[NOV-2018] [CAMTECH]  [Type

Stainless Steel Car text]

Body
 LHB design as base design
 16 Coach Chair Car Type
Configuration
 160 kmph speed
 Test speed- 176 kmph
 Maximum Axle Load – 17 T
 Starting Acceleration – 0.7
m/sec2
GOVERNMENT OF INDIA
 Deceleration – 0.8 m/sec2
Ministry of Railways
 Automatic Doors & Footsteps
 GPS based PIS/PAS

 On board infotainment
 Fully sealed Gangway with
inner flexible walls for
seamless movement

INTRODUCTORY
HANDBOOK ON
TRAIN-18
IRCAMTECH.GWL.M/TRAIN-18/NOV-2018
11/27/201

Maharajpur, Gwalior – 474005 (INDIA) Joint Director/Mech

Ph: 0751 -2470803 & Fax: 0751 -2470841 CAMTECH/GWALIOR
 [IRCAMTECH.Train-18.MP6]

11/27/201

QUALITY POLICY

“To develop safe, modern and cost

effective Railway Technology
complying with Statutory and
Regulatory requirements, through
excellence in Research, Designs and
Standards and Continual
improvements in Quality
Management System to cater to
growing demand of passenger and
freight traffic on the railways”.

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INDEX

Chapter No. Description Page no.

PREFACE 06

01. GENERAL DESCRIPTION 07

1.0 INTRODUCTION
1.1 SALIENT FEATURES 08
1.2 COMPARISON BETWEEN LOCO HAULED TRAINS AND TRAINSET 09
1.3 IMPORTANT TECHNICAL DETAILS 09
1.4 CONFIGURATION OF TRAIN-18 10
1.5 DRIVING TRAILER COACH (DTC) 12
1.6 MOTOR COACH (MC) 13
1.7 TRAILER COACH (TC) 14
1.8 NON DRIVING TRAILER COACH (NDTC) 14
1.9 UNDER-SLUNG EQUIPMENT 15

02 INTERIOR DESIGN 16
2.0 INTERIOR FEATURES OF TRAIN-18 16

03 EXTERIOR DESIGN 18
3.0 FEATURES OF CAR BODY 18

04 DESIGN OF BOGIE 20
4.0 FEATURES OF BOGIE 20

05 BRAKE CONTROL EQUIPMENT 22

5.1 INTRODUCTION 22
5.2 DIRECT BRAKE 22
5.3 BRAKE PIPE CONTROLLED BRAKE 23
(AUTOMATIC INDIRECT BRAKE)
5.4 PARKING BRAKE CONTROL 24
5.5 WHEEL-SLIDE PROTECTION EQUIPMENT 25
5.6 MECHANICAL BRAKE ACTUATING EQUIPMENT 26

06. ELECTRICAL EQUIPMENT IN TRAIN SET 27

6.0 MAJOR ELECTRICAL EQUIPMENT 27
6.1 POWER SCHEMATIC OF TRAIN SET 28
6.2 TRACTION TRANSFORMER 28
6.3 LINE AND TRACTION CONVERTER 30

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Chapter No. Description Page no.

6.3.1 Important Parameters of LTC 30

6.3.2 Line Converter 31
6.3.3 Brake Chopper Circuit 32
6.3.4 Earth Fault Detection Scheme 33
6.3.5 Line Converter Protections: 33
6.3.6 DC Link Protections: 33
6.3.7 DC Link Earthing Switch 34
6.3.8 Traction Inverter 34
6.3.9 Line & Traction Control Unit (LTCU) 35
6.3.10 DC Link Capacitor 36
6.4 AUXILIARY POWER SUPPLY 36
6.4.1 Auxiliary Power Supply 36
6.4.2 415VAC, 3phase, 50Hz loads: 36
6.4.3 110V DC Loads 37
6.4.4 Important Parameters of Auxiliary Converter 37
6.4.5 Schematic description of ACU 38
6.4.6 AC-1 & AC-2 Modules 39
6.4.6.1 Line Converter 39
6.4.6.2 Inverter Section 40
6.4.6.3 Master Control Section 40
6.4.6.4 ACU 415VAC Output Section 40
6.4.6.5 ACU DC Converter Module 41
6.4.6.6 ACU DC Converter Output Section 41
6.4.6.7 ACU DC Link Voltage Indicators 41
6.4.6.8 ACU Cooling System 41
6.4.7 Battery Charging System 42
6.5 Auxiliary Loads 43

07. PASSENGER INFORMATION SYSTEM (PIS) 45

7.0 PASSENGER INFORMATION SYSTEM (PIS) 45
7.1 MAN MACHINE INTERFACE (MMI) 47
7.2 CAR CONTROL UNIT (CC) 47
7.3 HEAD CODE DISPLAY (HCD) 48
7.4 IN-COACH DISPLAY UNIT (SINGLE SIDE DISPLAY) 49
7.5 SIDE DESTINATION BOARD DISPLAY UNIT 49
7.6 PASSENGER EMERGENCY COMMUNICATION UNIT (PECU) 50
7.7 AMBIENT NOISE MEASUREMENT MODULE (ANM) 50

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Chapter No. Description Page no.

