Phase I - Module No.

FC-04
 CONTROL OF 3 PHASE DRIVES—
VARIABLE VOLTAGE VARIABLE
FREQUENCY (VVVF) DRIVES,

 OVERVIEW OF POWER ELECTRONICS

IN 3 PHASE LOCOMOTIVES,

 STATIC INVERTER (SI UNIT) AND

 AC COACH INVERTER UNIT.

Phase I - Module No. FC-04
Phase I - Module No. FC-04
 Works on single phase AC- 25 kV, 50 Hz, supply
but TMs are three phase Induction machines.

 Simple squirrel cage induction motor.

 Torque speed characteristics modified to suit

traction application with the help of VVVF.

Phase I - Module No. FC-04

 Energy Efficient with regenerative braking resulting in to:

(a) Energy Conservation (15-20%).

(b) Higher efficiency of loco(+5%).

 Savings in Maximum Demand:

(a) Due to Unity Power factor.

(b) Regeneration.

 Less maintenance as there is no commutator/brush gear in

traction motor.
Phase I - Module No. FC-04
 Reduced Lifting, thereby improved availability “On
Line”(over 95%).

 Minimum wear on rails and track geometry due to

low unsprung masses.

 Higher reliability due to 3  Induction Traction

Motor.

Phase I - Module No. FC-04

 Reduced harmonics due with exclusive harmonic
filter circuit.

 Precise and fast control over tractive and braking

effort and speed.

 Micro Processor based fault diagnostic system to

facilitate easy maintenance.

 No oil fumes and spillages in machine room due to

underslung compressor.
Phase I - Module No. FC-04
 Minimum dust entry in to machine room due to
Inertial filters and scavenging blowers.

 Reduced piping due to tri-plate pneumatic brake

panel.

 Reduced cabling due to distributed control and fibre

optic data transmission + scientific equipment layout.

 Ability to haul heavier trains due to higher adhesion.

 Crew friendly both in operation & in trouble

shooting.
Phase I - Module No. FC-04
• 1993 – ToT Agreement was signed between IR and
ABB transportation systems Ltd., Zurich, Switzerland

o Agreement was called IRGP – 140

o 20 WAG-9 and 10 WAP-5 locomotives were

imported

• 1996 – First WAG-9 (CKD/SKD)

• 1998 – First CLW make WAG-9 locomotive

• 2000 – First WAP-7 locomotive „Navkiran‟

Phase I - Module No. FC-04
• 2000 – First WAP-5 locomotive „Navodit‟

• 2000 – First WAG-9H locomotive „Navshakti‟

• 2009 – First WAG-9i with IGBT based Traction

Converter

• 2010 – First WAP-7 with HoG Scheme.

• 2010 – First full IGBT WAG-9

• 2011 – First WAG-9H with Locotrol

Phase I - Module No. FC-04

 Variants
WAG-9 6000 HP, Co-Co, 460 kN Starting TE
WA9-9H 6000 HP, Co-Co, 500 kN Starting TE
WAP-7 6000 HP, Co-Co, 140 kmph
WAP-5 5400 HP, Bo-Bo, 160 kmph, Fully
Suspended TM

 Microprocessor based control

 3-Phase Induction Motor drive

 Regeneration of energy
Phase I - Module No. FC-04
1990s DECADE
INTRODUCTION OF THREE PHASE TECHNOLOGY

1996:
Six WAG-9 locos and 16 more
in kit form imported from ABB
(AdTranz)

1998:
CLW begins production of
indigenous versions of WAG-9
(first one is "Navyug")
Phase I - Module No. FC-04
2000s DECADE
INTRODUCTION OF THREE PHASE TECHNOLOGY

2000:
First WAP-7 locomotive, 'Navkiran', from CLW.

