Providing the missing piece
in the railway industry.
Low-frequency main transformer (LFT)
1 M 3 3
Main converter DC link
Traction motor
Innovative trains AC catenary 15kV, 16.7Hz/25kV, 50Hz
Rail (earth) DV
Engines of the world get ready to handle all DC network voltages with the first Class 0.5R accuracy DV transducer. It’s compact, improved
For
it’s precise and it’s got insulation.
better
protection and performance there’s only one transducer that combines approved technology with innovation.
Half the size, half the weight Economical – 5 times less consumption
Adaptation – 750, 1500, 3000 & 4200 V Accuracy Good bandwidth – short response time Reliability Very good insulation Developed according to IRIS standard
dc was the most common power supply. As it was unfeasible at the time to step down dc voltages onboard the train, transmission between the substation and the train had to be set at between 750V and 3kV so that it could be fed directly to the traction motors. This had a major disadvantage in that the low voltage caused high conduction losses in the overhead line. Later, single-phase ac electrification at 15kV 16.7Hz and 25kV 50Hz was introduced which reduced transmission losses, but with a penalty: the large and heavy transformers that had to be carried on the train. For historical reasons, railways today use a multitude of different electrification systems, often based on what was state-of-the-art
AC catenary 15kV, 16.7Hz/25kV, 50Hz
www.lem.com At the heart of power electronics.
1 M 3 3 HV DC link
Medium- frequency transformer (MFT)
Figure 1
when electrification first began in a particular country or area.
On locomotive-hauled trains, a heavy transformer is not necessarily a disadvantage as it contributes to adhesion. The maximum force that the locomotive can apply to haul a train without losing adhesion on the rails is limited by the weight of the locomotive. In modern passenger trains, however,
there is a trend towards multiple-units with distributed traction. With a higher number of powered axles, adhesion is no longer a limiting factor for acceleration, but the weight and size of the transformer remain a major constraint for train designers. An ideal train would combine the low weight and small equipment footprint of dc
Traction motor LV DC link
Rail (earth) 70
Figure 2 IRJ September 2012
Innotrans Hall 11.1 Stand 310
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