7.8 SALOON AND CAB LOUDSPEAKERS 51

7.9 GPS ANTENNA 51

08. ELECTRICAL PANELS 52

8.1 CAB REAR WALL (CRW) PANEL 52
8.2 GUARD CAB REAR WALL (GCRW) PANEL 53
8.3 MOTOR COACH (MC) EEC PANEL 54
8.4 TRAILER COACH (TC) ECC PANEL 55
8.5 NDTC ECC PANEL 55
8.6 END WALL PANEL (EWP) 56

MAJOR FUNCTION OF TRAIN CONTROL & MANAGEMENT 57

SYSTEM (TCMS)

APPENDIX-1 ABBREVIATIONS 60

APPENDIX-2 MISCELLANEOUS 64

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PREFACE

While India has one of the world’s largest rail networks, it is mostly creaky and outdated in
terms of speed, technology, safety, and passenger comfort. The trains are mostly filthy and
overcrowded. Accidents, caused by both human and technical factors, are frequent. Past
attempts to overhaul and modernise the system have been piecemeal and mostly non-starters.

ICF has been striving hard since last few decades to clean the image of Indian railway by
manufacturing advanced train-sets. Train 18 is one of best ever project initiated by ICF to
overcome the criticism of Indian railway in terms of speed, safety and passenger comfort.
Since its inception in 1955, the ICF has been running on technology from Switzerland’s
Swiss Cars and Elevators Manufacturing and Germany’s Linke-Hofmann-Busch (LHB).
Now, with some handholding by experts, the ICF is setting out to make indigenously-
designed coaches using components procured in India.

The first of this kind, Train-2018 or Train-18, is rolled out this year. According to ICF
designers, it is a marriage between the stability and sturdiness of LHB coach with the
distributed traction power technology. This year, the railways have rolled out a ‘first of its
kind’ semi-high speed, self-propelled train-set which will cut down the travel time by at least
20% in comparison to any train drawn by a loco due to faster acceleration and deceleration.
Train 18 has ‘world-class’ passenger amenities such as on-board Wi-Fi and infotainment,
GPS-based passenger information system and plush interiors with diffused LED lighting. The
first train-set (train-18) is of 16 chair-car type coaches (executive and non-executive). There
are two executive chair cars and 14 non-executive chair cars. The maximum seating capacity
of executive chair is 56 passengers, while that of non executive chair car is 78.

Introductory Handbook on Train 18 (Train-Set) has been prepared by CAMTECH with the
objective that it will deliver basic idea of self propelled, engineless and swanky Train-Set
(Train 18). Technological up gradation and learning is a continuous process. Hence feel free
to write us for any addition/modifications or in case you have any suggestion to improve the
Introductory Handbook, your contribution in this direction shall be highly appreciated.

30th, Nov 2018 Manoj Kumar

CAMTECH, Gwalior Jt. Director/Mech

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CHAPTER 1
GENERAL DESCRIPTION

1.0 INTRODUCTION

When one talks of trains in India, the image that strikes the mind is that of a locomotive
hauling the coaches. Concept of Multi-Unit Distributed traction i.e. train-set is not heard in
Indian Railways for Main line train operations. Even though Train-sets – Electric (EMUs)
were running for almost a century and Diesel (DEMUs) were there since 1990s, for sub-urban
services, the concept of train-sets for Main line intercity operations has not started . Advent of
Metros in India has heralded a new era of Fully Air Conditioned Train-sets with Distributed
Power System and introduced to the public the picture of Comfortable journey with
aesthetics.

Train set is a set of rail coaches coupled mechanically and electrically with driving cabs at
both ends and distributed traction power across the coaches. Depending on the requirement,
the amount of power i.e. number of powered coaches can generally vary from 50% to 100%.
In Train 18, 50% coaches are powered coaches i.e. motor coaches.

The distributed power train-sets have lighter axle loads, allowing operation on lighter tracks,
where locomotives may be prohibitive of higher axle loads. Another side effect of this is
reduced track wear, as traction forces can be provided through many axles, rather than just the
four or six of a locomotive.

Train sets generally have rigid couplers instead of the flexible ones often used on locomotive-
hauled trains. That means brakes/acceleration can be more quickly applied without an
excessive amount of jerk experienced in passenger coaches.

The most important advantage of high-speed train set is the weight reduction effect. In this,
the traction system equipment is distributed over a train-set, and attractive axles throughout
the train-set can obtain the required attractive effort without executing a heavy axle load. As a
result, the maximum axle load is reduced.

