Re: Millenium Train Update

["Adam Dunning" <adamdunning@start.com.au>]

The conversion of DC power to AC raises the questions:

Are they dual or singal voltage (ie can they run on the 1.5kV DC and 25kV AC
(if that ever happens))?
Can they be converted to dual voltage or full AC latter in their lives
(again, if 25kV AC ever happens)?

Adam

"Tezza" <tezza2000@dingoblue.net.au> wrote in message
3af552b6$0$25500$7f31c96c@news01.syd.optusnet.com.au">news:3af552b6$0$25500$7f31c96c@news01.syd.optusnet.com.au...
> From April Issue StateRail Train Crewing "Crew News"
>
>
> Like the current Tangara fleet the Millennium Train will be a "Trailer -
> Motor - Motor - Trailer" four car combination, with a chopper system
> powering the 226 kW traction motors on the motor cars.
>
> However unlike our current stock the new train will be powered by an AC
> traction package.
>
> This change of package makes little difference to the operation of the
> train, nevertheless there are significant differences in the
technicalities
> of the train. Whereas the rest of our electric fleet is powered by
> Mitsubishi traction systems, this train will contain Alstom equipment that
> is of the same design as that used across many rail systems in Europe, the
> UK and some passenger rolling stock in the US.
>
>
> The AC power is converted from the 1500 volt DC overhead supply via the
roof
> mounted inverter unit in each motor car and power the four, three phase AC
> induction motors. The power transistor inverters are able to  provide a
> faster smoother response to the driver's commands.
>
> In braking the traction system controls the braking effort through
> regenerative braking, resistor braking or a combination of both, as well
as
> blending the electric brake with the pneumatic brakes to give a controlled
> deceleration under all conditions.
>
> The use of microprocessor control of the main inverters gives the
operating
> system the ability to detect and control adverse or fault conditions.
> Single, repeated pan bounce or heavy changes in overhead supply will be
> detected within the operating system and the traction power returned to
> normal quickly and smoothly. Wheel slip can be controlled to give only
> minimal reduction in power until the slip is corrected; in most cases the
> reduction should be so minor that it will be invisible. Even the loss of a
> traction package can be compensated by the other units and provides
> Millennium Train with full speed running under fault conditions.
>
> Alstom are building the traction systems in France and are currently
testing
> our equipment in preparation for its shipment and installation in
Australia.
>
> At this time the fitout is confined to the "behind the scenes" structures,
> cabling and piping, therefore the cars still resemble steel boxes with
> windows and are yet to take on the cosmetics that will be Millennium
Train.
>
> The crew compartment of the Millennium Train has been designed to best fit
> the operating needs of State Rail's drivers and guards. Like the Tangara
the
> compartment is a single cab across the width of the car end and houses the
> electrical lockers as well as driver's and guard's operating stations.
>
> The driver's station is a wrap around desk that contains all of the
> operational features for the control of the train; the design gives the
desk
> more room to display the various controls at the driver's hands. Directly
in
> front of the driver and the main feature of the desk are the two touch
> screen Train Operating System (TOS) display units, while at the driver's
> left hand is the Single Power / Brake Controller.
>
> The TOS screens will display the driver's instrumentation and gauges as
well
> as the train operation and equipment status. The Power / Brake controller
> has a central "Off" position, with a forward movement providing "Minimum"
to
> "Maximum" braking control and moving it fully forward will give the
> "Emergency" brake position. If the handle is moved back from the "Off"
> position it will give firstly the "Shunt" powering  position and if
> continued to be moved towards the driver will give "Minimum" to "Maximum"
> powering positions. Incorporated in the Power / Brake controller panel is
> the reverser handle, which selects "Isolate", "Reverse", "Off" or
"Reverse"
> and the Master Key (butterfly) Switch, to enable the controls.
>
> Also in the front portion of the desk are the control switches for remote
> coupling and trip operation, pantograph and wiper controls, the fog and
> headlight switches, the bell and vigilance buttons, the horn and the
> communications panel. The driver has an adjustable footrest which
> incorporates the deadman pedal.
>
> On the driver's left the desk accommodates a kettle, commercial radio,
power
> point, train radio and a control panel for cab, step, saloon, marker and
> timetable lights, the crew heaters and demisters, the crew cab door
controls
> and the park brake controls.
>
> Unlike other trains the guard's station incorporates a guard's desk on the
> right side of the cab. This desk also contains a touch screen TOS for the
> control of the Digital Voice Announcements (DVA) and internal passenger
> information displays. The desk also houses the guard's key  switch, cab,
> timetable and step light switches, the heater controls, bell button and an
> emergency switch.
>
> Further guard controls are beside each of the cab doors where a panel
houses
> the doo? and DVA controls as well as the communications handset. In a
change
> from the current stock the door control indicators are mounted at the side
> of the doorway. These along with the internal handrails have been
installed
> to provide a safer and more comfortable operation for the guard.
>
> On the rear wall of the cab are the passenger surveillance monitors,
giving
> the guard greater watch over the passenger areas of the train.
>
> As with other trains there is access from the cab to the vestibule but
> contrasting with other trains the cab side doors are electrically operated
> plug doors. The plug doors are operated by the operation of the bi-lock
key
> from ground or station level. The front of the cab contains the emergency
> detrainment door and ramp, which can be deployed to "give fast egress to
the
> tracks from the end of a Millennium Train.
>
> The design of the Millennium Train crew cab has been through constant
review
> by drivers and guards representatives, design engineers and ergonomists to
> ensure the cab delivers a work area that is consistent with today's
> operational requirements. The cab mock-ups were used to materialise the
> design ideas in a form that could be seen and tested as part of this
> decision making process. Many designs were examined, rejected and modified
> before the final layouts were agreed and are now being manufactured for
> fitment to the first cars.
>
>
>
>
>
> --
> http://www.tsc2000.com/?TH0097WINLOTTO
>
>