Phase I - Module No. FC-04

Phase I - Module No. FC-04
Comparison of DC-AC Traction Motor

Phase I - Module No. FC-04

 DC Motors vs 3Ø AC Motor

 High starting torque is a traction requirement

– DC motor is better in this parameter
– AC motor can be intelligently used to attain same
performance

 Power/Weight (KW/Kg)
ratio
– AC 3Ø : 0.3
– DC : 0.1

Phase I - Module No. FC-04

 Maintenance requirements
– More wear & tear in DC Motor
– Early overhaul requirements
 High voltage-Low current design
 High RPM

 Losses:
– DC Motor has more
Copper losses as Rotor,
stator both are wound

Phase I - Module No. FC-04

 Manufacturing cost

 Maintenance requirements

– More wear & tear in DC

Motor

– Early overhaul
requirements

 Life Cycle cost

 Regeneration feasibility
Phase I - Module No. FC-04
 DC Drive with DC Supply

 DC Drive with AC Supply

 DC Drive with AC/DC Supply

Phase I - Module No. FC-04

 Electric Locomotive Technology on IR

 DC Locomotives with Rheostatic Control -1925

 AC Locomotives with Tap-Changer Control -1959

 AC Locomotives with Thyristor Control -1988

 AC Locomotive with GTO Thyristors and

Three Phase Drives -1995

Phase I - Module No. FC-04

Progress of Power Electronics in the Field of
Electric Locos
 Valve Technology

o Mercury Arc Rectifiers 1961-63

 Solid State Rectifiers

o Silicon Diodes 1964

o Thyristor 1980s

o GTOs with VVVF Control 1990s

o IGBTs for auxiliary supply 1990s

Phase I - Module No. FC-04
 L

DC DC
TM TM

DC Supply AC Supply

Traditional Control of DC Motors

Phase I - Module No. FC-04

 L

DC
TM

AC Supply

Improved Electronics Control of DC Motors

Phase I - Module No. FC-04
 Dominance of DC Series Motors
 Up to 1980s, only dc series motor was considered
suitable for traction application due to its inherent
torque- speed characteristics suitable for vehicle
propulsion.

 In this, torque/speed control is achieved by variation

of input voltage to traction motor. This is achieved
by introduction of starting resistance in dc locos and
through on load tap changing arrangement on the
primary winding of the loco transformer in case of ac
locos.
Phase I - Module No. FC-04
 Advantages of DC Drive

 Simple Control

• Rheostat, Tap-Changer, Thyristor

 Ideal Torque – Speed Characteristics

Phase I - Module No. FC-04

 Problems with DC Drive

 Traction Motor Maintenance – High

 Stepped Control – Less Adhesion

 Higher Un - Sprung Mass

 Life Cycle Cost - High

Phase I - Module No. FC-04

Phase I - Module No. FC-04
 Recall the equation for synchronous speed:

Ns = 120 f/p

 Therefore, to control the speed of an induction

motor, we can control the frequency of the supply.
Changing the frequency changes the nominal speed
of the machine.

Phase I - Module No. FC-04

 However, we also want to keep the flux (phase) in the
machine at the design value. Recall the flux linking
equation:

V = 4.44  Nf

 Clearly, phase is proportional to V/f. Therefore, as we

vary the frequency, we must also vary the voltage in
proportion. (Volts per Hertz Rule)

Phase I - Module No. FC-04

 f1 > f2 > f3 > f4
f4 f3 f2 f1
 p = Const

Torque
P4 P3 P2 P1

Speed

Nr4 Ns4 Nr3 Ns3 Nr2 Ns2 Nr1 Ns1

Nr4 - Ns4 = Nr3 - Ns3 = Nr2 - Ns2 = Nr1 - Ns1

Difference in synchronous & rotor speed is const. for const.

load torque.Ns - Nr = s.Ns = Const. fs - fr = s.fs = sf = const
Phase I - Module No. FC-04
Phase I - Module No. FC-04
 Constant-power region

Constant-torque Equivalent dc series

region motor operation

Constant m
Machine limit torque
Tem
1.0

Inverter short time

limit torque
Torque (Te ) pu

Inverter steady-state
Tem

limit torque

0
1.0 2.5
Field weakening
range
Frequency (e) pu
b

INDUCTION MOTOR TORQUE-SPEED CURVES WITH VARIABLE

FREQUENCY VARIABLE VOLTAGE POWER SUPPLY
(COVERS FIELD-WEAKENING REGION)
Phase I - Module No. FC-04
Phase I - Module No. FC-04
 (a)

(b)
(a) INDUCTION MOTOR CHARACTERISTICS WITH VARIABLE FREQUENCY VARIABLE
VOLTAGE POWER SUPPLY
(b) FOUR-QUADRANT OPERATION OF MOTOR

