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FIAT.SIG Schienenfahrzeuge AG Pantograph for Tilting Trains 1 o f 5 Richard Schneider, Neuhausen

Introduction Tilting trains are becoming more and more standard in the world and specially in Europe, where over 13 countries have tilting trains already in service or are within the introduction phase. Out of Europe, only three countries on three other continents use tilting trains. The pioneers in active tilting trains have been Fiat in Italy with the ,,Pendolino", running in service since 1988 and the Japanese JR Central with ,,Series 381"since 1973; the very first application however was the ,,Talgo" in Spain, a passive tilting system developed since 1943. Together with this penetration of tilting trains, the requirements raise and the market asks for more powerful, and more passenger friendly solutions. In this respect, the current collection with tilting EMU'S becomes a critical task, as the customers marketing people do not accept anymore neither infringement of the passenger area nor any reduction of passenger seats due to the tilting system of the pantograph. From the technical side, the geometric conditions of the catanery, the gauge and the pantograph do not allow larger deflections due to the higher cant deficiencies. Therefore, the roll effect of the suspension must be compensated by a sophisticated design.

This paper presents the first series solution of FIAT-SIG's pantograph tilting device, currently under type testing on the ICN preseries train and foreseen for Virgin's WCML.

Tilting Train The suspension design of a tilting vehicle is defined by the following physical requirements and boundary

coditions: 0 ride and safety against derailement do require a suspension as soft as possible 0 tilting comfort and gauge do require a generally stiffer suspension.

Under these contradictive requirements, priority must be given to the safety against derailment frst, second to the ride and comfort of the passengers and third to the gauge. This does not mean, that the gauge should not be seriously considered, but that the gauge must be fit with additional measures if required. Every tilting train will therefore have an additional roll effect, created by the higher cant deficiency. Without compensation of this roll effect, larger lateral movements of the pantograph as on conventional EMU'S or loco's would result and gauge infringement or derailement of the pantograph could happen.

In case of the ICN a tilt angle of the suspension of about 2 degrees results at 10 -12 degrees cant deficiency. This has to be overcompensated through the tilting mechanism with 8 degrees of tilt. The car body will end up with 6 degrees against the track centre line. It is obvious, that the pantograph has to tilt these 6 degrees countenvise in order to follow the track centre line.

Basic requirements The basic requirements for a pantograph tilting device can be derived from the marketing analysis.

The main technical requirements are: 0 no infringement of passenger area, where mainly no loss of passenger seats is accepted 0 compensation of suspension roll of about 2 degrees 0 minimum distance between adjacent parts being under tension 0 fail safe design, that no damage to the catanery can happen 0 low noise generation by the mechanism and drive

The more operational requirements are: 0 high reliability and availability 0 good maintainability

0

low weight

low life cycle costs good behaviour under winter conditions

Possible solutions Possible solutions for pantograph tilting devices are:

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FIAT=SIG Schienenfahneuge AG 1 R i c h i d Schneider. Neuhausen

Advantage fully passive

0 no loss of passenger seats 0 high reliability and availability

proven design

Pantograph for Tilting Trains

Disadvantage 0 complex mechanism 0 non, or at least only partial compensation of

suspension roll effect 0 life cycle costs

failure behaviour .> ’. .I

0 winter conditions

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Advantage no loss of passenger seats full compensation of suspension roll effect high flexibility due to fully digital system fail-safe design

0 behaviour under winter conditions low weight

0 bogie mounted pantograph, where a portal shaped frame is mounted elastically on top of the secondary suspension, crossing the carbody through chimney like tubes. Additional features, such as mechanical coupling rooflpantograph or laterally movable current collectors are in discussion in order to compensate the suspension roll effect.

0 roof mounted tilting mechanism, driven by cables fixed to the bogie frame and the pantograph. 0 roof mounted tilting mechanism, driven by electromechanical actuators.

Disadvantage 0 failure modes more complex 0 new design

Advantages and disadvantages for these three solutions are discussed in the following chapter.

Bogie mounted pantograph The bogie mounted pantograph is the standard solution applied in all ,,PENDOLINO trains built with the Fiat tilting technology, such as the ETR 450 - ETR 470 family in Italy, the ICT in Germany or the SM 200 in Finland.

Advantage 0 fully passive 0 high reliability and availability 0 proven design

Disadvantage loss of passenger seats due to infringement of car body cross section no compensation of suspension roll effect yet behaviour under winter conditions heavy design

Roof mounted pantograph Roof mounted pantographs have been used till now only in Japan with all EMU’S built from the Series 381,35 I , 383, 8000 and others. However, these systems have always been passive. With the ICN of SBB, the first active pantograph tilting device becomes a service proven component.

Passive systems The JR Series 383 from Japan is one representative of this type of pantograph. However, these trains are for narrow gauge and relatively low speeds of under 160 kmk.

Active systems The first series design with active tilting pantograph is currently under type testing with the ICN preseries train of SBB in Switzerland. An alternative solution will be installed in the Gardermoen train in Norway.

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FIATmSIG Schienenfahrzeuge AG Pantograph for Tilting Trains 3 o f 5 Richard Schneider, Neuhausen

I * no infringement of passenger area * compensation of suspension roll * maintainability * low noise generation

* minimum electrical distance * low noise generation 0 low life cycle costs * high reliability * low weight * fail safe design

* good behaviour under winter conditions

System layout of FIAT-SIG’s solution

0 roof mounted tilting device

* tooth belt drive * elastic mountings * telescopic current transmission * electromechanical drive

* mechanical self centring device * quick release valve * height supervision * electronic safety loop 0 control system

* tooth belt drive, partially capsulated * roller guidance heating device _ -

The best customer like solution is usually derived by a QFD-Analysis, where all relevant components are measured against their fulfilment of the customer requirements and where the technical importance of the components is identified. On top level this analysis leads to the following system layout:

All these key components have to be integrated in the detailed design in the best suitable manner. Actually two slightly different arrangements are available: 0 For continental applications or wide gauges, a solution as short as possible with a height of 190 mm (roof -

isolator), and for UK application ore small gauges, a solution as low as possible with a height of 135 mm but with extended length.

