PRODUCT CATALOG 2012 | TRACTION ELECTRIC

PRODUCT CATALOG 2012 | TRACTION ELECTRIC

INSPIRED BY MOVE

A | LOCOmOTIvES B | EmU`S C | mETRO COAChES D | LRv`S E | TRAmS F | TROLLEyBUSES G | PASSANGER COAChES h | TCmS 3

A | LOCOMOTIVES 7

Traction Converter 1mS-1 10



Auxiliary Power Supply 6mKP-1 13

Battery Charger Sm 67 14

Static Converter Sm 28 15


B | ELECTRIC MULTIPLE UNITS 19

Traction Converter 10NSP/11NSP 22


Traction Converter 1NSP2B/2NSP2B 24


Traction Converter 4mKL/5mKL 26

Auxiliary Power Unit 6mKL/7mKL 27

Traction Converter 1mKL 28

C | METRO COACHES 31

Traction Converter 2mKm 34



D | LIGHT RAILWAY VEHICLES 39

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

E | TRAMS 49

Traction Converter NSC128 GE01 m 52



Traction Unit TJ 1.1 55









F | TROLLEYBUSES 65

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

G | PASSENGER COACHES 77

Static Converter CZE 80

H | TRAIN CONTROL 83 AND MONITORING SYSTEM

I | SYSTEM PROJECTS 89

LRv OTOGAR 92

TCDD LOCO Turkey 93

metro Suzhou Line II 94

J | QUALITY AND CERTIFICATES 97

K | REFERENCES 103

L | CONTACTS 109

INDEX


KODA ELECTRIC is one of the worlds 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.

KODA ELECTRIC was founded in 2003 with aim of concentrating the technical and production know-how of the KODA group in the field of electric drives and electrical equipment.

KODA ELECTRIC cooperates with many univer-sities and research institutes.

The high-tech standard of the companys pro-ducts, long manufacturing experience and perfect technological quality, along with the exacting production standards of our employe-es, provide effective conditions for successful manufacturing for both domestic and foreign markets.

A satisfied customer with trust in the quali-ty, safety, dependability, and environmental friendliness of our activities, products and services is and always will be our primary ob-jective.

In order to accomplish:

We monitor and regularly verify customer satisfaction.

The verification process of customer satis-faction is a Company tool utilized for attu-ning the Companys activities and services in order to better satisfy customer needs and expectations.

We support employee awareness concerning customer voice as being a decisive factor for the prosperity of the Company.

1859 Establishment of KODA Engineering Plant in Plze (Western Bohemia) 1918-1938 New lines of production

(locomotives, trolleybuses, automobiles, metallurgy, heavy machinery, aviation); 1919 The first KODA steam locomotive is produced 1920 The first traction motor is designed 1927 The first KODA ELECTRIC traction locomotive is produced 1936 The first KODA trolleybus is produced 1972 The first compensated 1000 kW motor for two-system locomotives 1973 The first electric locomotive capable of speeds up to 200 km/h is successfully tested 1985 manufacture of the first AC traction drive 1993 Production portfolio expanded by rail vehicles for urban transportation 1997 Production of low-floor tramcars started 1998 The first KODA trolleybus with asynchronous traction motor and IGBT converter 1999 The first DD EmU of class 471 for CD supplied 2003 KODA TRANSPORTATION group of companies is founded

(of which KODA ELECTRIC a.s. is a part) 2005 Development of the new asynchronous metro car and high-capacity tramcar 2008 The new three-system locomotive 109E,

new tramcar 15T with DC motor with permanent magnets are successfully tested 2010 Establishment of SKODA KINGWAy ELECTRIC Co., Ltd. in Suzhou, China

INtroDuctIoN

HIStorY

A | LocomotIvES

tractIoN coNvErtEr 1mS-1 10



auXILIarY PowEr SuPPLY 6mKP-1 13

BattErY cHargEr Sm 67 14

StatIc coNvErtEr Sm 28 15



KODA ELECTRIC is designer and manufacturer of propulsion equipment for locomotives inc-luding 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 sys-tem 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 KODA ELECTRIC equi-pment provide a new travel comfort on tracks with the newest standards and regulations in-cluding valid TSI fulfilment.

Thanks to modular solution, the electric equip-ment may be easily adapted to the Operators 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 possi-ble: standard mode via vehicle mvB bus and emergency mode via logical signals direct from drivers cabin. Converter redundancy on vehic-le level assures emergency back-up by second converter rack and leads to detachable bogie supply.

KODA ELECTRIC is able to provide complete solution of traction and auxiliary equipment including command & control system and sys-tem 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, ultracapa-citors, pantographs, ground brushes, lightning arrester, changeover switches, high speed cir-cuit breakers, shore supply, cables, connectors, master controllers, etc. and system project of TCmS control logic.