Phase I - Module No. FC-04

 Simple and inexpensive – very popular

 No need of feedback sensors

 Complexity of feedback signals processing is avoided

o Wide frequency variation
o Wide magnitude variation
o Complex harmonics
o Phase unbalance
Phase I - Module No. FC-04
 Two-quadrant operation

 Constant torque and field-weakening modes of speed

control

 Drift of speed with load torque variation

 Drift of speed and flux with supply voltage variation

 Sluggish system response

 Multi-motor operation possible

Phase I - Module No. FC-04

Phase I - Module No. FC-04
 Power conversion from line to motor

e.g. AC 25kV / 50Hz e.g. DC 3kV

AC 15kV / 16.7Hz DC 1.5kV
DC 600-1200V

U,f = fix U = fix

U,f = variable

Trafo Line Motor M Gear

3
Conv. Conv. box
e.g. 0....2183V
Z
0....120Hz

38
Phase I - Module No. FC-04
 Line converter Motor converter
- Conversion AC/DC - Conversion DC/AC
- 1 or 2 line circuits - group or single axle drive
AC supply DC supply

M
3

Resonant circuit DC-link capacitor OVP / BC

- L and C in series - filter capacitor - AC--> over-voltage protection
- fRC= 2  fline - energy reservoir - DC--> brake chopper
39
Phase I - Module No. FC-04
 PWM DC VVVF
AC TM
TFP CONVERTER LINK CONVERTER

Modern 3-phase Propulsion System

Phase I - Module No. FC-04
 CONCEPTUAL CIRCUIT
Converter DC Link Inverter

Phase I - Module No. FC-04

 Three Phase Drive
 Maintenance – Low due to Induction Motor

 Energy Saving – High due to Regeneration

 Unity power factor

 Adhesion Characteristics - Better

 Control – Very Complex

 Initial Cost – High

 Life Cycle Cost - Low

Phase I - Module No. FC-04
 Curve 3 Curve 2 Curve 1

f3 f2 f1 Regenerative Braking
P3 P1 T1 Positive torque

N2 N1

P2
P4
Negative torque

Torque - Speed characteristics in regeneration.

Phase I - Module No. FC-04

 Three Phase Technology

 Regenarative Braking

◦ 3 phase EMUs

 Energy regenarated is 40% of energy consumed.

 Approx. saving of 78 lakhs per rake per year

◦ 3 phase Locomotives

 Energy regenarated is 12% of energy consumed.

 Approx. saving of 23 lakhs per loco per year

Phase I - Module No. FC-04
 Switch-Mode DC-AC Inverter

Block diagram of a motor drive where the power flow is

unidirectional
Phase I - Module No. FC-04
 Switch-Mode DC-AC Inverter

Block diagram of a motor drive where the power flow

can be bi-directional
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
 Digital electronics based real time traction control system
to obtain precise control over the tractive effort and speed.

 Fast acting wheel slip/ slide control system.

 Electrical weight transfer control system to automatically

reduce the tractive effort in the leading bogie and increase
the same in trailing bogie.(+/-3.5% between leading and
trailing bogie)

Phase I - Module No. FC-04

 On board fault diagnostics systems to eliminate
elaborate trouble shooting by engine crew and also to
help maintenance staff to trace faults.

 Automatic isolation of faulty equipment/ subsystems.

 Simulation mode of operation to facilitate a complete

functional testing of the locomotive without raising
pantograph.

 An exclusive harmonic filter circuit to reduce harmonics

in the OHE generated by loco current.

Phase I - Module No. FC-04

 Static auxiliary converter, to supply auxiliary 3
phase motors. The auxiliary converter, depending
on the traction load, operates at an optimal
frequency to minimise power consumption by
auxiliaries.

 A 750V hotel local supply(WAP5) for feeding the

electrical loads on coaches.

 Electronic speedometer and paperless speed

recording system. An overspeed alarm system is
built in.
Phase I - Module No. FC-04
 Electronic Energy meter.

 In dc motor locos the unavoidable jumps in the

tractive effort due to notch control limits the adhesion
values to a maximum of 33-35%. With stepless
control in three phase motors, the despatchable
adhesion would be 38% and under ideal conditions,
adhesion of 42% is possible.

