying two traction asynchronous squirrel-cage motors connected in parallel. The traction conventer is mounted on the roof of the
vehicle and it is used as a part of propulsion system of tram 14T Prague. The traction conventer
is supplied via input circuits from supply line. The traction conventer is suitable for using on the
trams which are operated with rated voltage of supply line 600 V or 750 V DC and earthed negative pole.
The converter enables operation at reduced supply voltage that can be used e.g. for moving the
vehicle through a washing line, for example.
The output is three-phase AC voltage with variable rate and frequency. AC voltage frequency
and rate are changed through algorithm of particular IGBT transistors switching at pulse-width
modulation utilization.
The converter enables operation of the propulsion in the braking mode. During braking the energy
regenerates in preference back into supply line. The only part of energy which cannot be taken by
trolley is automatically changed into heat in the brake resistor. The electro-dynamic brake (EDB)
is independent on fluctuation of voltage of supply line in defined range of voltage of supply line.
During the passing of the insulation sections and during other power cuts of the trolley voltage
the propulsion drive enters an optimal generator mode. This way it is possible to enter a braking
mode immediately. During the short-circuit at the trolley line the braking process is automatically
switched from regenerative into resistive mode.
There is the one positive pole power output for supplying static converter in the traction conventer.
schematic diagram
Main parameters
Input rated voltage 600 V DC (750V DC)
Output voltage - motor mode
3AC 0 - 420 V
Output voltage - generator mode
3AC 0 - 720 V
Rated current
325 A AC
Output frequency
0 - 200 Hz
PWM frequency
2,5 ÷ 3 kHz
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 54 / IP 23M
Weight
310 kg
Dimensions
1790 x 1060 x 423 mm
traction converter NSC128 GE02 M
trams
The traction converter NSC128 GE02 M is designed for supplying two traction asynchronous squirrel-cage motors connected in parallel. The traction inverter is mounted on the roof of the vehicle
and it is used as a part of propulsion system of tram 06T Cagliari. The traction inverter is supplied
via input circuits from supply line. The traction inverter is suitable for using on the trams which are
operated with rated voltage of supply line 600 V or 750 V DC and earthed negative pole.
The converter enables operation at reduced supply voltage that can be used for moving the vehicle through a washing line, for example.
The output is three-phase AC voltage with variable rate and frequency. AC voltage frequency
and rate are changed through algorithm of particular IGBT transistors switching at pulse-width
modulation utilization.
The converter enables operation of the propulsion in the braking mode. During braking the energy
regenerates in preference back into supply line. The only part of energy which cannot be taken by
trolley is automatically changed into heat in the brake resistor. The electro-dynamic brake (EDB)
is independent on fluctuation of voltage of supply line in defined range of voltage of supply line.
During the passing of the insulation sections and during other power cuts of the trolley voltage
the propulsion drive enters an optimal generator mode. This way it is possible to enter a braking
mode immediately. During the short-circuit at the trolley line the braking process is automatically
switched from regenerative into resistive mode.
There is the one positive pole power output for supplying static converter in the traction inverter.
The converter enables an emergency drive during which it is supplied from the 24 V on-board
battery and during which the cooling ventilator is switched-off.
schematic diagram
Main parameters
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Input rated voltage 600 V DC (750 V DC)
Output voltage - motor mode
3AC 0 - 500 V
Output voltage - generator mode
3AC 0 - 720 V
Rated current
325 A AC
Output frequency
0 - 200 Hz
PWM frequency
2,5 ÷ 3 kHz
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 54 / IP 23M
Weight
313 kg
Dimensions
1790 x 1060 x 423 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
53
54
Traction converter NSC128 GE03 M
trams
The traction converter NSC128 GE03 M is designed for supplying two traction asynchronous squirrel-cage motors connected in parallel. The traction inverter is mounted on the roof of the vehicle
and it is used as a part of propulsion system of tram 19T Wroclav. The traction inverter is supplied
via input circuits from supply line. The traction inverter is suitable for using on the trams which are
operated with rated voltage of supply line 600 V or 750 V DC and earthed negative pole.
The converter enables operation at reduced supply voltage that can be used for moving the vehicle through a washing line, for example.
The output is three-phase AC voltage with variable rate and frequency. AC voltage frequency
and rate are changed through algorithm of particular IGBT transistors switching at pulse-width
modulation utilization.
The converter enables operation of the propulsion in the braking mode. During braking the energy
regenerates in preference back into supply line. The only part of energy which cannot be taken by
trolley is automatically changed into heat in the brake resistor. The electro-dynamic brake (EDB)
is independent on fluctuation of voltage of supply line in defined range of voltage of supply line.
During the passing of the insulation sections and during other power cuts of the trolley voltage
the propulsion drive enters an optimal generator mode. This way it is possible to enter a braking
mode immediately. During the short-circuit at the trolley line the braking process is automatically
switched from regenerative into resistive mode.
There is the one positive pole power output for supplying static converter in the traction inverter.
The converter enables an emergency drive during which it is supplied from the 24 V on-board
battery and during which the cooling ventilator is switched-off.
schematic diagram
Main parameters
Input rated voltage 600 V DC (750 V DC)
Output voltage - motor mode
3AC 0 - 500 V
Output voltage - generator mode
3AC 0 - 720 V
Rated current
325 A AC
Output frequency
0 - 200 Hz
PWM frequency
2,5 ÷ 3 kHz
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 54 / IP 23M
Weight
310 kg
Dimensions
1790 x 1060 x 423 mm
traction converter TJ 1.1
trams
The traction unit TJ 1.1 is designed for supplying four traction synchronous motors with permanent
magnets. Each traction motor is supplied from individual inverter. The traction inverter is mounted
on the roof of the vehicle and it is used as a part of propulsion system of tram 15T Prague. The
traction inverter is supplied via input circuits from supply line. The traction inverter is suitable for
using on the trams which are operated with rated voltage of supply line 600 V or 750 V DC and
earthed negative pole.
The converter enables operation at reduced supply voltage that can be used for moving the vehicle through a washing line, for example.
DC voltage of supply line is connected through the input filter choke, input recuperation units to
the battery of capacitors. The input recuperation unit allows select between resistive braking and
recuperation braking energy back to the supply line.
The drive enters the generative mode by purposeful changing of the power angle of the traction
motor. During the generative mode (braking) the braking energy is preferentially returned into
the supply network via the IGBT of the input power unit. If the supply network cannot absorb
this energy or if there is any other situation preventing the regeneration process and the DC link
voltage rises, the resistive braking choppers are activated. The braking choppers are parts of the
input power units. The braking choppers are controlled so as to keep the voltage of the DC link in
defined limits.
The resistive braking choppers along with the braking resistor also fulfill the role of the overvoltage protection. If the DC link voltage reaches over the defined limit the braking choppers are
activated. At the same time the line contactor is switched-off.
The converter is controlled by two control units that are interconnected with a communication
line. Each of the control unit controls two inverters and the related input power unit.
