THE RAIL INDUSTRY SPECIAL FOCUS On track for success
An integrated approach to supply chain networks as well a concerted effort to increase collaboration and engagement with the engineers of tomorrow, is all that’s required to bring the UK up-to-speed in the innovation of railway components. Steve Hughes, managing director of REO (UK), explains
The rail sector has seen many regulations, including EN 45545,
EN 60310 and EN 15085. These seek to address areas such as design analysis, materials selection, component
performance, assembly and arrangement, as well as quality control and fire safety
Furthermore, older diesel powered A
ccording to figures from the Department for Transport, in 2013 UK
rail passengers made 1.5 billion journeys, travelling some 36 billion miles. However, the infrastructure is ageing; and modern, electric multiple-unit (EMU) trains, capable of 145mph, are being limited to 125mph due to track limitations. If the UK is to keep pace with the innovation being undertaken in places such as China and Europe, development in a few key areas is required. From safety, manufacturing processes and certification, to advanced analytical design methods and improved collaboration with education and research institutions, rail has a long way to go. Challenges, however, prevent
significant innovation. The first is the UK’s environment and climate, which can put strain on both the train and any equipment – ranging from prolonged exposure to moisture to enduring constant high-speed shocks and vibrations. The second challenge is equipment; the environmental challenges have spawned numerous industry regulations for the development and innovation of equipment and components used in trains. These standards have attempted to increase safety and spur OEMs into producing higher quality components by benchmarking against industry norms. The rail sector has seen many
regulations, including EN 45545, EN 60310 and EN 15085. These seek to address areas such as design analysis, materials selection, component performance, assembly and arrangement, as well as quality control and fire safety. In addition to this, organisations such as the International Railway Industry Standard (IRIS), offer certification to not only REO, but over 90 companies worldwide.
locomotion has been replaced with modern electric multiple unit (EMU) technology, which allows the self- propulsion of each carriage. This was achieved through the electrification of Britain’s mainline network and is implemented through either a pantograph on an overhead line, or an electrified third rail on the track. The mains AC power supply is then converted with an onboard traction transformer to provide each carriage with power. Electric-powered trains offer fast acceleration, pollution- free operation, are quieter, and offer better energy efficiency and reliability. However, these benefits come at a price. Apart from capital investment and maintenance, it can become difficult to provide a high-quality, continuous, mains power-supply to the network. Power quality is one of the significant
barriers to innovation. Bringing together a network of high-power equipment in such a confined space leads to issues such as electromagnetic interference, harmonic currents, telecommunication issues, flicker and heat.
FACING THE CHALLENGES Britain benefits from the standardised legislation and business synergies facilitated by the Single European Market; and trade associations such as GAMBICA and Power Electronics UK bring together OEMs, research bodies and legal campaigners to facilitate innovation through market information, data analysis and cross-industry collaboration. REO’s experience of building specialised
components for the rail industry has taught us a few key lessons, including that a responsive and integrated supply chain is vital. And, too often, a lack of effective customer consultation leads to solutions unfit for purpose. Key here is to breakdown the requirements-capture phase based on core criteria; including safety, weight, space, cost and materials selection; and prioritise ingress protection. Analysis of the required material properties helps minimise costs, whilst maintaining performance and size/weight constraints. Inductors, transformers and
/ DESIGNSOLUTIONS
winding materials have traditionally been available in aluminium, copper and iron. However, recent materials research has made the use of carbon fibre-reinforced plastics as well as amorphous and nanocrystalline alloys possible, which offer superior magnetic properties. Once a design has been finalised and the best use of materials considered, analysis is possible. Finite Element Method (FEM) shortens product development lifecycles; and once completed a real prototype is produced, undergoing destructive testing such as fire safety, shock and vibration, electrical performance, tolerance-limit and EMC testing. Having perfected this system, we have been able to produce a higher quality range of components – such as REOLAB 420, a high voltage direct current (HVDC) power supply used primarily for testing in railway engineering.
INTRODUCING REOLAB 420 The REOLAB 420 is a three phase DC high voltage power supply. Ideal for use as an auxiliary supply, it is used for the development and testing of frequency converters in railway applications. Input voltage for the unit is 3 x 400V
line to line or 3 x 230V line to neutral, with an output voltage from true zero to 12,000 VDC. Output current is 2 x 20 - 300A and output power is 100kW - 800kW as standard. Vector groups include Delta/Star/star/2 x B6U with a frequency range of 50/60Hz. The REOLAB 420 complies with EC
directive EN 61558-2-14 for power supplies with variable transformers. This offers an emergency-off circuit with external inputs and outputs as double- pole potential-free contacts for emergency-off circuits and safety circuits. Being free of electromagnetic
interference and maintaining a constant residual ripple over the entire adjustment range of the DC output, the REOLAB 420 provides a control error of as little as 1%. The output current is protected against short-circuit and overload and has been doubled at half the DC voltage selectable. Additional control of the supplementary equipment is attained by a 19” control unit. Warning lights and additional connections for external warning systems increase unit safety. The REOLAB 420 has the ability to
provide fast regulation of voltage variations and includes a built in discharge circuit for the intermediate-circuit capacitor. This is further enhanced using an earth trip with a compressed-air drive to short out and earth the DC output.
REO (UK) T: 01588 673411
www.reo.co.uk
Enter 232 DESIGN SOLUTIONS | MAY 2015 37
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