 Fire detection and alarm system for the machine

room.

Phase I - Module No. FC-04

Fire detection and alarm system for the machine room.

Anti-collision post arrangement in cabs to minimise

damage and enhanced safety for the engine crew in
case of accidents.

Ergonomically designed and spacious driving cabs to

provide comfort and relief to crew.

Use of inertial filters and pressurized machine room to

prevent entry of dust into sensitive equipments in the
machine room.
Phase I - Module No. FC-04
Electronic brake system for precise and fast control of
braking effort, blending between electrical brake and
pneumatic brake on the locomotives.

Automatic spring applied, pneumatically released

parking brake system.

Under slung compressors to eliminate oil fumes and oil

spillage inside the machine room. Soft start for
compressors is provided to improve reliability.

Phase I - Module No. FC-04

 Electrical Power Circuit

DELHI METRO RAIL CORPORATION LIMITED Phase I - Module No. FC-04

Driver’s Cab

Phase I - Module No. FC-04

Traction Converter

Phase I - Module No. FC-04

Auxiliary Converter

Phase I - Module No. FC-04

Control Electronics

Phase I - Module No. FC-04

Transformer

Phase I - Module No. FC-04

Traction Motor-Freight

Phase I - Module No. FC-04

Bogie

Phase I - Module No. FC-04

 High Speed

 Rotor current varies as 1 / f

 Slip frequency constant

 P.U. slip varies as 1 / f

Phase I - Module No. FC-04

 Maintenance – Low due to Induction Motor

 Energy Saving – High due to Regeneration

 Unsprung Mass - Low

 Adhesion Characteristics - Better

 Control – Very Complex

 Initial Cost – High

 Life Cycle Cost - Low

Phase I - Module No. FC-04
 Induction motor, as such could not be used due to its
unsuitable torque-speed characteristics for traction
application, having very low starting torque.

 With the advent of high power semiconductor

switching devices it became possible to achieve dc
motor speed torque characteristics through VVVF
control of a three phase induction motor.

Phase I - Module No. FC-04

 3 phase induction motor is advantageous due to
higher power density, greater reliability, higher
operational speeds and low maintenance
requirements.

Phase I - Module No. FC-04

• Higher productivity, more throughput, better
acceleration/speeds and increase in line capacity

• Energy efficiency-regenerative braking.

• Higher availability and reliability.

• Maintenance free traction drive due to VVVF Control

of three phase induction motors.
Phase I - Module No. FC-04
 Low power to weight ratio in induction motor. For the
same output power, the size of 3 phase induction
motor is much less as compared to that of dc motor.
Therefore, with the permissible axle load and
available space in bogie, realisation of a much high
powered locomotive is possible.

 Energy Efficient with regenerative braking resulting in

to :

(a) Energy Conservation (15-20%)

(b) Higher efficiency of loco(+5%).

Phase I - Module No. FC-04

 Savings in Maximum Demand:

(a) Due to Unity Power factor.

(b) Regeneration.

 Less maintenance as there is no commutator/ brush gear

in traction motor.
 Future scope for power upgradation-6000 to 10000 H P.
 Operation on unity power factor.
 Lesser maintenance cost due to adoption of squirrel cage
induction motor and static traction equipment.
 Low wear and tear on rails and less disturbance to track
geometry due to low unsprung mass.
Phase I - Module No. FC-04
 Pressurised machine room providing dust free
environment for the equipment.

 Minimum wear on rails and track geometry due to low

unsprung masses.
 Higher reliability due to 3 Ph Induction Traction Motor.

Phase I - Module No. FC-04

Phase I - Module No. FC-04
 Input Output
HP 210 HP 180 KVA

Current 136 (AMP) 270 (AMP)

Voltage 380 V AC 380 V

Phase 1Ø 3Ø

Frequency 50Hz 50Hz

Speed 1420 ( RPM)

Phase I - Module No. FC-04
 V V

380V + R 118
380V
22%
AC
AC 1Ø C 118
3Ø

W
U

Arno Converter

Phase I - Module No. FC-04

Auxiliary Power Circuit WAG 5 & 7 Loco

Arno Circuit
Phase I - Module No. FC-04
Phase I - Module No. FC-04
 Poor efficiency due to rotary converter ( ≈ 80%). 30kVA
consumed by Arno itself.