The control units communicate with other external components via the CAN communication and
via the logic inputs and outputs. Each control units includes configuration inputs that enable to
configure the unit within the converter as well as within the whole electrical equipment on the
vehicle.
schematic diagram
Main parameters
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Input rated voltage 600 V DC (750 V DC)
Output voltage - motor mode
3AC 0 - 420 V
Output voltage - generator mode
3AC 0 - 500 V
Rated current (one inverter)
98 A AC
Output frequency
0 - 280 Hz
PWM frequency
5 kHz
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 55 / IP 23M
Weight
475 kg
Dimensions
1610 x 1676 x 496 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
55
56
Static converter SM 28
trams
The converter for auxiliary drives SM 28 is a roof-mounted self-contained container designed
to supply asynchronous motors of the auxiliary drives of the tram vehicle with the three-phase
voltage of 460 V AC 60 Hz.
The converter is supplied directly from the catenary line of 750 V DC voltage in the operating
range from 525 to 900 V DC. The converter provides galvanic insulation between its outputs and
the input.
Two converters on the vehicle work in cooperation. If one converter fails the critical load (cooling
of the main propulsion inverters) is switched automatically to the output of the other converter.
The output voltage of the converter is filtered via dV/dt filter.
The converter is cooled down by its own integrated ventilator that is powered from the output of
the converter.
The converter is equipped with a CAN line for the purpose of communication with the CCS on the
vehicle. There is also a RS232 diagnostic port on the APSU for diagnostic and trouble-shooting
purposes.
The insulation state of the output network of the APSU is continuously monitored and the measured data handed to the CCS of the vehicle.
The following protective function are provided by the converter (but not limited to): protection
against overheating, over-current, over-voltage, under-voltage, and supply voltage interruptions.
Furthermore, the converter is short-circuit proof. Any excess voltage above 50 V DC on power
capacitors in the circuitry of the converter is discharged by bleeding resistors within three minutes after ceasing of the operation. When starting, the inrush current to the unit is automatically
limited by the unit.
schematic diagram
Main parameters
Input rated voltage DC 750 V, 525 ÷ 950 V
Three-phase output voltage
3AC 460 V 60 HZ
Three-phase output power
45 kVA
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
Degree of protection
IP54
Weight
292 kg
Dimensions
1650 x 750 x 348 mm
Static converter SM 29
trams
The converter for auxiliary drives SM 29 is a roof-mounted self-contained container designed to
supply asynchronous motors of the auxiliary drives of the tram vehicle with the three-phase voltage of 400 V AC 50 Hz as well as a single-phase voltage of 240 V AC 50 Hz.
The converter is supplied directly from the catenary line of 600 V DC voltage in the operating
range from 400 to 950 V DC. The converter provides galvanic insulation between its outputs and
the input.
Principally, the converter features two independent sections of the same design. If the section
that supplies the cooling of the main propulsion inverter fails, its output is automatically connected to the output of the other section. This way a back up of the supplying of the cooling of the
main propulsion system is achieved.
Both the outputs of the converter are equipped with sinusoidal filters.
The converter is cooled down by its own integrated ventilator that is powered from the output of
the converter.
There is also a RS232 diagnostic port on the APSU for diagnostic and trouble-shooting purposes.
The insulation state of the output network of the APSU is continuously monitored and the measured data handed to the CCS of the vehicle.
The following protective function are provided by the converter (but not limited to): protection
against overheating, over-current, over-voltage, under-voltage, and supply voltage interruptions.
Furthermore, the converter is short-circuit proof. Any excess voltage above 50 V DC on power
capacitors in the circuitry of the converter is discharged by bleeding resistors within three minutes after ceasing of the operation. When starting, the inrush current to the unit is automatically
limited by the unit.
schematic diagram
Main parameters
Input rated voltage DC 750 V (600 V), 400 ÷ 950 V
Three-phase output voltage
3AC 400 V 50 HZ
Three-phase output power- first section
5 kVA
Three-phase output power-second section
5 kVA
Single-phase output voltage
1AC 230 V
Single-phase output power
2.5 kVA
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Degree of protection
IP54
Weight
171 kg
Dimensions
1550 x 700 x 427 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
57
58
Static converter SM 32
trams
The converter for auxiliary drives SM 32 is a roof-mounted self-contained container designed
to supply asynchronous motors of the auxiliary drives of the tram vehicle with the three-phase
voltage of 400 V AC 50 Hz.
The converter is supplied directly from the catenary line of 600 V DC voltage in the operating
range from 400 to 950 V DC. The converter provides galvanic insulation between its outputs and
the input.
Principally, the converter features two independent sections of the same design. If the section
that supplies the cooling of the main propulsion inverters fails, its output is automatically connected to the output of the other section. This way a back up of the supplying of the cooling of the
main propulsion system is achieved.
Both the outputs of the converter are equipped with sinusoidal filters.
The converter is cooled down by its own integrated ventilator that is powered from the output of
the converter.
The converter is equipped with a CAN line for the purpose of communication with the CCS on the
vehicle. There is also a RS232 diagnostic port on the APSU for diagnostic and trouble-shooting
purposes.
The insulation state of the output network of the APSU is continuously monitored and the measured data handed to the CCS of the vehicle.
The following protective function are provided by the converter (but not limited to): protection
against overheating, over-current, over-voltage, under-voltage, and supply voltage interruptions.
Furthermore, the converter is short-circuit proof. Any excess voltage above 50 V DC on power
capacitors in the circuitry of the converter is discharged by bleeding resistors within three minutes after ceasing of the operation. When starting, the inrush current to the unit is automatically
limited by the unit.
schematic diagram
Main parameters
Input rated voltage DC 750 V (600 V), 400 ÷ 950 V
Three-phase output voltage
3AC 400 V 50 HZ
Three-phase output power- first section
5 kVA
Three-phase output power-second section
5 kVA
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
Degree of protection
IP54
Weight
171 kg
Dimensions
1550 x 700 x 427 mm
Battery charger SM 33
trams
The container of Battery Charger SM 33 is designed to be mounted on the roof of a tram vehicle.
The converter is supplied directly from the catenary line of 600 V DC (or 750 V DC) nominal voltage in the operating range from 400 to 950 V DC. The container consists of two battery chargers
that are supplied directly from the catenary line. These chargers operates in parallel and supply
the low voltage network on the vehicle as well as charge the on-board battery that is a part of
the container. The output voltage is automatically corrected according to the temperature of the
battery to avoid the overheating of the battery. The operating range is from 24 to 30 V DC. The
charger also provides galvanic insulation between the output and input voltage. A part of the
container s also a step-down converter supplied from the output of the chargers that generates
a stabilized 24 V voltage for feeding the lighting of the vehicle. The chargers as well as the stepdown converter are short-circuit proof. The power parts of the container are cooled down by its
own integrated ventilator that is powered from the output of the chargers. The speed of the ventilator is controlled by the actual cooling need. It is possible to connect and disconnect the battery
from the small voltage network by a mechanical switch that is controlled from the interior of the
vehicle via a bowden cable. The communication between the container and the CCS of the vehicle
is provided by a single CAN line.
schematic diagram
Main parameters
Input rated voltage DC 750 V (600 V), 400 ÷ 950 V
Output voltage of the main output
DC 28 V
Output current of the main output
250 A
Output voltage of the output for lighting of the vehicle
DC 24 A
Output current of the output for lighting of the vehicle
50 A
Battery
24 V, 220 Ah
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Degree of protection
IP54
Weight
380 kg
Dimensions
1550 x 800 x 500 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
59
60
Battery charger SM 34
trams
The container of Battery Charger SM 34 is designed to be mounted on the roof of a tram vehicle.
