Syntegra
Syntegra is a system developed by Siemens AG system for rail transport technology, in which the suspension, drive and braking technology has been merged into a mechatronic system.
- 3.1 State of the art
- 3.2 Syntegra bogie
- 4.1 state of the art
- 4.2 Syntegra brake concept
Introduction
The drive units, suspension and brake equipment on railway vehicles with conventional technology are matched, but basically independent components. Together they form a motor bogie or generally a motor bogie.
To be more precise on the other hand is a complete integration of the traction of the wheel and the brake system. Here, the conventional mechanically very complex traction drive and the conventional brake unit is replaced and modified the chassis concept completely.
Direct drive
The Syntegra system uses a three- phase synchronous motor with permanent magnets instead of a mechanically complex conventional traction drive with gear stage. This new engine has already been tested on the example of a drive for full paths.
State of the art
Characteristic of many metro and subway cars with underfloor traction equipment is a drive system consists of a voltage- traction converter. This feeds two or four electrically connected in parallel asynchronous traction motors. Such a drive can be in contrast to the permanent- magnet synchronous motor alone does not produce sufficiently high torque. Therefore, a gearbox is necessary for the translation of the driving motor torque. This in turn causes investment costs, energy loss, noise and maintenance.
Common are two versions of the gear-based drive system. First, the semi- cushioned cross drive with an axle-mounted gearbox and a suspended in the chassis, fully cushioned traction motor. In conventional systems, the torque has to be transmitted over a short oil-lubricated cardanic toothed coupling to compensate the movement.
Syntegra drive system
The gearless drive is fully enclosed. However, the engine of the Syntegra drive system is running high pole, because the bore volume of an electrical machine decisively determined the usable torque. A high number of poles leads for induction motors at low power factors and low efficiencies. Therefore, a direct drive only on the basis of permanent- excited machines (PM ) seems sensible feasible. For the given order a wheelset tubular space in a building more classic PM synchronous machine with radial flow arrangement and three-phase winding is ideal. A key innovation in the framework is the summary of wheelset and traction motor bearing to a common main storage.
Synchronous drives are basically designed as Einzelachsantriebe. This brings Einzelachsantrieb system-level advantages over the group drive with it. Thus, the wheel diameter in re-profiling is freely selectable and there are higher drive redundancies and a simpler failure concept.
Landing gear
State of the art
In drive chassis with rigid frame structures as they occur in numerous trains today, there are traction drive and mechanical friction brake.
Thus, the braking and driving forces as well as wheel - makers are absorbed by the chassis frame and transmitted to the car body, for example, in conventional suspensions. Under such given technical and economic constraints modern train traction are considered optimized.
Syntegra bogie
In contrast to today's landing gear is the direct drive integral part of the Syntegra chassis. Here, the articulation of the suspension takes place directly from the drive motor housing to the car body. Thus, the chassis frame is free of traction forces. Characterized the resulting symmetrical load on the drive motors permits optimal utilization of installed traction. Additionally, you experience despite the short Radsatzstandes at Syntegra only small Radsatzentlastungen that would increase sharply with conventional landing gear. The Syntegra bogie frame of issued at InnoTrans 2006 at RWTH Aachen 2007 prototype consists of a crossbeam and two hinged side rails. Here, all horizontal executives, connections of dampers and stabilizers are taken over by the crossmember. Finally, only the vehicle mass distributed only via the two longitudinal beams, comparable to a beam balance on the primary feathers. Therefore, the stiffness of the primary suspension has almost no influence on safety against derailment. In addition, the new wheel sets are stored internally caused by the integration of the traction motor and wheel set bearings to a common stock. These can be lubricated easily for maintenance. One advantage of the new system is to reduce the load on the axle. In contrast to external storage, the horizontal transverse forces acting on the wheel for indoor storage, contrary to the vertical bearing forces.
The total length of the exhibited prototype is about 2400 mm, the air spring top edge is between 700 and 800 mm high and the wheel base is 1600 mm. The wheel diameter of the prototype chassis is 690/630 mm with an axle load of 14 t.
Brake technology
State of the art
BACKGROUND ART In underground vehicles is the use of two largely independent braking systems. " Great independence " because the braking torques generated two systems meet at the axle. Therefore both the axles and the wheels are common components of the braking systems.
The electrodynamic (ED ) Brake is for operational braking and the full electro-pneumatic (EP) friction brake is common for default and emergency braking. ED regenerative braking are performed with feedback into the line supply or braking unit cycles on a braking resistor. Common technique for stopping stunts is the blending, the replacement of the ED brake by the mechanical brake in the lowest speed range.
The mechanical brake is today made up predominantly as a compressed air- based disc brake. The system is due to the variety of its components very complex. Functionalities, such as the anti-slip must be provided on both electrical (ED ) and on the mechanical side (EP). By using as emergency and safety brake consist high demands on the availability and the reliability of the system.
Syntegra brake concept
In contrast, to use on Syntegra the possibility of only a mechanical brake actuator force with significantly reduced as a holding brake on the platform, as Abstellbremse in the depot, and assist with safety braking.
The permanent-magnet synchronous machine produces an inherent braking torque (inherent electro-dynamic brake, IED) with appropriate wiring. This physical property enables a reliable braking to a stop. There is the IED from an additional brake contactor and an additional brake resistor. It is advantageous to shorten the response time of triggering availability to the maximum torque. Due to the principle that IED braking system is gleitgeschützt. This effect results from the physical properties of the permanent- magnet synchronous machine.
Benefits
In a comparison with a conventional suspension the same drive power and driving force of a mass advantage of Syntegra prototype reveals. The aim is that with a projected axle load of 14 t the state of the art to 1000 kg undercut. Since, however, are intended for mass reduction further measures, the weight advantage is supposed to increase to almost 30 %.
Due to the reduction of the absolute mass of the rotating mass and the higher driving efficiency, the energy consumption of the chassis is reduced by up to 20%.
The Life Cycle Costs (LCC ) are to be reduced by a lower energy consumption and lower maintenance costs. Low noise emissions from the power system can be achieved by the elimination of the driving motor fan and the transmission, due to the lower engine speed and the higher inductance of the driving motor.
In addition, the fully enclosed drive has no clutch, no gearbox and no full-fledged mechanical brake. At the same time a higher safety and better driving characteristics will be achieved through an articulated chassis frame.
Prototype vehicle
Syntegra is built as a prototype in a Metro vehicle. In the first step, the system was tested in Wegberg -Wildenrath.
The Wegberg -Wildenrath is a test track for railway vehicles. Almost all operating conditions experienced by a rail vehicle normally use, can be simulated here. In the second step, the approval of the vehicle for passenger carried.
Currently, the Syntegra technology is used in regular passenger service in the Munich subway. The prototype vehicle of the series B ( train No. 498, Syntegra technology only in the carriage 7498 ) went on 12 August 2008 for the first time in the regular Munich subway traffic and is recognized by the Siemens advertising.