LocomotIvES

10

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 bra-king 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 drivers 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 trans-former and near to the cooling towers. The cooling towers will be connected to the converter

tractIoN coNvErtEr 1mS-1LocomotIvES

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 1600vin 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

Input rated voltage 4 x 2AC 940 v / 50 hzOutput voltage 2 x 3AC 0 - 1140 vNominal output phase current 2 x AC 520 Amaximum output phase current 2 x AC 650 ARated power 2 x 1600 kWOutput frequency 0 - 220 hzPWm frequency 500 - 800 hzAux. converter output voltage 2 x 570 vAux. converter output current 2 x 220 AInput control voltage 24 vDC +25% -30%Cooling of converters LiquidCooling of other equipment Air forcedDegree of protection IP00Weight 3250 kgDimensions 3650 x 900 x 1650 mm

SChEmATIC DIAGRAm


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 tracti-on 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

Input rated voltage 2 x 2AC 1900 v / 50 hzOutput rated voltage 2 x 2DC 2860 vNominal output phase current 2 x DC 380 Amaximum output phase current 2 x AC 425 ARated power 2 x 925 kWPWm frequency 300 hzAux. converter output voltage 570 vAux. converter output current 175 AInput control voltage 24 vDC +25% -30%Cooling of converters LiquidDegree of protection IP22Weight 3900 kgDimensions 2850 x 789 x 2050 mm

SChEmATIC DIAGRAm

12

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.


mAIN PARAmETERS

Input rated voltage 2 x 2AC 1050 v / 50 hzOutput voltage 2 x 3AC 0 - 1350 vNominal output phase current 2 x AC 673 Amaximum output phase current 2 x AC 780 ARated power 2 x 1280 kWOutput frequency 0 - 200 hzPWm frequency 500 - 800 hzInput control voltage 110 vDC +25% -30%Cooling of converters LiquidDegree of protection Not specifiedWeight 2200 kgDimensions 1100 x 1000 x 2050 mm

SChEmATIC DIAGRAm


Auxiliary Power Supply Rack is placed inside loco and it is supplied from two secondary win-dings 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.

auXILIarY PowEr SuPPLY 6mKP-1LocomotIvES

mAIN PARAmETERS

Nominal input voltage Single phase, 2x370v / 50 hzOutput 1 (vvvF) 70kvA continuous, 100kvA /1 min 3x0400v/050hzOutput 2 (vvvF) 70kvA continuous, 100kvA /1 min 3x0400v/050hzOutput 3 (CvCF) 60kvA continuous, 100kvA /1 min 3x400v/50hzOutput 4 (CvCF) 1x72v/50 hzAllowed maximum total output 200kvA / continuous 300kvA / 1minDistortion (Outputs 3 and 4) less than 10%External input 3 x 380 v / 50 hz, 125 AAmbient temperature -25Cto45CDegree of protection IP54Dimensions: 1200 x 800 (850) x 1980 (2050) mmWeight 1197 kg

SChEmATIC DIAGRAm

14

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 con-verter 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 trans-former 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.

BattErY cHargEr Sm 67LocomotIvES

mAIN PARAmETERS

Input rated voltage 630 vDC, 450 680 vDCOutput rated current 91 AOutput rated power 10 kWSwitching frequencies 10 khz, 20 khzInput Lv voltage 110 vDC +25% -30%Stabilized control voltage 24 vDC +5% -5%Cooling Air forcedDegree of protection IP54Weight 210 kgDimensions 599 x 498 x 1498 mm

SChEmATIC DIAGRAm


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.

StatIc coNvErtEr Sm 28LocomotIvES

mAIN PARAmETERS

Input rated voltage DC 570 vOutput voltage range 3AC 400 vOutput frequency range 0 127 hzRated power 70 kvAmaximum power 110 kvAInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP20Weight 37 kgDimensions 370 x 294 x 540 mm

SChEmATIC DIAGRAm

16

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. Suppre-ssion 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.

StatIc coNvErtEr Sm 51LocomotIvES

mAIN PARAmETERS

Input rated voltage DC 570 vInput rated current DC 290 AInvertersOutput rated voltage 2 x 3AC 400 vInverter rated power 2x 50 kWBuck convertersRated voltage 2 x DC 440 vBuck converter power 2x 31 kWGenerallyInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP20Weight 440 kgDimensions 1100 x 480 x 1620 mm

SChEmATIC DIAGRAm

B | ELEctrIc muLtIPLE uNItS

tractIoN coNvErtEr 10NSP/11NSP 22


tractIoN coNvErtEr 1NSP2B/2NSP2B 24


tractIoN coNvErtEr 4mKL/5mKL 26

auXILIarY PowEr uNIt 6mKL/7mKL 27

tractIoN coNvErtEr 1mKL 28


KODA ELECTRIC is designer and manufacturer of propulsion equipment for electric multiple units including static converters used to supply AC loads in EmU vehicles. Propulsion equip-ment 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 tech-nology up to 700 kW.