The converter is supplied directly from the catenary line of 600 V DC (or 750 V DC) nominal voltage in the operating range from 400 to 950 V DC.
The container consists of two battery chargers that are supplied directly from the catenary line.
These chargers operates in parallel and supply the low voltage network on the vehicle as well as
charge the on-board battery that is a part of the container. The output voltage is automatically
corrected according to the temperature of the battery to avoid the overheating of the battery. The
operating range is from 24 to 30 V DC. The charger also provides galvanic insulation between the
output and input voltage.
A part of the container s also a step-down converter supplied from the output of the chargers that
generates a stabilized 24 V voltage for feeding the lighting of the vehicle.
The chargers as well as the step-down converter are short-circuit proof.
The power parts of the container are cooled down by its own integrated ventilator that is powered
from the output of the chargers. The speed of the ventilator is controlled by the actual cooling
need.
It is possible to connect and disconnect the battery from the small voltage network by a mechanical switch that is controlled from the interior of the vehicle via a bowden cable.
The container is equipped with a mechanical switch for an emergency supplying of the main inverters of the vehicle. Thus, the main propulsion inverters of the vehicle can be supplied from the
on-board battery when the main supply is lost.
The communication between the container and the CCS of the vehicle is provided by a single CAN
line.
schematic diagram
Main parameters
Input rated voltage DC 750 V, 500 ÷ 950 V
Output voltage of the main output
DC 28 V
Output current of the main output
250 A
Output voltage of the output for lighting of the vehicle
DC 24 A
Output current of the output for lighting of the vehicle
50 A
Battery
24 V, 230 Ah
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
Degree of protection
IP54
Weight
350 kg
Dimensions
1550 x 800 x 427 mm
Static converter SM 36
trams
The converter for auxiliary drives SM 36 is a roof-mounted self-contained container for a tram
vehicle. It is designed to generate the three-phase voltage of 400 V AC 50 Hz for asynchronous
motors of the auxiliary drives, single-phase voltage of 240 V AC 50 Hz for a convenience outlet
and 28V DC voltage for the small voltage network on the vehicle as well as charging the on-board
battery.
The converter is supplied directly from the catenary line of 600 V DC or 750 V DC nominal voltage
in the operating range from 400 to 950 V DC. The converter provides galvanic insulation between
its outputs and the input.
There are two independent sections producing three-phase voltage that features the same design. One section supplies the coolig of the main propulsion inverters. the other section supplies
the air conditioning system and ventilation system and single-phase outout. If the section that
supplies the cooling of the main propulsion inverters fails, its output is automatically connected
to the output of the other section. This way a back up of the supplying of the cooling of the main
propulsion system is achieved.
The converter is cooled down by its own integrated ventilator that is powered from the output of
the converter.
The converter is equipped with a CAN line for the purpose of communication with the CCS on
the vehicle. There is also a RS232 diagnostic port on the APS for diagnostic and trouble-shooting
purposes.
The following protective function are provided by the converter (but not limited to): protection
against overheating, over-current, over-voltage, under-voltage, and supply voltage interruptions.
Furthermore, the converter is short-circuit proof. Any excess voltage above 50 V DC on power
capacitors in the circuitry of the converter is discharged by bleeding resistors within three minutes after ceasing of the operation. When starting, the inrush current to the unit is automatically
limited by the unit.
Both outputs of the two section of the converter are equipped with sinusoidal filters.
Parts of the converter are two independent chargers supplied directly from the catenary voltage
that operate in parallel. These chargers supply the small voltage network of the vehicle and
charge the on-board battery. The output voltage is in the range of 24 v to 30 V abnd is controlled
according to the need of the battery.
schematic diagram
The control units of the converter are supplied from the small voltage network on the vehicle of
24 V nominal voltage. However, the converter enables dead-battery start from 10 V.
Main parameters
Input rated voltage DC 750 V (600 V), 400 ÷ 950 V
Three-phase output voltage
3AC 400 V 50 HZ
Three-phase output power- first section
14 kVA
Three-phase output power-second section
14 kVA
Single-phase output voltage
1AC 230 V
Single-phase output power
2.5 kVA
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Degree of protection
IP55
Weight
386 kg
Dimensions
1560 x 1450 x 478 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
61
62
Static converter SM 50
trams
The container of the chargers and battery SM 50 is designed to be mounted on the roof of a tram
vehicle. The converter is supplied directly from the catenary line of 600 V DC (or 750 V DC) nominal voltage in the operating range from 400 to 950 V DC.
The container consists of two battery chargers that are supplied directly from the catenary line.
These chargers operates in parallel and supply the low voltage network on the vehicle as well as
charge the on-board battery that is a part of the container. The output voltage is automatically
corrected according to the temperature of the battery to avoid the overheating of the battery. The
operating range is from 24 to 30 V DC. The charger also provides galvanic insulation between the
output and input voltage.
A part of the container s also a step-down converter supplied from the output of the chargers that
generates a stabilized 24 V voltage for feeding the lighting of the vehicle.
The chargers as well as the step-down converter are short-circuit proof.
The power parts of the container are cooled down by its own integrated ventilator that is powered
from the output of the chargers. The speed of the ventilator is controlled by the actual cooling
need.
It is possible to connect and disconnect the battery from the small voltage network by a mechanical switch that is controlled from the interior of the vehicle via a bowden cable.
The container is equipped with a mechanical switch for an emergency supplying of the main inverters of the vehicle. Thus, the main propulsion inverters of the vehicle can be supplied from the
on-board battery when the main supply is lost.
The communication between the container and the CCS of the vehicle is provided by a single CAN
line.
schematic diagram
Main parameters
Input rated voltage DC 750 V, 500 ÷ 950 V
Output voltage of the main output
DC 28 V
Output current of the main output
250 A
Output voltage of the output for lighting of the vehicle
DC 24 A
Output current of the output for lighting of the vehicle
50 A
Battery
24 V, 230 Ah
Input control voltage
DC 24 V +25% -30%
CoolingAir-forced
Degree of protection
IP54
Weight
350 kg
Dimensions
1550 x 800 x 427 mm
F | Trolleybuses
Roof unit DMA
68
Roof unit ETB
69
Roof unit HYBRID
70
Roof unit SJ 3.1
72
Roof unit SJ 4.3
73
Traction converter TM 5.1
74
Trolleybuses
ŠKODA ELECTRIC is designer and manufacturer
of roof units for trolleybuses and hybridbuses
such as:
Propulsion System including
Auxiliary Power Supply Units including
ፘፘ Variable Voltage Variable Frequency (VVVF)
traction inverters using state-of-art design
of IGBT technology enabling power output range covering trolleybuses demand.