Train sets are the best vehicle solution for suburban and regional passenger operation and for
high-speed trains as well. It has been decided to Manufacture World Class Train-sets in India.
Integral Coach Factory (ICF), Chennai has been chosen as the hub to ‘‘Make in India'' World
Class Train-sets at Half the Manufacturing cost compared to the same if imported. As ICF
could make one such Train-set in 2018 therefore project is code named as Train-2018.

The Train-18 is semi-high Speed (160 Kamp) Multiple Unit Train-set with quicker
acceleration and contemporary passenger amenities. It offers both comfort and pace to the
passengers and suitable to fit the bill of replacing intercity express trains which have travel
time in six hour range. All coaches are chair car type for day travel. The most prominent
feature is that all coaches are inter-connected by fully sealed gangways so that passengers can
move from one coach to other comfortably.

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1.1 SALIENT FEATURES

 The train set manufactured by ICF, Chennai is a semi-high speed (160 Kmph) Multiple Unit
Train-set.
 It has quicker acceleration ability and contemporary passenger amenities.
 It offers both comfort and pace to the passengers.
 It replaces intercity express trains which have travel time in six hours range.
 All coaches are of chair car type for day travel and 180 degree revolving seats at
Executive Class.
 Stainless steel car body with continuous window glasses for contemporary modern look.
 All coaches are inter-connected by fully sealed gangways so that passengers can move from
one coach to other with ease.
 All propulsion equipments are shifted from onboard to under-slung.All power
components such as line & traction converters, auxiliary converter, air compressor,
battery box, battery charger, brake chopper resister are mounted under the frame.
 It is provided with automatic plug type doors with retractable foot step which opens and
closes automatically at the stations.
 To make the travel more joyful, all coaches of the train are provided with on-board Wi-Fi,
infotainment and GPS based Passenger Information System (PIS) which keeps the
passengers informed about the travel status.
 All coaches have one on-board mini pantry.
 Special provisions in DTC (Driving Trailer Coach) for persons with disability and place
for wheel chair and special lavatory.
 The train has plush interiors and diffused LED lighting.
 The toilets of these coaches are fitted with zero discharge vacuum based bio-toilets and
touch free fittings.
 All coaches are air-conditioned including driving cab.
 Equipped with improved mechanical couplers and modern bolster-less design bogies with
fully suspended traction motors, pneumatic secondary suspension and anti-roll bar.
 The brake system is of Electro Pneumatic (EP brakes) type with brake discs mounted
directly on wheel, which reduces the braking distance, so that full speed potential of the
train can be harnessed.
 Motor Coach is equipped with Four Fully Suspended Traction Motors.
 The Train-18 has 50% Powering i.e. every alternate coach is powered
 All Propulsion equipments are under slung, leaving the on-board space for passengers.
 All coaches are of chair-car type (Executive Class as well as Second Class)

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1.2 COMPARISON BETWEEN LOCO HAULED TRAINS AND TRAIN-SET

S. No. Loco hauled Train Train set

a) Conventional train is hauled by a Distributed power i.e.traction units or
locomotive attached at the end of propulsion systems are distributed over
train formation. the train formation.
b) Reversal requirements at terminals. No reversal requirement at terminals.
c) Sluggish acceleration and Quick acceleration & deceleration.
deceleration. Reduction in travel time.
d) Inferior utilisation of platform Better utilisation of platform space as
lengths as locomotive takes up locomotive is not required.
some length.
e) Concentrated weight in locomotive. Uniform weight distribution. Lower
Higher coupler forces. coupler forces.
f) Requires higher capacity Because of distributed power semi-
mechanical coupler resulting in permanent coupler can be used which is
jerks. jerk free.
g) No redundancy Redundancy

1.3 IMPORTANT TECHNICAL DETAILS

Particulars Details
Number of Coaches in Basic Unit 4 car per basic unit
DTC-TC-MC-TC (End BU)
NDTC-MC-TC-MC (Middle BU)
Train formation 16 coaches- 4 BU per train
% Motoring 50%
Maximum test speed 176 kmph
Maximum service speed 160 kmph
Average acceleration from 0-40 kmph 0.8 m/sec2
Deceleration 0.8 m/sec2

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1.4 CONFIGURATION OF TRAIN-18

 The Train18 consists of four basic units of four coaches each.