These units with KODA ELECTRIC equipment provide a new travel comfort on tracks with most recent standards and regulations inclu-ding valid TSI norms.

Thanks to modular solution, the electric equip-ment may be easily adapted to the Operators demands as the electric unit may be delivered as two or three or more cars train-set with sin-gle 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.

Sophisticated control and diagnostic system is using modern control methods. Inverter design is considering the railway signaling systems interference. Two control modes are possi-ble: standard mode via vehicle mvB bus and emergency mode via logical signals direct from drivers cabin. Converter redundancy on vehic-le level assures emergency back-up by second converter rack and leads to detachable bogie supply.

KODA ELECTRIC is able to provide complete solution of traction and auxiliary equipment including command & control system and sys-tem 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, ultracapa-citors, pantographs, ground brushes, lightning arrester, changeover switches, high speed cir-cuit breakers, shore supply, cables, connectors, master controllers, etc. and system project of TCmS control logic.

ELEctrIc muLtIPLE uNItS

22

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 co-nnected 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.

tractIoN coNvErtEr 10NSP/11NSPELEctrIc muLtIPLE uNItS

mAIN PARAmETERS

10NSP-1 11NSP-1Input rated voltage 2 x 2AC 940 v / 50 hz 2 x 2AC 940 v / 50 hzOutput voltage 2 x 3AC 0 - 1130 v 2 x 3AC 0 - 1130 vNominal output phase current 2 x AC 328 A 2 x AC 167 Amaximum output phase current 2 x AC 590 A 2 x AC 280 ARated power 2 x 500 kW 2 x 500 kWOutput frequency 0 - 200 hz 0 - 200 hzPWm frequency 800 hz 800 hzAux. converter output voltage 570 v 570 vAux. converter output current 185 A 185 AInput control voltage 24 vDC +25% -30% 24 vDC +25% -30%Cooling of converters Liquid LiquidCooling of other equipment Air forced Air forcedDegree of protection IP00 IP00Weight 1600 kg 1200 kgDimensions 2100 x 900 x 2220 mm 2100 x 900 x 2000 mm

SChEmATIC DIAGRAm


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-1 13NSP-1Input rated voltage 2 x 2AC 940 v / 50 hz 2 x 2AC 940 v / 50 hz DC 3000 v DC 3000 vOutput voltage 2 x 3AC 0 - 1130 v 2 x 3AC 0 - 1130 vNominal output phase current 2 x AC 328 A 2 x AC 328 Amaximum output phase current 2 x AC 590 A 2 x AC 590 ARated power 1000 kW 1000 kWOutput frequency 0 - 220 hz 0 - 220 hzPWm frequency 800 hz 800 hzAux. AC converter output voltage 570 v 570 vAux. AC converter output current 185 A 185 AAux. DC converter output voltage 570 v 570 vAux. DC converter output current 245 A 245 AInput control voltage 24 vDC +25% -30% 24 vDC +25% -30%Cooling of converters Liquid LiquidCooling of other equipment Air forced Air forcedDegree of protection IP00 IP00Weight 2250 kg 2100 kgDimensions 2250 x 900 x 2220 mm 2650 x 900 x 2000 mm

SChEmATIC DIAGRAm

24

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 ba-sed regulator uses vector control for generating PWm modulation and rectangular wave voltage phase control. Drive control allows regenerative brake as well as rheostatic.

tractIoN coNvErtEr 1NSP2B/2NSP2BELEctrIc muLtIPLE uNItS

mAIN PARAmETERS

1NSP-2b 2NSP-2bInput rated voltage DC 3000 v DC 3000 vOutput voltage 2 x 3AC 0 - 1130 v 2 x 3AC 0 - 1130 vNominal output phase current AC 334 A AC 334 Amaximum output phase current AC 560 A AC 560 ARated power 1000 kW 1000 kWOutput frequency 0 - 200 hz 0 - 200 hzPWm frequency 800 hz 800 hzAux. converter output voltage 540 v Aux. converter output current 240 A Input control voltage 24 vDC +25% -30% 24 vDC +25% -30%Cooling of converters Liquid LiquidCooling of other equipment Air forced Air forcedDegree of protection IP00 IP00Weight 1980 kg 1870 kgDimensions 2600 x 900 x 2618 mm 2000 x 900 x 2115 mm