The features such as slip/slide protection or
creeping controller, overspeed protection,
speed and acceleration controller, thermal
and overcurrent protection and overvoltage
protection is included in traction controller.
Usually the configuration of traction motors
and converters is 1C1M 2C2M according the
requirements. Cooling method is usually forced air, alternatively liquid cooling may be
applied. The interface with TCMS is available
using CAN 2.0.
ፘፘ Fixed Voltage Fixed Frequency static converters using state-of-art design of IGBT technology enabling 1 phase or 3 phase either
3 or 4 wire system of all available conventional voltage and frequencies. The power
output is designed to cover trolleybuses demand. The interface with vehicle computer is
available using CAN 2.0.
ፘፘ Traction motors – chosen from existing or
designed to cover trolleybuses demand.
Usually it is squirrel cage forced air ventilated machine. Alternatively it may be different cooling method such as liquid or forced
air. And alternatively it may be PMSM type.
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
ፘፘ Low Voltage Power Supply (LVPS) and Battery Chargers using state-of-art design of IGBT
or MOSFET technology. The output enables
all standardized DC voltage. The charging
method may be simple fixed voltage level
with maximum current limitation, or floating
voltage according the temperature or IUUo
method according the recommended battery charging method. The dead-battery-start
feature may be included. The interface with
vehicle computer is available using CAN 2.0.
E | Trams
F | Trolleybuses
Trolleybus Control
and Monitoring System (TCMS)
ŠKODA ELECTRIC provides complete solution
of traction and auxiliary equipment including
command & control system and system project according to Client Requirements. This includes vehicle dynamic parameters calculation,
specification of whole traction chain, except
own products it is specification and delivery of
other necessary high voltage equipment such
as brake resistors, traction battery, ultracapacitors, current collectors lightning arrester, high
speed circuit breakers, shore supply, cables,
connectors, master controllers, etc. and system
project of TCMS control logic.
G | Passanger coaches
H | TCMS
67
68
Roof unit DMA
Trolleybuses
The rear roof unit RRU1.1 with FB1.1 and MB1.1 create together the propulsion equipment of trolleybus DMA Boston. Two traction inverters supply two traction asynchronous squirrel-cage motors. The main power supply can be used trolley line or diesel-generator unit.
The rear roof unit RRU 1.1 includes a main propulsion inverter and input power circuit equipment
that is connected to the trolley line during operation.
The rear roof unit also includes communication circuits, a dead start battery, a dead start battery
charger and a part of the insulation monitoring circuits.
The rear roof unit RRU 1.1 is installed on the trolley bus roof.
The rear roof unit is connected to the trolley poles, diesel-generator assembly, traction motor and
front rack FB 1.1.
The front rack FB 1.1 includes a main propulsion inverter and power units for resistive braking.
The front rack also contains communication circuits, drive management electronic control unit
(thereinafter DM ECU) and part of insulation monitoring circuits.
The front rack FB 1.1 is installed on the trolley bus roof. The front rack is connected to the traction
motor, brake resistors, rear roof unit RRU 1.1 and middle rack MB 1.1.
The middle rack MB 1.1 includes three converters for auxiliary drives and a coach battery charger. The middle rack MB 1.1 also includes the communication module (-A52), circuit breakers of
blowers from middle rack MB 1.1, rear roof unit RRU 1.1 and front rack FB 1.1.
The middle rack MB 1.1 is installed on the trolley bus roof and is connected to the front rack FB 1.1,
coach battery and motors of auxiliary drives.
schematic diagram
Main parameters
Input voltage Output voltage
Rated current Output frequency
PWM frequency
Input control voltage
Cooling
Degree of protection
Weight
Dimensions
RRU1.1FB1.1
600 V DC
600 V DC
3AC 0 - 420 V
3AC 0 - 420 V
300 A DC
300 A DC
0 - 150 Hz
0 - 150 Hz
2 kHz
2 kHz
24 VDC +25% -30%
24 VDC +25% -30%
Air forced
Air forced
IP 54 / IP 24M
IP 54 / IP 24M
640 kg
250 kg
2000 x 1700 x 400 mm
1700 x 1000 x 400 mm
Roof unit ETB
Trolleybuses
ETB propulsion traction equipment is divided into two roof containers RU1.1 and RU2.1. The roof
units are designed for installation on the trolley bus roof. Units are mounted to the coach frame
via the springs.
The roof unit RU 1.1 includes the input power circuit equipment that is connected to the trolley line
during trolley bus operation. The output of roof unit RU 1.1 is connected to roof unit RU 2.1. The
roof unit RU 1.1 also includes the communication circuits, battery charger, dead start battery and
a part of the insulation monitoring circuits. The braking resistor is mounted on a common frame
with the roof unit RU 1.1.
The roof unit RU 2.1 includes the main propulsion converter, two converters for auxiliary propulsions and coach battery charger. Furthermore, it includes the on-board computer and communication module. The unit RU 2.1 is mounted on a trolley bus roof. It is electrically connected to the
roof unit RU 1.1., traction motor, brake resistor, coach battery, auxiliary drive motors and heaters.
Main parameters
RU1.1
Input voltage
600 V DC
Nominal direct current of input circuit
400 A DC
Nominal direct current for heating equipment
60 A
Input control voltage
24 VDC +25% -30%
Coolingconvection
schematic diagram
Degree of protection
IP 54 / IP 23
Weight
650 kg
Dimensions
1370 x 2300 x 445 mm
RU2.1
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Input voltage 600 V DC
Output voltage 3AC 0 - 420 V
Nominal output current
430 A DC
Output frequency
0 - 150 Hz
PWM frequency
2 kHz
Input control voltage
24 VDC +25% -30%
Cooling
forced air
Degree of protection
IP 54 / IP 23M
Weight
796 kg
Dimensions
2300 x 1980 x 400 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
69
70
Roof unit HYBRID
Trolleybuses
The traction equipment is intended for serial 12 m long hybrid vehicles. This electric equipment is
developed and made with regard to the newest requirements of the city traffic.
The main features of the traction equipment of the serial hybrid buses are:
ፘፘ Zero emission operation, traction batteries with PLUG-IN solution
ፘፘ Full traction power operation with traction batteries
ፘፘ Solution for city buses operated in urban drive cycles like SORT 1, SORT 2
ፘፘ Fuel saving due to hybrid technology
The main source of the energy is diesel engine. System uses as two energy storage with different
utilization. Supercapacitors are suitable for storage of short time power peaks. Traction batteries
can supply energy for long time but it is necessary longer time for charging. The PLUG-IN socket
3x400 V AC with maximum current 32 A is used for charging of the traction batteries, for example
in th bus depot.
schematic diagram
Traction inverter TM10.1 controls AC traction motor during driving and braking. The traction
inverter is composed of Intelligent Power Module with IGBT 4 generation with integrated U, I,
T sensors and modern fully digital microprocessor control unit.