 The configuration of end basic unit is DTC+ MC+ TC + MC

DTC MC TC
MC

Fig1.4a: End Basic Unit

 The configuration of middle basic unit is - NDTC+MC+TC+MC

NDTC MC TC MC

Fig1.4b: Middle Basic Unit

Where,
DTC : Driving Trailer Coach MC : Motor Coach
TC : Trailer Coach NDTC : Non-Driving Trailer Coach

Propulsion Systems:

Train-18 is being provided with IGBT based Energy Efficient 3 Phase Propulsion system and
Regenerative braking. In each Basic Unit of Four Cars, there will be Two Motor Coaches (MCs)
and Two Trailer Coaches (2 TCs or TC and DTC). Distribution of Equipment is as follows:

DTC MC TC MC

1. Battery 1. Traction Converter 1. Transformer 1. Traction Converter

2. Battery 2. Brake Chopper 2. Auxiliary Converter
2. Brake Chopper
charger Resistor 3. Pantograph Resistor
3. Compressor 3. Traction Motors 3. Traction Motors

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Formation of Rake (16 coaches) : 4 X 4 Basic Units - Each Basic Unit with Four Cars

DTC MC TC MC

MC TC MC NDTC

NDTC MC TC MC

DTC MC TC MC

Fig1.4c: Car Formation

MC is equipped with Four 3 Phase synchronous Traction Motors, traction Converters. TC has the
Pantograph mounted on the roof for Current Collection and Transformer and Auxiliary Converter
mounted on the under frame. Auxiliary Converter feeds the Hotel Load of Four Coaches.

DTC has all the driver controls. TCMS controls the Automatic Doors, Sliding Footsteps and Brake
Functioning. Ethernet backbone with redundancy is provided for the Train Communication
network. All coaches are provided with LED displays for Passenger Information / Announcement
system.

Train-18 is being provided with IGBT based energy efficient 3 phase propulsion system and
regenerative braking. In each basic unit of four cars, there are two motor coaches (MCs) and two
trailer coaches (2 TCs or TC and DTC). Complete propulsion system is being supplied by M/s
Medha for the first prototype 16 car train set. The fully suspended traction motor is being
developed by M/s Medha along with M/s.TRAKTIONS SYSTEME AUSTRIA (TSA) and M/s
ECE Engineering , Poland. ESRA evolution brake system of M/s Knorr Bremse is being provided
on Train-18. The brake system has in-built redundancy in brake electronics and brake control
equipment.

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1.5 DRIVING TRAILER COACH (DTC)

It is a non-powered vehicle with a driver cab at one end. The driver cab is furnished with a pre-
fabricated driver desk. All driving operations are possible from driver desk. Feedback from all
system in all the coaches / basic units is available for viewing on the driver desk. For this 10.4”
touch based TFT display is provided on driver desk for showing combined status.

Various gauges are also provided on driver desk for knowing MR, BP, BC and parking brake
pressure. The driver will also be able to control the Passenger Information System (PIS) from the
driver desk.

It also consists of battery box, battery charger and compressor mounted under-slung. Rest of the
DTC apart from the driver cab is passenger saloon area which consists of pantry, RMPU control
unit, mono block pump controller, CRW, GCRW panel and various end wall panels. It is an air-
conditioned coach. All passenger comfort related load can be controlled by driver from driver cab.

Train Control & Management System (TCMS) controls the automatic doors, sliding footsteps and
brake functioning. Ethernet backbone with redundancy is provided for the train communication
network.

Fig1.5a. DTC external view

Fig1.5b: DTC internal view

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1.6 MOTOR COACH (MC)

Motor coach is a powered vehicle with four axles each equipped with a 3 phase asynchronous
Traction Motor (TM). Traction motors are fully suspended i.e. traction motor weight is not loaded
on to the wheel directly. This reduces the un-sprung mass, resulting in better ride comfort.

The motor coach consists of two Lines and Traction Converter unit (LTC), one for each bogie
mounted under-slung. Brake chopper resistor is also mounted under-slung. Transformer secondary
cable for both LTCs unit (from power transformer) comes from trailer coach via under-slung
mounted IV coupler.

It also consists of passenger saloon area, pantry, RMPU, mono block pump controller, electrical
cabinet and various end wall panels. It is an air-conditioned coach.

Fig1.6a: MC internal view

Fig1.6b:. MC external view

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1.7 TRAILER COACH (TC)

Trailing coach has the pantograph for current collection, vacuum circuit breaker and HV isolator
mounted on the roof. For operation of the 16 car, two pantographs will be used.

It also consists of auxiliary converter unit and power transformer mounted under-slung. Power to
LTC units of both motor coaches is distributed from same power transformer.Auxiliary converter
feeds the total load of four coaches.

It also consists of passenger saloon area, pantry, RMPU, mono block pump controller, electrical
cabinet and various end wall panels. It is an air-conditioned coach.

Fig1.7a: Pantograph on Trailer Coach Fig1.7b: RMPU on Trailer Coach

1.8 NON DRIVING TRAILER COACH (NDTC)

It is similar to DTC except driver related interface. It also consists of battery box, battery charger
and compressor mounted under-slung. It also consists of passenger saloon area which consists of
pantry, RMPU control unit, mono-block pump controller, CRW, GCRW panel and various end wall
panels. It is also an air-conditioned coach.