SChEmATIC DIAGRAm


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

18NSP-1 19NSP-1Input rated voltage 2 x 2AC 940 v / 50 hz 2 x 2AC 940 v / 50 hz DC 3000 v DC 3000 vOutput voltage 2 x 3AC 0 - 1130 v 2 x 3AC 0 - 1130 vNominal output phase current 2 x AC 328 A 2 x AC 328 Amaximum output phase current 2 x AC 590 A 2 x AC 590 ARated power 1000 kW 1000 kWOutput frequency 0 - 220 hz 0 - 220 hzPWm frequency 800 hz 800 hzAux. 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 LiquidCooling of other equipment Air forced Air forcedDegree of protection IP00 IP00Weight 2600 kg 2200 kgDimensions 2250 x 900 x 2150 mm 2650 x 900 x 2000 mm

SChEmATIC DIAGRAm

26

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. Con-verter 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 con-verter 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.

tractIoN coNvErtEr 4mKL/5mKLELEctrIc muLtIPLE uNItS

mAIN PARAmETERS

4MKL-1 5MKL-1Input rated voltage 2 x 2AC 1880 v / 50 hz DC 3000 vInput rated current 2 x 2AC 340 A DC 250 AOutput rated voltage DC 3200 vOutput rated current DC 390 Amaximum output current DC 640 ARated power 1280 kW 2 x 340 kWOutput frequency 0 - 165 hzPWm frequency 450 hz 500 - 800 hzmaximum output voltage 2 x 3AC 2260 vOutput rated current 2 x 3AC 140 AInput control voltage 24 vDC +25% -30% 24 vDC +25% -30%Cooling LiquidCooling of converter LiquidCooling of other equipment Air forcedDegree of protection IP55 IP22 / IP55Weight 1330 kg 1940 kgDimensions 2250 x 1840 x 664 mm 3200 x 1840 x 664 mm

SChEmATIC DIAGRAm


Container 6mKL-1 contains:

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.

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.

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.

auXILIarY PowEr uNIt 6mKL/7mKLELEctrIc muLtIPLE uNItS

The container also contains the necessary components for transducers equipment feature: con-tactors 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 con-tains 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

6mKL 7mKLInput rated voltage DC 600 v DC 600 v 3 AC Voltage Source Inverter Output rated 3AC voltage 2 x 3AC 400 v 1 x 3AC 400 vOutput rated 3AC current 2 x 3AC 105 A 1 x 3AC 105 ARated 3AC power 2 x 50 kW 1 x 50 kWOutput frequency 0 100 hz 0 100 hz1 AC Voltage Source Inverter Output rated 1AC voltage 1 x 1AC 230 v 1 x 1AC 230 vOutput rated 1AC current 1 x 1AC 15 A 1 x 1AC 15 ARated 1AC power 1 x 3,4 kW 1 x 3,4 kWOutput frequency 50 hz 50 hzBattery Charger Output DC voltage 24 vDC +25% -30% 24 vDC +25% -30%Output rated DC current 2 x 170 A 2 x 170 ARated DC power 2 x 5,1 kW 2 x 5,1 kWInput control voltage 24 vDC +25% -30% 24 vDC +25% -30%Cooling Air cooling Air coolingDegree of protection IP55 IP55Weight 394 kg 361 kgDimensions 950 x 2140 x 670 mm 950 x 2140 x 670 mm

SChEmATIC DIAGRAm

28

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 propul-sion 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. micropro-cessor based regulator uses vector control for generating PWm modulation and rectangular wave voltage phase control. Drive control allows regenerative brake as well as rheostatic.

tractIoN coNvErtEr 1mKLELEctrIc muLtIPLE uNItS

mAIN PARAmETERS

Input rated voltage DC 1350 vOutput voltage 2 x 3AC 0 - 950 vNominal output phase current 2 x AC 128 Amaximum output phase current 2 x AC 218 ARated power 1000 kWOutput frequency 0 - 162 hzPWm frequency 800-1000 hzInput control voltage 72vDC +25% -30%Cooling of converters LiquidCooling of other equipment Air forcedDegree of protection IP54 / IP20Weight 645 kgDimensions 2000 x 1500 x 500 mm

SChEmATIC DIAGRAm

C | mEtro coacHES

tractIoN coNvErtEr 2mKm 34




KODA ELECTRIC is designer and manufacturer of propulsion equipment for metro coaches in-cluding 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 inc-luding 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 in-rush current.

The following protection functions are sup-ported by the Propulsion container: protec-tion 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 resi-stors 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 pro-tection against short-circuit to the frame of the container.