The device rack PS2.1 contains power fuses, contactors, chokes for inverters, 24V distribution
board, rectifier for external charging and main vehicle on- board controller with power management.
The via DC/DC inverter 2QC1.2 are charge and discharge supercapacitors during driving and
braking. Energy from supercapacitors helps to diesel engine and to traction battery covers the
energy peaks during acceleration.
DC/DC inverter 2QC1.1 for traction batteries charges the batteries from DC link during braking
and steps up the voltage from batteries for suitable voltage for driving. Energy from batteries
helps to diesel engine covers the energy peaks during acceleration. When the bus is charged
from external source trough plug in socket, DC/DC inverter works like on board charger.
Brake resistor BM1.1 is used in normal operation for dissipating of excessive brake energy
during brake if the supercapacitors and traction batteries have been fully charged, especially
during braking of fully loaded vehicle on very long downhill grades. Chopper controls brake
force of electro dynamic brake.
Active rectifier PU1.1 rectifies AC voltage from generator and enables using the generator like
engine starter in Start Stop mode.
Auxiliary inverter SM 57.1 consists from these inverters. Inverter 750V DC/3x400V AC, 50 Hz
for auxiliary drives, 24V battery charger and heating chopper for electrical heating.
Air conditioning inverter SM56.1 supplies AC asynchronous motor for air conditioning compressor.
Main parameters
PS2.1
TM10.1
SM56.1
Input rated voltage 750 V DC
Input rated voltage 750 V DC
Input rated voltage Max. input voltage 850 V DC
Max. input voltage 900 V DC
Output voltage 250 A AC
Rated current for batteries
120 A DC
Rated frequency
Rated current for supercaps
150 A DC
Output power
Rated current Output frequency
0 - 200 Hz
2,5 kHz
Rated current for batt. charger
10 A DC
Input control voltage
24 VDC +25% -30%
Rated current for inverter 3 AC
10 A DC
Cooling
PWM frequency
Input control voltage
Cooling
Water cooled
Rated current for A/C converter Degree of protection
IP 65
Input control voltage
Weight
30 kg
Cooling
Dimensions
404 x 313 x 181 mm
9 A DC
24 VDC +25% -30%
Air forced
Degree of protection
173 kg
Dimensions
525 x 800 x 371 mm
Input rated voltage 700 V DC
Max. input voltage 850 V DC
SM57.1
Rated current 500 A DC
Input rated voltage Input control voltage
Cooling
24 VDC +25% -30%
Water cooled
Degree of protection
IP 65
Weight
24,5 kg
Dimensions
404 x 313 x 181 mm
750 V DC
Output voltage (inverter)
3AC 400 V ± 5 %
Rated frequency
50 Hz ± 0,5 %
Output power
15 kVA / 13 kW
Output voltage (battery charger)
28 V DC ± 0,5 %
Rated current
270 A DC
Cooling
Water cooled
Degree of protection
IP 54
Weight
Dimensions
34 kg
493 x 342 x 275 mm
2QC1.1
Input voltage 400 V DC ÷ 850 V DC
Output voltage 100 V DC ÷ 600 V DC
700 V DC
Degree of protection
Max. input voltage 850 V DC
Weight
Max. output current 350 A DC
Dimensions
Input control voltage
24 VDC +25% -30%
600 A DC
PWM frequency
Input control voltage
2,5 kHz
24 VDC +25% -30%
CoolingLiquid
Degree of protection
IP 65
Weight
Dimensions
24,5 kg
404 x 313 x 181 mm
75 A DC
Water cooled
Input rated voltage Cooling
24 VDC +25% -30%
Rated current Rated current (switch of the heating unit)
PU1.1
50 Hz ± 0,5 %
18 kVA / 15 kW
IP 55 / IP 23M
Weight
BM1.1
750 V DC
3AC 400 V ± 5 %
IP 54
90 kg
706 x 565 x 294 mm
2QC1.2
Input voltage 400 V DC ÷ 850 V DC
Output voltage 100 V DC ÷ 600 V DC
Rated current 600 A DC
PWM frequency
Input control voltage
Water cooled
2,5 kHz
24 VDC +25% -30%
Degree of protection
IP 65
CoolingLiquid
Weight
25 kg
Degree of protection
Dimensions
IP 65
Weight
404 x 313 x 181 mm
24,5 kg
Dimensions
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
x 313 x 181 mm
H | TCMS
71
72
Roof unit SJ 3.1
Trolleybuses
The SJ 3.1 roof unit is designed for 12 m long trolleybus and is mounted on the trolleybus roof. It is
interconnected to collectors, (diesel-electric unit – option), traction engine, brake resistor, vehicle
accumulator, auxiliary drive motors, heating unit and (air-conditioning converter – option).
The roof unit contains a power part of input circuits, traction transducer, transducer for auxiliary
drives, charger of vehicle accumulator and heat control switch. It also contains a dashboard computer and CAN I/O Module.
The roof unit is divided in two spaces. In the upper space with IP 55 coverage there are the power
and control circuits of transducers, and in the bottom space with IP 23 coverage there are power
transducer heatsinks, two fans and smoothing choke.
The power circuit consists of six power units containing power modules SKiiPPACK (Semikron).
Three power units form a three-phase inverter in bridge circuit. The fourth power unit is designed
for dynamic braking. IGBT (transistors) of power units switch in braking to recuperation into the
trolley line, and their anti-parallel diodes, connected as a single-phase rectifier, maintain the same
schematic diagram
polarity of the input direct circuit of the inverter even if the trolley line voltage polarity changes.
Converter controlling is provided by Traction Propulsion Control Unit which contains Main Drive
Control Unit and Main Drive Interface Unit. The Main Drive Control Unit is intended for controlling
of chosen elements of tram electric equipment, for signals processing about state of particular
kinds of equipment and for chosen commands from driver post processing through Main Drive
Interface Unit.
Cooling of the power units is air, forced. The required cooling air rate is ensured by radial fans with
AC engines.
Main parameters
Input rated voltage 600 V DC (750 V DC)
Output voltage - motor mode
3AC 0 - 420 V
Output voltage - generator mode
3AC 0 - 720 V
Rated current 280 A AC
Output frequency
0 - 150 Hz
PWM frequency
2 kHz
Rated power of inverter of auxiliary drives
10 kVA
Output voltage
3 AC 400 V
Output frequency
50 Hz
Rated current of battery charger
240 A DC
Output voltage range
24 V ÷ 30V DC
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 55 / IP 23M
Weight
685 kg
Dimensions
2467 x 1680 x 430 mm
Roof unit SJ 4.3
Trolleybuses
The SJ 4.3 roof unit is designed for 15 m or 18 m long trolleybus and is mounted on the trolleybus
roof. It is interconnected to collectors, (diesel-electric unit – option), traction engine, brake resistor,
vehicle accumulator, auxiliary drive motors, heating unit and (air-conditioning converter – option).