Fig1.8a: Non driving trailer coach Fig1.8b: Non driving trailer coach
(NDTC) external view (NDTC) end view

All coaches are provided with LED displays for passenger information/ announcement system.
Each passenger has a power socket for mobile charging. The interior lighting is of LED with
direct light as well as diffused lighting. Reading LED lights are provided in the luggage rack.

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1.9 UNDER SLUNG EQUIPMENT

Fig1.9a: Under-Frame and mounted under-slung equipment

The under-frame is designed for bolster less design bogies, where-in the under frame directly rests
on the Air Springs. For the Train-18 project Dellner Semi-permanent Couplers are being used.
These couplers have a CBC type draft gear with Semi-permanent head. This eliminates the jerks,
which are typical in locomotive hauled CBC coupler coaches.

The Front Driving Coaches (DTCs) has CBC couplers and the in between coaches will be
permanently coupled with Semi-permanent couplers. To provide a through passage from one
driving end to the other – all the sixteen coaches have been inter-connected by fully sealed
gangways. To achieve this Semi-permanent inter-coach couplers have been lowered.

The LHB Coach design has been taken as the base design for the Train-18. Modifications have been
done in the car body design to adapt it for Train-set. Design inputs from Consultant M/s EC
Engineering Poland, Propulsion System supplier M/s Medha have formed the basis for the overall
Carboy Design.

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CHAPTER 2
INTERIOR DESIGN

2.0 INTERIOR FEATURES OF TRAIN 18

Fig2.0a: Interior view of 2 nd class of Train 18

Fig2.0b: Interior view of executive class of train 18

Train 18 is fitted with European-style comfortable seats. The Executive chair car seats of Train 18 are
covered with a golden coloured fabric and pink/purple headrest. Fabric of the seats is fire resistant - a
useful feature!
A very interesting feature in Train 18's executive chair car coaches is that the seats can be rotated to face
each other! This is particularly convenient for passengers travelling in a group. But, what this also means
is that the Executive chair car will not have a centre table area.

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Another noteworthy feature of the seats in Train 18 is its new reclining facility. Unlike aircraft, where
passengers have to push back their rest to recline the seat, in case of Train 18, the base seat has to be
pushed ahead! This is similar to how people can adjust their seats in a car.

 The Executive Class has rotating seats which can be aligned in the direction of travel.
 Modular Toilets with Bio-Vacuum system.
 Modular Luggage rack with glass bottom
 Plush Interiors
 Fully sealed Gangway with inner flexible walls for seamless movement of passengers.
 On-board Infotainment system with Wi-Fi Streaming
 Toilet for PWD and space for wheel chair in the Driving Coach.
 Each passenger have a power socket for mobile charging.
 The interior lighting is of LED with direct light as well as diffused lighting.
 Reading LED lights are provided in the luggage rack.

Fig2.0c: Internal view of entrance area

The interiors including FRP panelling, Luggage rack, seats are being sourced from established
players like M/s BFG, M/s Saira Asia and M/s FAINSA, COMPIN. In a 16 Car Train- set, there are
two Executive Class coaches and, 12 Second Class AC Chair Car and 2 Second Class AC Chair
with Driving Cab.

Executive Class has total 52 seats with rotating feature. The remains aligned in the direction of train
movement. In Second Class, seats are reclining type with fixed backrest. These are different from
the regular seats in Indian Railways - where reclining is achieved by the movement of the backrest.
This avoids the intrusion of the seats into the leg space

In a Chair Car, seats play a very major role in providing comfortable travel. So for the first
prototype train-set, ICF has managed to import seats which are being provided in the European high
speed train-sets. These seats not only provide comfort for long distance travel but also are tested for
(crashworthiness GMRT 2100 issue 5) full passive safety for the passenger.

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CHAPTER 3
EXTERIOR DESIGN

3.0 FEATURES OF CAR BODY

Fig3.0a: External view of train-18 having continues flush window glass

 The Car body is equipped with Continuous Window Glasses for contemporary modern look.
 The Driving coach has aero-dynamic nose cone for reduced air-drag and for improved
aesthetics.
 All coaches are equipped with automatic plug type sliding doors with sliding Foot-Step.
 All coaches are interconnected by fully sealed gangways with flexible sidewalls.
 Exterior fairings for the inter coach gangway giving a flushed look for the Train-set

Fig3.0b: Car Body of Driving Trailer Coach

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Fig3.0c: Front end FRP Nose Cone

Fig3.0d: Automatic doors with sliding foot-step

Fig3.0e: Sealed Gangway

Experience gained by ICF in manufacturing various self propelled coaches like DEMUs, EMUs and
Metros particularly with 3 Phase Propulsion systems has given the confidence of taking up this
endeavour of developing an entirely new Rolling Stock. Developments in the last decade enabled
ICF to build its team of design and manufacturing competency. Also coming up of large scale
Metro Coach manufacturing in India which resulted in development of sub-system suppliers has
also helped in thinking big. During design phase, data is being exchanged with RDSO for design
validation.. Train 18 is an ambitious project taken up by ICF that is designed and manufactured by
harnessing in house resources. It is expected that the success of Train 18 will spur a huge demand
for more of these best in Class train-sets made In India at a much economical cost.