The power switches of the container employ the IGBT technology and the container is con-trolled by a microprocessor-based control unit enabling diagnostic and information functions. The control circuit is supplied from the low vol-tage network of the vehicle.

The unit is equipped with Ethernet port for the diagnostic and trouble-shooting purpo-ses. Specially developed diagnostic software running on Windows computer has been de-veloped to handle the diagnostic and informa-tion system of the Propulsion container. The communication with the Command and Cont-rol System (CCS) of the vehicle is provided by Ethernet bus, but can be also mvB or CAN bus if it is required.

mEtro coacHES

34

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 drivers 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 mo-tor car and feeds e.g. the ventilation of the passengers saloon, compressor, cabin air-condition, etc. Each container also includes charger of the traction car battery.

tractIoN coNvErtEr 2mKmmEtro coacHES

mAIN PARAmETERS

General Nominal input voltage 750 v DCmaximal input voltage permanent 975v DCminimal input voltage 500vDCNominal input voltage of control circuits 24 v DC (-30%, +25%)Ambient temperature -40 - +40 Cheight above sea level to 1200 mConverters cooling waterOther components cooling forced airDimensions 1800 x 4090 x 700 mmmaximal dimensions with exhaust and terminals 1810 x 4950 x 700 mmWeight 2500kg 5%Traction converter Rated output phase current 270Amaximal output phase current 450Amaximal frequency of inverter output voltage 150 hzSwitching frequency 2-3 khzAuxiliary converters 1 x inverter 25 kvA, 380 v, 50 hz1 x inverter 15 kvA, 220 v, 50 hz1 x battery chopper 28 v, 170 A

SChEmATIC DIAGRAm


modernized metro train-sets type 81-71m intended for Prague, Czech Republic. The extensive mo-dernization focused on enhanced safety, longer service life, and improved operational efficiency was completely realized by the group of KODA companies.

Traction equipment is designed for the train configuration mC+m+m+m+mC (mC = motor car with drivers cabin, m = motor car). There is one container containing all traction and auxiliary conver-ters 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).


mAIN PARAmETERS

Generally Nominal input voltage 750 v DCmaximal input voltage permanent 975v DCminimal input voltage 500vDCNominal input voltage of control circuits 24 v DC (-30%, +25%)Ambient temperature -25 - +40 Cheight above sea level to 1200 mCooling forced airDimensions 1800 x 3820 x 650 mmmaximal dimensions with exhaust and terminals 1810 x 4550 x 650 mmWeight 1415kg 5%Traction converter Rated output current 330A DCmaximal output current 500A DCRated output current of excitation windings 330 A DCSwitching frequency 2.4 khzAuxiliary converters 1 x inverter 25 kvA, 380 v, 50 hz, 2nd, 4th car1 x battery chopper 28 v, 170 A, 1st, 3rd, 5th car

SChEmATIC DIAGRAm

36

modern metro train-set for 1524 mm gauge intended for the St. Petersburg public transport sys-tem. 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 drivers 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 passengers saloon, compressor, cabin air-condition, etc. Each container also includes charger of the traction car battery.


mAIN PARAmETERS

Generally Nominal input voltage 750 v DCmaximal input voltage permanent 975v DCminimal input voltage 500vDCNominal input voltage of control circuits 24 v DC (-30%, +25%)Ambient temperature -40 - +40 Cheight above sea level to 1400 mConverters cooling waterOther components cooling forced airDegree of protection IP13B / IP54Dimensions 1800 x 3400 x 680 mmmaximal dimensions with exhaust and terminals 1810 x 4250 x 680 mmWeight 2100kg 5%Traction converter Rated output phase current 500Amaximal output phase current 1000Amaximal frequency of inverter output voltage 200 hzSwitching frequency 2-3 khzAuxiliary converters 1 x inverter 50 kvA, 400 v, 50 hz1 x inverter 10 kvA, 400 v, 50 hz1 x battery chopper 28 v, 300 A

SChEmATIC DIAGRAm

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


The term Light Rail vehicle is a large and usua-lly it represents vehicle with one or two drivers cab, of 2025m length with auto-couplers ena-bling multiple operation 35 cars, with high floor, powered with 750vDC from overhead catenary, with maximum speed 80120km/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 equip-ment.

KODA ELECTRIC is designer and manufacturer of equipment for Light Rail vehicles (LRv) such

as:

Propulsion System including

variable voltage variable Frequency (vvvF) traction inverters using state-of-art design of IGBT technology enabling power output range covering LRvs demand. The featu-res such as slip/slide protection or creeping controller, overspeed protection, speed and acceleration controller, thermal and overcu-rrent protection and overvoltage protection is included in traction controller. Usually the configuration of traction motors and con-verters 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.