The roof unit contains a power part of input circuits, traction transducer, transducer for auxiliary
drives, charger of vehicle accumulator and heat control switch. It also contains a dashboard computer and CAN I/O Module.
The roof unit is divided in two spaces. In the upper space with IP 55 coverage there are the power
and control circuits of transducers, and in the bottom space with IP 23 coverage there are power
transducer heatsinks, two fans and smoothing choke.
The power circuit consists of six power units containing power modules SKiiPPACK of company
Semikron. Three power units form a three-phase inverter in bridge circuit. The fourth power unit is
designed for dynamic braking. IGBT (transistors) of power units switch in braking to recuperation
into the trolley line, and their anti-parallel diodes, connected as a single-phase rectifier, maintain
the same polarity of the input direct circuit of the inverter even if the trolley line voltage polarity
changes.
schematic diagram
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
Converter controlling is provided by Traction Propulsion Control Unit which contains Main Drive
Control Unit and Main Drive Interface Unit. The Main Drive Control Unit is intended for controlling
of chosen elements of tram electric equipment, for signals processing about state of particular
kinds of equipment and for chosen commands from driver post processing through Main Drive
Interface Unit.
Cooling of the power units is air, forced. The required cooling air rate is ensured by radial fans with
AC engines.
The fans‘ rpm can be changed in the rate of 2780 / 1740 min-1 by switching the contactors and
using the autotransformer (-T10), e.g. for drive and stand on a stop, or according to the temperature of the heatsinks.
Main parameters
Input rated voltage 600 V DC (750 V DC)
Output voltage - motor mode
3AC 0 - 420 V
Output voltage - generator mode
3AC 0 - 720 V
Rated current (inverter)
310 A AC
Output frequency
0 - 150 Hz
PWM frequency
2 kHz
Rated power of inverter of auxiliary drives
10 kVA
Output voltage
3 AC 400 V
Output frequency
50 Hz
Rated current of battery charger
240 A DC
Output voltage range
24 V ÷ 30V DC
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 55 / IP 23M
Weight
765 kg
Dimensions
2467 x 1680 x 430 mm
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
73
74
Traction converter TM 5.1
Trolleybuses
The traction inverter TM 5.1 is mounted on the roof of the vehicle. The traction converter TM 5.1
is designed for supplying the traction asynchronous squirrel-cage motors. The traction inverter
is supplied from supply line. The traction inverter is suitable for using on the trolleybuses which
are operated with rated voltage of supply line 600 V DC (750 V DC). The traction inverter allows
operation at the low voltage for example when the vehicle drives through car wash. The output
is three-phase AC voltage with variable rate and frequency. Frequency and AC voltage rate are
changed through algorithm of particular IGBT transistors switching at pulse-width modulation
utilization.
The converter enables operation of the propulsion in the braking mode. During braking the energy
regenerates in preference back into supply line. The only part of energy which cannot be taken by
trolley is automatically changed into heat in the brake resistor. The electro-dynamic brake (EDB)
is independent on fluctuation of voltage of supply line in defined range of voltage of supply line.
The designed control algorithms can easily secure ideal function of the drive in short-term trolley
-wire voltage dropouts. At the time the propulsion of the vehicle automatically starts to act like
generator under optimal operation and thus provides the possibility of an immediate transition
into the breaking mode. When a short circuit occurs on the trolley, the traction propulsion automatically changes the regenerative braking into the braking resistor.
Converter includes power terminals for the auxiliary inverters, the battery charger and the vehicle
heating systems.
schematic diagram
Main parameters
Input rated voltage 750 V DC, 500 V ÷ 900V DC
Output voltage - motor mode
3AC 0 - 525 V
Output voltage - generator mode
3AC 0 - 630 V
Rated current (inverter)
370 A AC
Output frequency
0 - 200 Hz
PWM frequency
2,5 kHz
Input control voltage
24 VDC +25% -30%
Cooling
Air forced
Degree of protection
IP 55 / IP23M
Weight
400 kg
Dimensions
1640 x 1290 x 500 mm
G | PassEnger coaches
Static Converter CZE
80
Passenger
coaches
ŠKODA ELECTRIC is designer and manufacturer
of single and multi-system static converters
that provide low power supply in the passenger coaches using the energy from traction
network according to UIC550.
A | Locomotives
B | EMU`s
The converters are manufactured with the output power range from 6kW to 120kW .The parameters of outputs are adjusted to the requirements of passenger coaches loads.
C | Metro coaches
D | LRV`s
Static converter can be equipped with Single
Phase DC/AC (24V/230V) Inverter for supplying
sockets in the passenger area. Also, the Static Converter Container can be equipped with
auxiliary external input 3x400V/50Hz for
supplying the battery charger without train line
voltage presence.
E | Trams
F | Trolleybuses
All inverters are equipped with output sinus
filters.
In the case of total discharge of the car battery
can Static Converter Electronics start with help
of auxiliary battery inside the container.
G | PassEnger coaches
H | TCMS
79
80
Static Converter CZE
Passenger Coach
The Passenger Coach Static Converter Container is placed under floor of the carriage. It is supplied
from the train line with voltages according to UIC550. The Static Converter consists of Primary Side
Converter which produces insulated and stabilised intermediate voltage (640V). From this voltage are supplied two Inverters operating in U/f mode and battery charger/on-board DC system
stabiliser, which allows also reverse energy pass (ie supplying intermediate voltage circuit with
limited power from the car battery). The Static Converter Container can be equipped with Single
Phase DC/AC (24V/230V) Inverter for supplying sockets in the passenger area. ). Also, the Static
Converter Container can be equipped with auxilliary external input 3x400V/50Hz for supplying the
battery charger without train line voltage presence. All inverters are equipped with output sinus
filters. The Static Converter Container uses natural cooling. In the case of total discharge of the car
battery can Static Converter Electronics start (in the presence of the train line voltage) with help
of auxilliary battery inside the container.
