AC-DC EMU Maintenance Manual (Siemens) PDF

CAMTECH/E/13-14/MM AC-DC EMU/1.0 1 CHAPTER 7 CONTROL SYSTEM (SIBAS 32) The main components of control system (SIBAS 32) are as under: i. CCU (...

CAMTECH/E/13-14/MM AC-DC EMU/1.0 1 CHAPTER 7 CONTROL SYSTEM (SIBAS 32) The main components of control system (SIBAS 32) are as under: i. CCU (Central Control Unit) ii. TCU (Traction Control Unit) iii. BCU (Brake Control Unit) iv. MMI (Man Machine Interface) v. MVB (Multi Vehicle Bus) vi. SKS (SIBAS Klip Station) 7.1 CONTROL TECHNOLOGY The control technology was designed redundantly for this vehicle. At the heart of each train, there are two central control units called CCU. These are located in the driver's cab. Apart from the control of the entire train, the CCU also controls the display. The vehicles of one unit and the units themselves are connected to each other via an MVB (Multi Vehicle Bus). The MVB is designed redundantly with line A and line B. If the MVB is not available despite of this fallback, the vehicle can be operated in degraded operation via the rescue drive mode (RDM). This function is only used for clearing the track. In this operating mode, the display is switched off and the auxiliary tell-tale lamps are switched on. All switches, buttons and consumers which are controlled via the control technology are connected to a KLIP station. The KLIP stations are distributed Input/ Output stations for the CCU. They are used to significantly reduce the length of the control lines to the CCU. 7.2 TRACTION CONTROLS This vehicle is a three-phase vehicle which is controlled via a TCU. The TCU processes the propulsion and braking commands (electronic brake) and transmits this information to the current converter. If there is a TCU failure, the unit in question can no longer operate autonomously. This does not pose a risk if the unit is part of a train, as there may be at least one basic unit failure per train. Maintenance Manual for AC-DC EMU (Siemens) Chapter 7 2 CAMTECH/E/13-14/MM AC-DC EMU/1.0 Figure 8.1: Overview of control technology / MVB bus Chapter 7 Maintenance Manual for AC DC EMU (Siemens) CAMTECH/E/13-14/MM AC-DC EMU/1.0 3 7.3 BRAKE CONTROL All parts which affect the brake directly, except for the driver's automatic brake valve in the driver's cab, are connected to the MVB bus. The brake commands from the joystick/brake lever are thus transmitted to the CCU. The CCU calculates the brake forces for the EP and the ED brake and transmits the value to the BCUs and TCUs. The EP unit converts the brake value generated by the current into compressed air. A pneumatic WSP (Wheel Slip Protection) is not available in this vehicle (sliding/skidding protection is only available for the driven axles in the motor car). This means that the driver must brake earlier if the rails are slippery in order to avoid wheel flats. In the case of a brake malfunction, the driver can always stop the train by moving the joystick/brake lever into the emergency brake application position. Furthermore, the function of the driver's automatic brake valve can be used as a fallback at any time. If there is BCU failure or defect, the TCU takes over all of the functions. 7.4 AUTOMATIC VIGILANCE DEVICE The automatic vigilance device has been implemented via the master controller. If the driver releases the vigilance monitoring button during the journey, the brakes are applied automatically and the power of the train is switched off. This only happens during the journey. If the speed is below 5km/h, this function is disabled. In rescue drive mode, the automatic application of the brakes is immediately initiated even if the vigilance monitoring switch is not actuated and if the speed is below 5km/h. 7.5 DISPLAY SUPPORT The MMI (Man-Machine Interface) is installed in the driver's cab in the DTC and informs the driver of the current state of all important functions in the train. The states of a function are indicated to the driver by means of coloured icons. The driver can detect faults at one glance. The display assists the driver during the subsequent error detection. For information on further actions, the driver can call up the corresponding remedy for the error message. Maintenance Manual for AC-DC EMU (Siemens) Chapter 7 4 CAMTECH/E/13-14/MM AC-DC EMU/1.0 7.5.1 General View of MMI (Man-Machine Interface) Figure 8.2: Man Machine Interface (General View) 1 Display ON / OFF 2 Not Connected 3 Legends of Symbols (Meaning) 4 Event Overview 5 Trouble Shooting Guidelines for Motorman 6 Not Connected 7 Brightness Control Dialog 8 Not Connected 9 Not Connected 10 Clear 11 Cursor Up 12 Cursor Down 13 Curser Left 14 Curser Right 15 Enter 16 to 25 Soft keys 0 to 9 Chapter 7 Maintenance Manual for AC DC EMU (Siemens) CAMTECH/E/13-14/MM AC-DC EMU/1.0 5 7.5.2 Different MMI Screens. A. Top level screen Figure 8.3: Top level screen 1 Train No. Not commissioned 2 Screen designation 3 Date 4 Time 5 Main screen 6 Massage text 7 Short massage 8 Soft keys 9 Short massage B. Unit Screen Figure 8.4: Unit Screen Maintenance Manual for AC-DC EMU (Siemens) Chapter 7 6 CAMTECH/E/13-14/MM AC-DC EMU/1.0 C. Driver / Brake Screen showing percentage traction / Braking Figure 8.5: Driver / Brake Screen showing percentage traction / Braking D. Legend of Indications (By pressing ‘i’) Figure 8.6: Legend of Indications (By pressing ‘i’) Chapter 7 Maintenance Manual for AC DC EMU (Siemens) CAMTECH/E/13-14/MM AC-DC