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CHAPTER 4
DESIGN OF BOGIE

4.0 FEATURES OF TRAIN-18 BOGIE

Fig4.0a: Enlarge view of Train-18 bogie

The important feature in this Train-set is New Bogie Design with Fully Suspended Traction
Motors. The Bogie is being designed with following Contemporary Features:

 Fit for 160 kmph Operation

 Fully Suspended Traction Motors - wherein the Traction Motor weight is not loaded on to
the wheel directly. This reduces the un-sprung mass, resulting in better ride comfort.
 The bogie is bolster less design with Fabricated Y-type bogie frame.
 Air Springs in Secondary suspension and Coil Spring with Control Arm in Primary
suspension for better stability.
 Vertical, lateral and YAW dampers for jerk free ride.
 Wheel mounted disc brake system for better reliability, space utilization and less
maintenance.
 Stabilizer (Anti -Roll Bar) mechanism for better passenger comfort.

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Fig4.0b: Top view of Train 18 Bogie

The development of bogie has been carried out with the help of M/s EC Engineering, Poland. and
other items are developed with the help of M/s Bonatrans (wheels and axles), Knorr Bremse (Brake
Disc and Brake Callipers), GMT (Metal bonded Rubber items and Air springs), Koni and Zf
(dampers). The Bogie Design is the backbone for all new EMUs, DEMUs and Train-sets to be
manufactured by Indian Railways.

Fig4.0c: Bottom view of Train 18 Bogie

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CHAPTER 5
BRAKE CONTROL EQUIPMENT

5.1 INTRODUCTION:

The brake control module (BCU/EP-BGE) is a complete, compact brake control unit of modular
design. Being bogie-oriented, it is especially suitable for use in mass transit systems and long-
distance train set vehicles. Being a bogie controlled brake system there are 02 nos. of BCUs each
controlling single bogie. In terms of functionality, safety and availability the brake control module
satisfies all the requirements on a modern brake system.

The main functions offered by the BCU/EP-BGE are:

 Service brake
 Emergency brake
 Brake pressure limitation based on train load
 Pre-defined pilot pressure (Cv) for relays valve in case of failure of load pressure input.

5.2 DIRECT BRAKE:

The microprocessor based electronic brake control electronics (B26 - BCE) performs the local
brake control functions. It is used for receiving and interpreting the brake demand signals as well as
other train-lined signals to control the electro-pneumatic brake system. The BCE provides a linear
brake control, according to the brake demand.

Input arriving from the master controller, in conjunction with the control of magnet valves within
the DCL-controller (B03.A) at the BCU (B03). The microprocessor control logic includes fault
diagnosis as well as a fault indication to facilitate maintenance and operation. Compressed air for
the operation of the friction brake system is tapped from the main reservoir equalizing pipe (MR –
A07). The pressure in the MRP is monitored by a pressure switch (B07). This pressure switch is
connected to the propulsion interlock circuit and prevents the car from being moved if the pressure
level in the main reservoir equalizing pipe is not sufficient.

CAUTION - The car builder must ensure that the train cannot start traction, in case the MR-
pressure is low. This pressure switch B07.B07 is connected to the propulsion interlock circuit and
prevents the car from being moved if the pressure level in the main reservoir equalizing pipe is not
sufficient.

Fig5.0a: Overview Brake Control

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The cock B04 isolates the complete BCU (B03) and thus one complete bogie. The cock B04/1 and
B04/2 isolates the direct EP-Brake. Under this condition, only the indirect BP brake can be applied
at that isolated unit. The cock B01.3 releases the brake cylinder pressure of one complete bogie.

CAUTION: The air supply to the unit can be isolated by means of vented cut-out cocks (B04,
B04/1, and B04/2). The car builder must ensure that the cocks are correctly positioned before the
train starts service and apply necessary performance restrictions, in case the cocks are closed and
the train must be moved / set in service.

The EP converter (B03.A) modulates the electric friction brake demand signal from the electronic
brake control electronics (B26) into a proportional pre-control pressure. The signals to the EP
converter are application/release signals representative of the jerk limited and fully blended friction
brake signal corresponding to the portion of the friction braking required meeting the total braking
demand. The EP converter is equipped with a charging magnet valve and a venting magnet valve.
The signal of the pressure transducer (B03.J) indicates the actual pressure level in the control unit.
If the signal from the pressure transducer does not match the commanded pressure, the charging or
venting valves are controlled by the electronic control unit (B26) to obtain the correct pressure level
in the control volume. This technique provides a high accuracy, linearity and repeatability.