schematic diagram
Main parameters
Nominal input voltage
1000 VAC / 16-17,5 Hz, 21-23 Hz, 48-52 Hz;
1500 VAC / 16-52 Hz; 3000 VAC / 48-52 Hz; 1500 VDC; 3000 VDC
Output 1 (DC1)
Battery Charger; 24 V (24-30 V); 200 A; max 6 kW Output 2 (DC2)
On-Board DC system stabilizer; 24 V (24-30 V);
200 A; max 300 A/1 min; max 6 kW
Output 3 (AC1)
3 x 400 V / 50 Hz; max 50 kVA
Output 4 (AC2)
3 x 0 ÷ 400 V / 0 ÷ 100 Hz; max 50 VA;
max 5 kVA can be supplied through reversed charger from the car battery
Output 5 (AC3)
230 V / 50 Hz; max 2,5 kVA
Allowed maximum total output of DC1+DC2
Allowed maximum total output of AC1+AC2
Allowed total output power
Allowed maximum total output power
Distortion (Outputs 3 to 5)
External input
Auxilliary battery
Ambient temperature
Dimensions (w x d x h):
Weight
PWM frequency
Input control voltage
Cooling
Degree of protection
Weight
Dimensions
10 kW continuous
48 kW continuous
48 kW / 50 kVA continuous
72 kW / 75 kVA
less than 10 %
3 x 400 V / 50 Hz, 10 kVA
24 V / 20 Ah LiFePO4
-25°C to 40°C
2600 x 2200 x 650 mm
1700 kg
2 kHz
24 VDC +25% -30%
Air forced
IP 54 / IP 24M
250 kg
1700 x 1000 x 400 mm
H | Train control and monitoring system
TCMS
Train control
and monitoring system
TCMS implements control, monitoring and diagnostics functions at the vehicle. It integrates
vehicle computer, I/O modules, display units
and communication infrastructure.
ŠKODA TCMS is suitable for following applications as:
ፘፘ Trolleybuses,
ፘፘ Trams,
ፘፘ LRVs,
ፘፘ Metros,
ፘፘ EMUs,
ፘፘ And Locomotives.
ŠKODA TCMS is a comprehensive train control
and monitoring system based on long term
production history with respect and according
to all relevant IEC, EN and IEEE standards.
Modular and flexible design provides wide possibilities to easily adapt the system to various
requirements. Key components are available in
redundant configurations that increase reliability and availability of the system.
ŠKODA TCMS consists of:
ፘፘ Vehicle Control Unit (VCU)
ፘፘ Driver Display Units (DDU) which make up
intelligent Driver Display System (option, not
in scope of supply)
ፘፘ Remote I/O modules (RIOM) which make
possible the access to devices which are not
connected to TCMS communication system
ፘፘ Communication system which connects
VCUs, intelligent systems and remote I/O
modules and which also connects onboard
devices to a ground system. There are two
active communication devices included in
the communication system:
ፘፘ Train gateway (GTW) connecting vehicle
bus(es) and train bus and
ፘፘ Mobile Communication Gateway (MCG) connecting onboard network with ground
communication infrastructure. (option, not in
scope of supply)
ፘፘ TCMS in co-operation with other intelligent
subsystems of the train (Traction System,
Brake System, etc), ensures the functions
which are related to the following major functional requirements:
ፘፘ To provide control
ፘፘ To provide monitoring
ፘፘ To provide diagnostics
ፘፘ To allow preventive maintenance
ፘፘ To store and retrieve data
ፘፘ To check the integrity of the system (monitoring of the completeness of the train
according to operational rules)
ፘፘ To operate the train in its various modes
including the degraded ones
As onboard communication system is concerned the WTB as a train bus and the MVB as
vehicle bus are supported by TCMS. Their implementation is in compliance with TCN standard (IEC 61375). Beside MVB the equipment
can be also connected to CAN bus (standardized CANopen application protocol is required)
or to 10/100 Mbit switched Ethernet network.
For this purpose it is extended TCN protocol
stack by the communication “TCN over UDP/
Ethernet”. Thus in the systems the devices on
Ethernet may be standard TCN network stations, i.e. the stations capable of TCN message
communication and of TCN process data exchange. VCU, DDU and MCG devices of TCMS
offer this capability. By its serial channels TCMS
can connect serial devices.
ፘፘ To assist the driver for the operation of the
train
ፘፘ To ensure availability, reliability and safety
of operation by using redundancy and isolation of faulty equipment
ፘፘ To help integration, commissioning, and
validation
ፘፘ To ensure visibility to the ground for monitoring and possibly control
ፘፘ To support variable train configurations
A | Locomotives
B | EMU`s
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
85
I | SYSTEM PROJECTS
LRV OTOGAR
92
TCDD LOCO Turkey
93
Metro Suzhou Line II
94
SYSTEM
PROJECTs
ŠKODA ELECTRIC is able to provide complete
solution of traction system according to the
customer´s specification. Customized solution
is based on Škoda standard products, combined
together with customer´s requirements. The
complete traction solution can include Traction
converters, Auxiliary converters, Traction motors with Gear boxes and axels, Pantographs,
TCMS and other electrical and mechanical subcomponents. This solution is very comfortable for customers, because ŠKODA ELECTRIC is
providing complete system with synchronized
function guaranteed by one supplier.
A | Locomotives
B | EMU`s
Research and development
ŠKODA ELECTRIC is producing high level quality products, which is combination of continues
technical development and implementing of
research results and cooperation with both
local and international universities. Products
are developed according to RAMS standards,
system of reliability and profitability of products of their whole life cycle, bringing added
value to our customers
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
91
92
LRV OTOGAR
SYSTEM PROJECTS
Scope of supply – 34 sets contain propulsion inverter boxes, auxiliary power supply units with
battery charger, command and control systems, traction motors, brake resistors, pantographs,
main switch boxes, high speed circuit breakers, master controllers, etc.
The basic design of the traction propulsion system being offered is based on the control of the
torque of the traction motors. Regulation of traction force, speed, acceleration and deceleration of
the train in relation to the weight of the train is controlled automatically. The traction propulsion
system consists of four traction motors per car and containers equipped with tractions and auxiliary drives. All traction control parameters are managed through the driver controller.
The propulsion design results from similar applications of metro trains and LRV. The ŠKODA company has conducted design, production and integration of similar propulsion systems for approximately twenty years. The design has operated in normal transit service with engineering oversight proving the durability of the Škoda system.
schematic diagram
Asynchronous traction drives with regenerative braking have minimal requirements regarding the
consumption of electric energy. Additional savings will come from reduced maintenance costs.
The container of traction propulsion contains a minimum of moving parts and does not require a
daily maintenance. Only visual inspection is required every ca. one month. The container is designed ergonomically providing easy access to the key components. The asynchronous motors are
basically maintenance free, only the bearing lubrication is necessary.
Design life of electrical equipment is thirty years.
Transit approved materials are exclusively used in containers and traction motors. All electrical
installation consists of non-flammable materials. The cabling is self-extinguishing. The system
offer economy at all levels and is proven reliable.
Vehicle parameters
Smallest operable unit
1 car
Train configuration
2, 3, 4 cars
Length (1 car)
25 m / 82 ft
Length of 4-car train
100 m / 328 ft
Maximum speed
80 km/h / 60 mph
Service acceleration
1.1 ms-2
Service brake deceleration
1.4 ms-2
Tare weight (1 car)
42 t
Maximum weight (1 car)
68 t
Trolley line voltage
750 V
Car builder Hyundai Rotem Company
TCDD LOCO Turkey
SYSTEM PROJECTS
Scope of supply – 80 sets contain traction converters/inverters, traction motors, driving gears,
main transformers, auxiliary power supply units, battery chargers, wheels and axles, main circuit
breakers, combined cooling towers, master controllers, etc.