Traction motors chosen from existing or designed to cover LRvs demand. Usually it is squirrel cage self ventilated machine. Alter-natively it may be different cooling method such as liquid or forced air. And alternatively it may be PmSm type.

Alternatively 4Q Active Rectifiers when ne-cessary when supplied from AC catenary.

Auxiliary Power Supply Units including

Fixed voltage Fixed Frequency static conver-ters using state-of-art design of IGBT tech-nology enabling 1 phase or 3 phase either 3 or 4 wire system of all available conventio-nal voltage and frequencies. The power out-put is designed to cover LRvs demand. The interface with TCmS is available using mvB or CAN 2.0.

Low voltage Power Supply (LvPS) and Batte-ry 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 batte-ry charging method. The dead-battery-start feature may be included. The interface with

TCmS is available using mvB or CAN 2.0.

Train Control and monitoring System (TCmS)

KODA ELECTRIC is able to provide complete solution of traction and auxiliary equipment including command & control system and sys-tem 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, ultracapa-citors, pantographs or 3rd rail shoes, ground brushes, lightning arrester, changeover swit-ches, high speed circuit breakers, shore supply, cables, connectors, master controllers, etc. and system project of TCmS control logic.

LIgHt raILwaY vEHIcLES

42

Traction Converter Tm 1.1 is designed for supplying of two in parallel connected asynchronous mo-tors 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.

tractIoN INvErtEr tm 1.1LIgHt raILwaY vEHIcLES

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.

mAIN PARAmETERS

Input rated voltage 750 v DC, 500 v 900v DCOutput voltage - motor mode 3AC 0 - 525 vOutput voltage - generator mode 3AC 0 - 630 vRated current (inverter) 370 A ACOutput frequency 0 - 200 hzPWm frequency 2,5 khzInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP 55 / IP23mWeight 400 kgDimensions 1640 x 1290 x 500 mm

SChEmATIC DIAGRAm


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, pre-Charging 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.

tractIoN INvErtEr tm 7.1LIgHt raILwaY vEHIcLES

The main communication line on the vehicle is used mvB communication. via mvB communicati-on 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 in-verters and line choke.

The traction inverter is not equipped with braking resistor and any equipment for resistive bra-king or storage of energy from braking. The total brake energy is regenerated back to the power system.

mAIN PARAmETERS

Input rated voltage 750 vDC, 500 950 vDCOutput voltage - motor mode 3AC 0 - 525 vOutput voltage - generator mode 3AC 0 - 625 vRated current AC 370 ARated power 330 kWOutput frequency 0 - 200 hzPWm frequency 2,3 khzInput control voltage 100 vDC +25% -30%Cooling Air forcedWeight 580 kgDimensions 1654 x 1290 x 505 mm

SChEmATIC DIAGRAm

44

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, operators 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 out-put 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.

auXILIarY PowEr SuPPLY uNIt Sm 38LIgHt raILwaY vEHIcLES

The following protection functions are supported by the converter: protection against overhea-ting, 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 converters 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 mea-sured data handed to the CCS of the vehicle.

mAIN PARAmETERS

Input rated voltage DC 750 v, 500 900 vThree-phase output voltage 3AC 400 vThree-phase output power 42.5 kvASingle-phase output voltage 1AC 230 vSingle-phase output power 2.5 kvACharger output voltage DC 27.6 vCharger output current 254 ARated power 330 kWInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP55Weight 390 kgDimensions 1725 x 800 x 500 mm

SChEmATIC DIAGRAm


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:

Three-phase 3x380 v 60 hz AC output with neutral for three-phase and single-phase AC load

100 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 capaci-tors 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.

auXILIarY PowEr SuPPLY uNIt Sm 55LIgHt raILwaY vEHIcLES

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 secti-on (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 represen-ting 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 venti-lator is controlled according to the power of the unit to minimize the generated noise.

mAIN PARAmETERS

Input rated voltage DC 750 v, 500 900 vThree-phase output voltage 3AC 380 v 60hzThree-phase output power 60 kvACharger output voltage DC 100 vCharger output current 100 AInput control voltage DC 100 v +25% -30%Cooling Air-forcedDegree of protection IP55Weight 685 kgDimensions 1654 x 1350 x 504 mm

SChEmATIC DIAGRAm

E | tramS

tractIoN coNvErtEr NSc128 gE01 m 52



tractIoN uNIt tJ 1.1 55









KODA ELECTRIC is designer and manufacturer of equipment for trams such as:


variable voltage variable Frequency (vvvF) traction inverters using state-of-art design of IGBT technology enabling power output range covering trams demand. The featu-res such as slip/slide protection or creeping controller, overspeed protection, speed and acceleration controller, thermal and overcu-rrent protection and overvoltage protection is included in traction controller. Usually the configuration of traction motors and con-verters 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.