5.3 BRAKE PIPE CONTROLLED BRAKE (AUTOMATIC INDIRECT BRAKE):

The brake pipe (BP) pressure can be controlled by means of the driver’s brake valve type FB11
(D01), (time dependent) in case of failure of the electro-pneumatic direct brake or in the rescue
mode by a recovery train. The brake pipe can also be controlled from a rescue locomotive.
Limitations to speeds and decelerations must be observed in rescue cases (towing operations) and
failure modes (for continuous operation of service brake without retarder brake).

Fig5.0b: Driver’s Brake Pipe Control Equipment

The brake pipe (BP) pressure is charged from MRP through a pressure reducing valve (D06) and
kept at a constant level of 5 bars, via a pressure reducing valve (D06). With a decrease of the BP-
pressure below 4.6 bar the first brake step will automatically be applied by the distributor valve
(B02.b41) which transforms the BP-pressure reduction into an increase of the relay valve’s pre-
control pressure. By this logic the brake is applied redundant to the normal emergency brake
application. However the pressure-built-up times for this redundant brake application are related to
the pressure decrease in the brake pipe. Consequently - at long trains - the pressure built-up time
will increase at the last car. Due to this physical effect, the operation speed in case of shunting of
long trains is limited. With the time dependent brake valve type FB11 (D01) the brake pipe (BP)
pressure can reduced or increased depending on the time the brake lever is maintained at “braking”
or “driving”. The end-positions “braking” and “driving” are notched, thus the brake lever will
remain in the selected position.

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At normal service brake conditions (As long as the electro-pneumatic is operative) the brake pipe
pressure is kept at a constant release pressure (5 bar) as long as the handle of the drivers brake valve
FB11 is maintained in “driving” position in the active drivers cab. The pre-control pressure is then
fed via the duplex check valve (B03.G) and the load dependent pressure limiting valve (B03.F),
which limits the pressure level according to the actual pneumatic load signal from the secondary
suspension, to the relay valve (B03.D) generating the brake cylinder pressure. The spring loaded
distributor valve type STV (pos. B02.B41) will generate a brake cylinder pre-control pressure on an
indirect logic e.g. (5.0 bar = 0 bar brake cylinder, 3.8 bar = max. brake cylinder pressure, limited by
the pressure reducing valve (B02.B28) corresponding to the brake pipe pressure.

The control pressure from the distributor valve (B02.B41) can flow via the duplex check valve
(B03.G) to the load dependent pressure limiting valve and relay valve to initiate a load weighed
emergency brake application (indirect brake circuit). Via the pressure governor B24, the pressure
level in BP can be monitored. The pressure governor (B24) gives the information, indirect brakes
released/ indirect brakes applied to the TMS. The car builder must ensure that the train cannot start
traction, in case the brakes are applied. Cock D0.D04 is used to isolate the air supply to the drivers
brake valve system. It is equipped with electrical switches and is connected directly to TMS.

The car builder must ensure the necessary safety precautions, in order to avoid service with isolated
driver’s brake equipment for indirect brakes. Magnet Valve WMV20 (D03) is used to disable the
BP-control in the inactive drivers cab. For control purpose it is necessary, that the BP-control
system is only activated in the active drivers cab.

To activate the BP control system the magnet valve needs to be de-energized, respectively it will be
de-activated when the magnet is energized. In case of failure of the magnet valve or loss of power
supply to the magnet valve the drivers brake valve can manually be isolated from the brake pipe by
means of isolating cock D02. The air supply to the brake pipe BP can be isolated by means of the
cut-out cocks D02. The car builder must ensure that the cocks are correctly positioned before the
train starts service and apply necessary safety precautions, in case the cocks are closed and the train
must be moved /set in service.

5.4 PARKING BRAKE CONTROL:

Fig5.0c: Parking Brake Control Equipment

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Air pressure from the main reservoir equalizing pipe is fed to the impulse magnet valve (B01.B09)
which is equipped with two magnets. The application or release of the parking brake actuators of
spring-applied type is controlled by the impulse magnet valve (B01.B09), which only needs a short
train lined impulse from the driver to apply and release the parking brake. It can be also manually
operated by push buttons at the valve in the case the control voltage missing. For manual operation
of the valve it is recommended to install it in an easily accessible location, such as inside of driver’s
cab.