 Inherent unbalance in 3-phase output voltag

 Wide variation in output voltage (+20%,-30%) &

frequency due to OHE variations

 Prevalent lower order harmonics, causing overheating &

counter torque production

 Necessity to use over-sized motors. Thus lower efficiency

& power factor for loads
Phase I - Module No. FC-04
 Failure of auxiliary motors.

 Lower loco availability

 Use of EM contactors for load switching, time delay

relays resulting in lower system reliability

 Switching surges due to DOL switching of loads

 Power losses during start up of Arno (split-phase

method.

Phase I - Module No. FC-04

S. No. Description Data
1 Input voltage 591V TO 1150V 1 PHASE AC
2 Output voltage 415V ±5%, 3 PHASE, AC
3 Power factor 0.8 Lag
4 Output power 180 KVA
Battery Charger
5 110V DC, KW 2.2
Output
6 Efficiency 92%
7 Frequency 50Hz
Phase I - Module No. FC-04
Siemens Single Cubicle Design
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
 Static Inverter generates 415V, 3 phase, 50Hz output
from 591V / 1150V, 1 phase,50Hz input which is
available from the main locomotive transformer

 Static Inverter is made using a half controlled single

phase bridge rectifier at the input, a DC link filter
and a three phase IGBT based PWM inverter

Phase I - Module No. FC-04

 Input Section

 Rectifier Section

 DC Link Filter & Over Voltage Chopper

 Inverter Section

 Output Section

Phase I - Module No. FC-04

 The input section consists of input fuse (MF), Metal
oxide varistors and input bus bar.

 Input fuse is used to protect the converter and for

ensuring safe operation of the converter under worst
input conditions.

 Metal oxide varistors (MOV) are used to protect the

converter from surges.

Phase I - Module No. FC-04

 The rectifier circuit converts single-phase AC input
voltage into DC voltage of desired level (760 volts).

 The rectifier section is made using a half controlled

single phase bridge rectifier.

 This consists of a half controlled bridge rectifier, made

up of 2 thyristors and 2 diodes.

 The main controller maintains the DC link voltage at a

preset value by controlling the firing angle of the
thyristors.
Phase I - Module No. FC-04
 RC snubber circuit is provided across each thyristors
and diode‟s to protect against high dv/dt experience by
devices.

 A PI controller is used to determine the firing angle.

Phase I - Module No. FC-04

 The DC link filter consist of DC link choke (FL) and
DC link capacitors(FC).

 DC link choke and capacitors provided at the output

of the rectifier to reduce the ripples in the DC link
voltage that is fed to the inverter

Phase I - Module No. FC-04

 The over voltage chopper is made-up of an IGBT
switch with a resistor and an anti-parallel diode.

 The IGBT switches the resistor on and off in the DC

circuit if the DC voltage exceeds a preset value.

 The chopper dissipates the extra energy and protects

the system from over voltage.

Phase I - Module No. FC-04

 The Inverter consists of six IGBT modules.

 IGBT modules are configured as a 3-phase bridge

circuits.

 The bridge is made up of three identical phase

branches and each branch consists of two IGBTs.

 The DC link voltage is converted into PWM sinusoidal

waves by switching IGBTs at a high frequency.

Phase I - Module No. FC-04

 The width of the individual pulses in the PWM wave
determines the amplitude of the output voltage

 and the width of the pulse block determines the output

frequency.

 As the system is a constant voltage, constant frequency

system, the output frequency is maintained at 50Hz and
the PI controller receives an output voltage feedback in
order to keep the voltage constant too.

 The final stage is responsible for generation of switching

signals utilizing Space Vector Pulse Width Modulation
technology
Phase I - Module No. FC-04
 The Inverter output voltage is PWM, which is
converter into sine wave by using output filter.

 It consists of 3 phases AC Choke (ACL) and 3 phases

Capacitor (ACC).

Phase I - Module No. FC-04

Phase I - Module No. FC-04
Phase I - Module No. FC-04
 Out put is free from variations.

 MTBF is higher.

 Less maintenance

 Higher useful life time.

 No over charging of Battery.