0

The principals of the design are the same for both applications.

Design The design can be described as follows:

Mechanical part The whole system is designed as a preassembled component within a basic frame, which can easily be mounted on the roof of the car body. The frame is mounted by 6 elastic bushes, which reduce the structural noise transmission. The tilting movement is defined by arc formed roller guidance. The cinematic roll centre is equal with the cinematic roll centre of the car body tilting mechanism. On one side, two pairs of V-shaped rollers run on a prismatic guidance, which controls longitudinal and vertical movement and stabilise around the vertical axis. On the other side, only one pair of cylindrical rollers are responsible for vertical positioning. The rollers are mounted to the glider frame, on which almost any standard pantograph can be mounted. The mechanical transmission is given by a tooth belt, which has been proven its capability under icy conditions and which is favourable in structural noise generation. A mechanical self centering system, consisiting of a pair of preloaded helical springs guarantee an immediate movement to the central position in case of a serious failure in the system.

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FIAT-SIG Schienenfahrzeuge AG Pantograph for Tilting Trains 1 Richard Schneider. Neuhausen

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Electrical part The electrical part consists of a brushless asynchronous motor which is fixed through a coupling to the shaft of the tooth belt. The control of the drive is given by the power electronics mounted close to the drive on the roof. Within the drive, a position detector is integrated and on the opposite shaft of the tooth belt, an encoder is mounted. This arrangement allows a proper detection of the position of the glider under any failure possibility of the mechanism. The control of the system is made by the car tilting computer, which is also responsible for the car body tilting. All cables and electronic components are protected by mechanical shields in order to avoid any break through of current to the electronics in the vehicle in case of damage caused by external impact of falling trees for example.

The transmission of the current from the pantograph on the moving glider to the roof fixed high voltage whire is a critical issue because of the required electrical distance and the large relative movements. In this design. a telescopic arm is fixed between the pantograph and the wire on the roof by spherical bearings. The bearings and the telescope are bypassed by an electric cable in order to prevent from current transmission through the friction surfaces.

Control In any case of failure, no damage to the catanery or to the pantograph by hitting parts of the infrastructure may happen. The layout of the control system is strictly derived by these safety requirements. We can distinguish between the train level and the vehicle level.

Train level Throughout the hole train there is usually installed a MVB (Multifunctional-Vehicle-Bus) or WTB (Wired- Train-Bus) or a combination of both. All electronic components are connected to this Bus-System and are able to communicate to each single electronic component. The train is controlled by the main TCC (Train-Control- Unit) which takes care of the traction, the doors, the air conditioning e.g. and performs the diagnostics of the train. The VPT (Car-Tilting-Computer) is responsible for the control of the tilting systems in the single vehicle.

Under normal operation, the TCC gets the information from the VPT’s, that the pantographs are selectable. Then the TCC chooses one of the two pantographs, waits for the ready to lift signal from the VTP, and lifts the pantograph. If the TCC gets the information, that one system failed, the TCC selects the second pantograph and the journey can be continued under normal tilting condition. In case of failure of the second system, the TTP switches off the tilting system throughout the train. The TCC recognises the situation, selects one pantograph, lifts it when the central position is OK, and the journey can be cont inxu without tilting and with reduced speed.

Vehicle level The VPT gets the required tilt angle from the TTP. This angle is given to the tilting actuators of the bogie and to the pantograph. The electronics multiplies with the compensation factor and controls the activities of the drive. The actual tilt angle of the pantograph is first checked by the comparison of the position of the actuator and encoder and second to the actual tilt angle of the body. In case of a unallowed high difference in the signals, the VPT immediate lower the pantograph and switches off of the tilting systems by opening the electronic safety loop of the pantograph system. The pantograph will then be automatically moved to the central position. In addition, the TCC will be informed that this device will not be for further use in this train.

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FIAT-SIG Schienenfahrzeuge AG Pantograph for Tilting Trains Richard Schneider. Neuhausen

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The first functional prototype was developed in 1994 and tested with the SIG-Test train consisting of three refurbished Mk-I11 sleeper coaches with new tilting bogies. The tests were going from Nov. 1994 till August 1995. The successful results allowed to offer this system to SBB for the ICN. After receiving the contract, a ICN-Prototype was developed and built in order to identify the general weak points in the design. Tests in the climatic chamber and endurance tests were performed in 1997. The series design was developed since Nov. 1997 up to August 1998. In June 1998, one prototype system was mounted on the preseries in order to start the commissioning and type testing program for the train. The first series pantograph will be introduced in the preseries train in Nov 1998. The 24 series trains will be delivered between Oct. 1999 and May 2001. In parallel, the system will be used identically for xy tilting trains in Poland and a modified version (gauge and tension requirements in the UK) will be used for the WCML.

Summary As tilting trains are becoming more and more standard, the requirements raise and more sophisticated solutions for current collection are required. With the new FIAT-SIG pantograph tilting device, a system is available, that meets the high requirements of SBB. In Switzerland, 24 trains will be in service by mid of 2001. Letter of intents are in house for 9 7-vehicle trains for Poland and for 54 %vehicle trains for Virgin’s WCML. This concept is very likely to become standard in current collections for tilting EMU’S in the future.

Richard Schneider

FIAT-SIG Schienenfahrzeuge AG

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