Traction motors chosen from existing or de-signed to cover trams demand. Usually it is squirrel cage self ventilated machine. Alter-natively it may be different cooling method such as liquid or forced air. And alternatively it may be PmSm type.

Alternatively 4Q Active Rectifiers when ne-cessary when supplied from AC catenary.


Fixed voltage Fixed Frequency static conver-ters using state-of-art design of IGBT tech-nology enabling 1 phase or 3 phase either 3 or 4 wire system of all available conventio-nal voltage and frequencies. The power out-put is designed to cover trams demand. The interface with TCmS is available using mvB or CAN 2.0.

Low voltage Power Supply (LvPS) and Batte-ry 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 batte-ry charging method. The dead-battery-start feature may be included. The interface with TCmS is available using mvB or CAN 2.0.

Train Control and Monitoring System (TCMS)

KODA ELECTRIC provides complete solution of traction and auxiliary equipment including command & control system and system pro-ject according to Client Requirements. This includes vehicle dynamic parameters calcu-lation, 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 arres-ter, changeover switches, high speed circuit breakers, shore supply, cables, connectors, master controllers, etc. and system project of TCmS control logic.

tramS

52

The Traction Converter NSC128 GE01 m is designed for supplying two traction asynchronous squi-rrel-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 nega-tive 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

tractIoN coNvErtEr NSc128 gE01 mtramS

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 conven-ter.

mAIN PARAmETERS

Input rated voltage 600 v DC (750v DC)Output voltage - motor mode 3AC 0 - 420 vOutput voltage - generator mode 3AC 0 - 720 vRated current 325 A ACOutput frequency 0 - 200 hzPWm frequency 2,5 3 khzInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP 54 / IP 23mWeight 310 kgDimensions 1790 x 1060 x 423 mm

SChEmATIC DIAGRAm


The traction converter NSC128 GE02 m is designed for supplying two traction asynchronous squi-rrel-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 vehic-le through a washing line, for example.


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.



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.

mAIN PARAmETERS

Input rated voltage 600 v DC (750 v DC)Output voltage - motor mode 3AC 0 - 500 vOutput voltage - generator mode 3AC 0 - 720 vRated current 325 A ACOutput frequency 0 - 200 hzPWm frequency 2,5 3 khzInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP 54 / IP 23mWeight 313 kgDimensions 1790 x 1060 x 423 mm

SChEmATIC DIAGRAm

54

The traction converter NSC128 GE03 m is designed for supplying two traction asynchronous squi-rrel-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 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.


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.

mAIN PARAmETERS

Input rated voltage 600 v DC (750 v DC)Output voltage - motor mode 3AC 0 - 500 vOutput voltage - generator mode 3AC 0 - 720 vRated current 325 A ACOutput frequency 0 - 200 hzPWm frequency 2,5 3 khzInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP 54 / IP 23mWeight 310 kgDimensions 1790 x 1060 x 423 mm

SChEmATIC DIAGRAm


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.


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

tractIoN coNvErtEr tJ 1.1tramS

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 overvol-tage 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.

mAIN PARAmETERS

Input rated voltage 600 v DC (750 v DC)Output voltage - motor mode 3AC 0 - 420 vOutput voltage - generator mode 3AC 0 - 500 vRated current (one inverter) 98 A ACOutput frequency 0 - 280 hzPWm frequency 5 khzInput control voltage 24 vDC +25% -30%Cooling Air forcedDegree of protection IP 55 / IP 23mWeight 475 kgDimensions 1610 x 1676 x 496 mm

SChEmATIC DIAGRAm

56

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

StatIc coNvErtEr Sm 28tramS

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 measu-red 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 minu-tes after ceasing of the operation. When starting, the inrush current to the unit is automatically limited by the unit.

mAIN PARAmETERS

Input rated voltage DC 750 v, 525 950 vThree-phase output voltage 3AC 460 v 60 hZThree-phase output power 45 kvAInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP54Weight 292 kgDimensions 1650 x 750 x 348 mm

SChEmATIC DIAGRAm


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 vol-tage of 400 v AC 50 hz as well as a single-phase voltage of 240 v AC 50 hz.


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 connec-ted 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.