Key features:
ፘፘ Individual power supply and control of each axle
ፘፘ 100% APU redundancy
ፘፘ Modular construction with replaceable IGBT blocks
ፘፘ Vector control of traction with high dynamic performance
ፘፘ Consumed energy and Recuperated energy with power factor close to one
ፘፘ Advanced slip and slide control for effective use of adhesion force
ፘፘ High quality components from well known suppliers
Traction inverters are designed using the IGBT modules class 3.3 kV. The inverters are always
designed to individually supply two traction motors of one bogie.
Vehicle parameters
MAIN COMPONENTS VISUALISATION
Cooling tower
Static conventer
Traction inventer
A | Locomotives
C | Metro coaches
Contact line voltage tolerance
19 to 29 kV AC
Axle layout
Bo’Bo’
Maximum service speed
140 km/h
Maximum design speed
160 km/h
Starting tractive effort
max 300 kN
Maximum electric braking effort
150 kN
5 MW
Track gauge
1435 mm
Wheel diameter new/worn
1250 / 1170 mm
Voltage of control circuits
110 V DC (+25 -30%)
Range of working temperatures
-25/+45°C
Elevation up to 1200 m ASL
Car builder Hyundai Rotem Company
Mechanical drive
B | EMU`s
25 kV AC, 50 Hz
Continuous power shaft of traction motors (from 22.5 to 29 kV)
Traction inventer
Battery Changer
Nominal supply voltage
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
93
94
Metro Suzhou Line II
SYSTEM PROJECTS
Scope of supply – 23 sets contain Traction inverters, auxiliary inverters, input boxes, pantographs,
TCMS, master controllers, displays, traction motors, gearboxes, break resistors. Traction inverters
are designed using the IGBT modules class 3.3 kV. The inverters are always designed to individually supply two traction motors of one bogie.
The standards IEC and EN (CSN EN) related to particular components are used when designed .
The train consists of five cars in configuration Tc-Mp-M-Mp-Tc, where Tc is the trailer car with
cab, Mp is the motorized car with pantograph and M is the motorized car without pantograph. The
wheel arrangement is 2’2’-B’oB’o-B’oB’o-B’oB’o-2’2’. There is a semi-permanent coupler between
the cars in one train. There is a automatic coupler at the cab-end of Tc car for purpose of emergency towing only.
The train is fed from overhead catenary line 1500V by two pneumatically operated pantographs.
In normal service there shall be both pantographs raised to carry necessary current for both propulsion system and auxiliaries. In case of one pantograph fails resulting lowering pantograph, then
TCMS recognizes this state and the train is able to continue with restricted power which isn’t less
MECHANICAL DRIVE
then lost propulsion of one car. With this the auxiliary power won’t be restricted.
There is installed VVVF traction converter under frame of each Mp and M cars. The converter is
type 1C4M. It means four motors connected in parallel are fed by one converter output. There is
also two DC-DC chopper of brake resistor. The forced cooling is provided by funs fed from speed
controller to reduce the noise with actual temperature. Each VVVF traction converter may be isolated by contactors when such failure occurs. In this case the train is able to continue in restricted
mode using other healthy converter.
The traction control unit provides control of the traction motors in driving and braking mode as
well as slip/slide protection and over speed protection. In braking mode, the traction motors work
as generators. The energy produced during braking is recuperated back into the catenary. In the
case the catenary conditions do not allow accepting of the regenerative braking energy or a part
of it, the excessive braking power is burn in brake resistor.
Vehicle parameters
Wheel arrangement (train)
2’2’+BóBó+ BóBó+ BóBó+2‘2‘
Maximal design speed
90 km/h
Maximal operation speed
80 km/h
Line voltage
1500 V DC
Maximal continuous line voltage during braking
1800 V DC
Maximal continuous line voltage (max. 5 minutes)
1950 V DC
Gear ratio
6.32
Gear Efficiency
0.98
Wheel diameter new / semi-worn / worn
840 / 805 / 770 mm
Car builderNanjing CSR Puzhen Rail Transport CO., LTD.
J | Quality and certificates
Quality
and certificates
The ŠKODA ELECTRIC is the manufacturer of
leading edge trolleybuses and electric drives
of other means of transport. The strategic plan
of the Company is to have its
developed and manufactured products attain
outstanding parameters and to become the
equal and dependable partner of the leading
manufacturers of transport means on the world market while maintaining environmental
protection and occupational health and safety
during the manufacture as well as operation of
its products.
A | Locomotives
B | EMU`s
KEY VALUES OF THE ŠKODA ELECTRIC
ፘፘ Focusing all activities on enhancing customer satisfaction and on fulfilling our obligations at all levels of the organization.
ፘፘ The creation of sustainable values for the
shareholders via the development and
ፘፘ production of profitable products and also
via the proper management of business activities to the benefit of customers, shareholders, employees, suppliers, and another
partners.
C | Metro coaches
D | LRV`s
The Quality Policy has been set by the top management of the Company for the fulfilment
of the above-mentioned values. The achievement of this Policy will contribute to our efforts to be taken by our customers and other
interested parties as a successful organization
with impressive management and an advanced company culture.
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
99
K | References
America
Europe
ፘፘ Brazil
ፘፘ Mexico
ፘፘ USA
ፘፘ Austria
ፘፘ Belarus
ፘፘ Bulgaria
ፘፘ Czech Republic
ፘፘ France
ፘፘ Germany
ፘፘ Greece
Asia
ፘፘ Hungary
ፘፘ Italy
ፘፘ Latvia
ፘፘ Moldavia
ፘፘ Netherlands
ፘፘ Poland
ፘፘ Rumania
ፘፘ Russia
ፘፘ Slovakia
ፘፘ Switzerland
ፘፘ Turkey
ፘፘ Ukraine
ፘፘ China
ፘፘ India
ፘፘ Korea
ፘፘ Taiwan
ፘፘ Thailand
References
The ŠKODA trademark with the traditional winged arrow, well-know throughout the whole
Word, became a symbol of high quality and
reliability of products, top services and technological perfection created on the basis of
knowledge acquired from the reset of basic
and applied research.
A | Locomotives
B | EMU`s
High technical level, longstanding experience
in production and quality of technological personnel, conditions for successful implementation of our products not only on the domestic
market , but manly within the scope of global
market, including the possibility of incorporating into international cooperation.
C | Metro coaches
D | LRV`s
E | Trams
F | Trolleybuses
G | Passanger coaches
H | TCMS
105
L | Contacts
Contacts
ŠKODA ELECTRIC a.s.
Production plant:
Tylova 1/57
301 28 Plzeň
Czech Republic
Průmyslová 4
301 28 Plzeň
Czech Republic
Phone: +420 378 181 155
Fax: +420 378 181 452
E-mail: electric@skoda.cz
www.skoda.cz
ŠKODA ELECTRIC a.s. © 2012