EMU/1.0 7 E. Legend of Indications (By pressing ‘i’ & 2) Figure 8.7: Legend of Indications (By pressing ‘i’ & 2) Maintenance Manual for AC-DC EMU (Siemens) Chapter 7 8 CAMTECH/E/13-14/MM AC-DC EMU/1.0 F. Legend of Indications (By pressing ‘i’ & 3) Figure 8.8: Legend of Indications (By pressing ‘i’ & 3) Chapter 7 Maintenance Manual for AC DC EMU (Siemens) CAMTECH/E/13-14/MM AC-DC EMU/1.0 9 G. Legend of Indications (By pressing ‘i’ & 4) Figure 8.9: Legend of Indications (By pressing ‘i’ & 4) 7.6 MAIN TASKS OF THE TCU The Train Control Unit (TCU) of the SIBAS 32 S system is used for processing, evaluating, storing and transferring data and signals in electric rail vehicles. The main tasks of the TCU for the EMU are listed as follows:  Data exchange via the MVB-Communication Module with the other Basic Units of the train set.  Data exchange via the MVB with ACU, BCU, KLIP etc. of the own 3-car-basic-unit  Control of power switches  Control of the defined tractive and regenerative braking effort  Generation of control signals for the traction converters  Monitoring (power switches, current, voltage, temperatures etc.)  Diagnostics These tasks are fulfilled by TCU via hardware and software components inside the TCU. Maintenance Manual for AC-DC EMU (Siemens) Chapter 7 10 CAMTECH/E/13-14/MM AC-DC EMU/1.0 7.6.1 Internal Structure and Method of Operation of the TCU The TCU consists of a combination of electronic devices in a forced-air cooled rack. The connection to the vehicle environment is implemented by front plugs. The TCU SIBAS 32 S of the EMU vehicle consists of a Central Processing Unit (CPU) and three lower-level sub-computers (signal processors). The CPU fulfils the Higher-level Traction Functions. The three signal processors implement the Control of the traction converters itself. There are two signal processors for the two Pulse Width Modulated Inverters (PWMI) and one signal processor for the two Four Quadrant Choppers (4QC). 7.6.2 MVB-Communication With the help of the MVB-Communication Module (located on the CPU-card) the CPU exchanges relevant signals with the other MVB stations of the own Basic Unit (like BCU, ACU, KLIP, etc.). Also the communication with the other 3-car units in the train set is realized with the MVB-Communication Module. 7.6.3 Higher-level Traction Functions The central processing unit (CPU) also controls the higher-level functions of the traction system. In response to the driver’s controls (e.g. driving set point) the CPU determines the required power flows and thus generates set points for the two 4QC (not operated in DC-mode) and the two PWMIs. The CPU enables closure of the main circuit breakers and controls the state of various internal breakers and also wired train lines. Therefore the CPU is able to input and output binary Signals via the internal bus with the help of Binary Input/ Output Devices. The CPU provides monitoring and protection functions to detect faults in the system. When a fault is detected appropriate action is taken to ensure the system remains safe and to limit consequential damage. Diagnostic information is provided to the train driver and to maintenance staff. With the help of a Service PC and a special software tool (SIBAS Customer Monitor) the diagnostic information of the TCU diagnosis memory can be read out and further maintenance tasks can be fulfilled. 7.6.4 Control of the traction converters Each of the signal processors implements the software control algorithm required to generate the power semiconductor firing pulses in response to the set point values from the central processing unit. Because the signal processors perform all time-critical functions of the traction closed-loop control and converter open loop control, the CPU is relieved of computationally intensive tasks. Each of the signal processors interacts with special interface devices e.g. in order to actuate the power semiconductors and to read in actual drive values like voltages, currents, temperatures etc. Chapter 7 Maintenance Manual for AC DC EMU (Siemens) CAMTECH/E/13-14/MM AC-DC EMU/1.0 11 7.7 SIBAS 32 SYSTEM (SIEMENS RAILWAY AUTOMATION SYSTEM WITH 32 BIT MICRO- PROCESSOR) The SIBAS 32 system (Siemens Railway Automation System with 32 bit microprocessor) is employed for modulating and logic control functions in mass transit rolling stock such as light rail vehicles (trams), underground railways, suburban rapid transit vehicles and trolley buses, as well as in long-distance vehicles, for example, high- performance locomotives, high-speed trains diesel-electric locomotives. The system controls, monitors and protects the vehicle drive in the area of the converter equipment and performs the information processing in a control level embracing the whole vehicle as the central control unit. The recording and control of digital and analog process signals "locally" at the vehicle control is realized using SIBAS-KLIP. SIBAS-KLIP comes from the German for "intelligent terminal for peripheral interfacing". The peripheral signals in the vehicle are hereby connected to the I/O module of the SIBAS-KLIP substation (SKS) by means of front connectors and are connected to the multifunction vehicle bus (MVB) through the AS 318 MVB interface via the vehicle control. 7.7.1 View of a SIBAS-KLIP substation The following picture shows two SIBAS-KLIP substations arranged above one another: Maintenance Manual for AC-DC EMU (Siemens) Chapter 7