There is also a RS232 diagnostic port on the APSU for diagnostic and trouble-shooting purposes.



mAIN PARAmETERS

Input rated voltage DC 750 v (600 v), 400 950 vThree-phase output voltage 3AC 400 v 50 hZThree-phase output power- first section 5 kvAThree-phase output power-second section 5 kvASingle-phase output voltage 1AC 230 vSingle-phase output power 2.5 kvAInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP54Weight 171 kgDimensions 1550 x 700 x 427 mm

SChEmATIC DIAGRAm

58

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.


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 connec-ted 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 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.



mAIN PARAmETERS

Input rated voltage DC 750 v (600 v), 400 950 vThree-phase output voltage 3AC 400 v 50 hZThree-phase output power- first section 5 kvAThree-phase output power-second section 5 kvAInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP54Weight 171 kgDimensions 1550 x 700 x 427 mm

SChEmATIC DIAGRAm


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 volt-age 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 ven-tilator 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.

BattErY cHargEr Sm 33tramS

mAIN PARAmETERS

Input rated voltage DC 750 v (600 v), 400 950 vOutput voltage of the main output DC 28 vOutput current of the main output 250 AOutput voltage of the output for lighting of the vehicle DC 24 AOutput current of the output for lighting of the vehicle 50 ABattery 24 v, 220 AhInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP54Weight 380 kgDimensions 1550 x 800 x 500 mm

SChEmATIC DIAGRAm

60

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 volt-age 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

BattErY cHargEr Sm 34tramS

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 mecha-nical 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 in-verters 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.

mAIN PARAmETERS

Input rated voltage DC 750 v, 500 950 vOutput voltage of the main output DC 28 vOutput current of the main output 250 AOutput voltage of the output for lighting of the vehicle DC 24 AOutput current of the output for lighting of the vehicle 50 ABattery 24 v, 230 AhInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP54Weight 350 kgDimensions 1550 x 800 x 427 mm

SChEmATIC DIAGRAm


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 de-sign. 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.

Both outputs of the two section of the converter are equipped with sinusoidal filters.



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.


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.

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 vThree-phase output voltage 3AC 400 v 50 hZThree-phase output power- first section 14 kvAThree-phase output power-second section 14 kvASingle-phase output voltage 1AC 230 vSingle-phase output power 2.5 kvAInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP55Weight 386 kgDimensions 1560 x 1450 x 478 mm

SChEmATIC DIAGRAm

62

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) nomi-nal 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 mecha-nical 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 in-verters 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.

mAIN PARAmETERS

Input rated voltage DC 750 v, 500 950 vOutput voltage of the main output DC 28 vOutput current of the main output 250 AOutput voltage of the output for lighting of the vehicle DC 24 AOutput current of the output for lighting of the vehicle 50 ABattery 24 v, 230 AhInput control voltage DC 24 v +25% -30%Cooling Air-forcedDegree of protection IP54Weight 350 kgDimensions 1550 x 800 x 427 mm

SChEmATIC DIAGRAm

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


KODA ELECTRIC is designer and manufacturer of roof units for trolleybuses and hybridbuses such as:


variable voltage variable Frequency (vvvF) traction inverters using state-of-art design of IGBT technology enabling power out-put 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 for-ced air, alternatively liquid cooling may be applied. The interface with TCmS is available using CAN 2.0.

Traction motors chosen from existing or designed to cover trolleybuses demand. Usually it is squirrel cage forced air ventila-ted machine. Alternatively it may be diffe-rent cooling method such as liquid or forced air. And alternatively it may be PmSm type.


Fixed voltage Fixed Frequency static conver-ters using state-of-art design of IGBT tech-nology enabling 1 phase or 3 phase either 3 or 4 wire system of all available conven-tional voltage and frequencies. The power output is designed to cover trolleybuses de-mand. The interface with vehicle computer is available using CAN 2.0.

Low voltage Power Supply (LvPS) and Batte-ry 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 batte-ry charging method. The dead-battery-start feature may be included. The interface with vehicle computer is available using CAN 2.0.

Trolleybus Control and Monitoring System (TCMS)

KODA ELECTRIC provides complete solution of traction and auxiliary equipment including command & control system and system pro-ject according to Client Requirements. This inc-ludes 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, ultracapaci-tors, current collectors lightning arrester, high speed circuit breakers, shore supply, cables, connectors, master controllers, etc. and system project of TCmS control logic.

troLLEYBuSES

68

The rear roof unit RRU1.1 with FB1.1 and mB1.1 create together the propulsion equipment of tro-lleybus DmA Boston. Two traction inverters supply two traction asynchronous squirrel-cage mo-tors. 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.

roof uNIt DmatroLLEYBuSES

The front rack also contains communication circuits, drive management electronic control unit (thereinafter Dm ECU) and part of insu

PRODUCT CATALOG 2012 | TRACTION ELECTRIC

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