 Crew friendly.

Phase I - Module No. FC-04

 PF is closer to unity

 FRPCPY is less

 Down time is less

 No noise and vibrations

 High Efficiency

 Fault Diagnosis easy.

 Fault recording facility.

Phase I - Module No. FC-04

 All the three phase output voltages are balanced
resulting in balanced supply to the loads.

 Output voltage & current THD < 5%. No

overheating / counter torque problems.

 Standard motors can be used, leading to higher

efficiency & power factor

 Soft starting of loads possible resulting in reduced

system over loading.
Phase I - Module No. FC-04
 In-built fault management system with storage of
faults monitoring, with real time clock and traces

 Various problems of auxiliary machines are reduced

due to regulated and balanced supply voltage.

 Inbuilt protections (viz. overload, single phasing,

short circuit) for safety of loads

 Minimum Maintenance

 Life of 3Ø E.M. contactors increases since operated

on „OFF‟ load.
Phase I - Module No. FC-04
 Higher system reliability due to elimination of time
delay relays, C118, R118 etc.

 Noise less smooth operation.

 No switching surges due to soft starting feature.

 Power losses minimized during start up due to soft

starting feature

 State-of-art technology with high efficiency (>90%).

 Stable output voltage (415 ± 5%) & frequency

(50Hz ± 3%) irrespective of OHE Variation
Phase I - Module No. FC-04
 Text Display

Reset Switch

Indication Lamps

Voltmeter and
Ammeter

Single Cubicle Static Converter

Phase I - Module No. FC-04
 Text Display
MCB for cooling fan
(Rear)

Text Display Volt and Ampere

Power Supply Meter
O/P Voltage
Sensor
SIBCOS M 1300
I/P ELR
O/P Voltage Sensor
Input Fuse I/P ELR
Input Isolator
Battery Ch. Output
1 Ph. Input
1 Ph. Output
Input ZCT
Output ZCT

Front View
Phase I - Module No. FC-04
Transformer
Commutation
Output Sine
Filter Choke DC link Choke

Choke Sine Filter Capacitor

Phase I - Module No. FC-04

 DC Link Current Sensor

Rectifier Module
Crowbar Circuit
Battery charger

Output current sensor

Inverter Module PWR 1

Inverter Module PWR 1

Internal Churning fan

Cooling fan

Phase I - Module No. FC-04

Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
180KVA STATIC CONVERTER

Phase I - Module No. FC-04

Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
Phase I - Module No. FC-04
 TECHNICAL FEATURES
 Suitable for operation in single motor and multi-motor
drives.

 Step-up chopper and inverter sections with IGBTs.

 Pulse-width modulated output voltage.

 Low losses and hence high efficiency.

 Current limiting facility at input.

 Protection against overload and short – circuit at

output.
Phase I - Module No. FC-04
 DC link voltage monitoring with auto-restart on
elimination of fault.

 Monitoring of supply voltages for electronics.

 Heatsink temperature monitoring with value switch-

off.

 Provision of RS232 interface for parameterisation and

control through PC.

 Provision of fault memory for diagnosis and

subsequent analysis of faults.
Phase I - Module No. FC-04
 TECHNICAL DATA

DC INPUT

 Rated supply Voltage : 100 V to 140 V DC

 Supply ripple current : 15%

 Rated input current : 250 A

Phase I - Module No. FC-04

AC INPUT

 Rated supply Voltage : 3 phase, 3 wire, 415 V ± 5%

 Supply ripple current : 50 Hz ± 5%

 Output power factor : 0.8

 Rated output current : 35 A

 Rated output power : 25 kVA

 Efficiency : > 90%

Phase I - Module No. FC-04

SET LIMITS

 Input overload : 300 A

 Input under voltage : 70 V DC

 input overvoltage : 170 V DC

 DC link under voltage : 350 V DC

 DC link overvoltage : 700 V DC

 Output overload : 250% for 10 seconds

Phase I - Module No. FC-04

GENERAL

 Operating temperature range : -5°C to 50°C

 Cooling medium : Forced air cooling

 Overall panel size including

all Protections : 870 (W) x 580(D) x 1755 (H)

 Weight : 350 kg. (approx.)

Phase I - Module No. FC-04

Phase I - Module No. FC-04