The anti compounding is realized via the double check valves B12/1, B12/2. It allows either the
brake cylinder pressure (BC) or main reservoir pressure (MR) to fill the parking brake pressure pipe
(PB), thus releasing the parking brakes. Via the isolating cock B01.B05, the parking brake pressure
PB can be released manually from the parking brake units, thus applying the parking brake force.
The isolation of PB is indicated by the pressure switch (B01.B10). A signal from the pressure
switch (B01.B10) is used to prevent the car from being moved under power until the spring-applied
actuators are released. The car builder must ensure that the train cannot start traction, in case the
brakes are applied (indicated by B01.B10).

Once the train is shut-off, emergency brakes are applied (due to de-energizing of the emergency
brake loop). Over an extended period of time, the pressure in the service brake cylinders starts to
fall and simultaneously the parking brake starts to apply. This ensures that the vehicle is safely
immobilized.

5,5 WHEEL-SLIDE PROTECTION EQUIPMENT:

The printed circuit boards for the wheel slide control are also included in the microprocessor based
brake control electronics (BCE) (B26). The BCE detects the speed of each axle and controls the
brake pressure by regulating the anti-skid valves according to the achievable deceleration
dependent on the available adhesion between wheel and rail. The microprocessor control logic
includes fault diagnosis as well as fault indication to facilitate maintenance and operation.

The wheel-slide protection system is performed on a bogie basis. The equipment also includes anti-
skid valves (G01), single channel speed sensor (G03) and pole wheels (G04) (not KB supply). The
signal of the speed sensors (G03) is differentiated and compared to preset threshold levels of
deceleration. In addition, the axle speed is compared to the electronically simulated fictive vehicle
speed. When wheel-slide is detected, the electronic control unit will release/maintain/apply the
brakes through energizing/de-energizing the magnets of the anti-skid valves. The wheel-slide
protection equipment is also operative during an emergency brake application.

Fig5.0d: WSP Equipment

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5.6 MECHANICAL BRAKE ACTUATING EQUIPMENT (BOGIE-MOUNTED) :

Each axle is equipped with 2 wheel mounted brake discs per axle (C06) in all cars and brake
calliper units of compact design (C02, C03). The brake caliper units (C03) have spring-parking
brake actuators incorporated.

Fig5.0e: Motor Bogie Brake Equipment

The units with parking brake actuators are equipped with a mechanical release device. The
manually released parking brake actuators are automatically reset by applying release pressure. The
type of brake caliper units used is of modern design which has the following technical advantages:

- New suspension arrangement with a single central pin and no hangers

- allowing maximum lateral movement and tilt of the axle without constraints;
- Uniform brake pad pressure;
- Simple standard interface to the bogie, easy bogie-side mounting bracket;
- reduced number of bushes and joints;
- Less wear and noise, reduced life cycle costs.

Fig5.0f: Compact Brake Calliper

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CHAPTER 6
ELECTRICAL EQUIPMENT IN TRAIN-18

6.0 MAJOR ELECTRICAL EQUIPMENT

Following are major electrical equipments provided in various coaches of train-set

along with their manufacturers/suppliers:

Sr. Equipment Manufacturer/

No. Supplier
1. Traction transformer JST
2. Lightning arrester Siemens
3. VCB with earthing switch Autometer, Patra
& Chandra
4. Pantograph with insulator Schunk
5. IGBT based line and traction converter Medha
6. Self-ventilated fully suspended AC traction motors Medha, TSA JV
7. Auxiliary converter with (415V, 3ph and 110V, DC) including Medha
battery charger
8. Train control & management system Medha
9. Air supply (compressor, filter, dryer) Knorr Bremse
10. Complete driver desk with 10.4 inch LCD TFT driver display Medha
11. Passenger information system Medha
12. Control panels with contactors, relays, breakers etc. Medha
13. Inter-vehicular couplers Huber-Suhner
14. Coach air conditioning system (RMPU with panels) Sidwal
15. Cab air conditioning system Subros
16. Twin beam head light --
17. Speed recorder
18. Isolation (pantry) transformer
19. DC DC converter
20. Baby compressor
21. Earth return CT Box U/slung
22. Shunting remote

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6.1 POWER SCHEMATIC OF TRAIN-18

Block diagram of the power schematic of the train-set.is shown below:-

25 kV AC Overhead Line (OHE)

Pantograph

Circuit Breaker
DC - AC
Transformer Motor Converter

2 x 3 Phase Motors
AC - DC
Converter
Transformer
3 Phase AC Output

DC - AC Battery
Auxiliary Converter
DC Output

Transformer
AC - DC Rectifier

2 x 3 Phase Motors
AC - DC DC - AC
Converter Motor Converter

Axle Brush - ve return through wheel and running rail

Fig6.0a: Block Diagram of Electronic Power and Auxiliary Services on

TRAIN 18

The 25kV OHE voltage is connected to the transformer primary winding through the pantograph
and Vacuum Circuit Breaker (VCB). During maintenance, when transformer primary winding is
not connected to the OHE line, an earthing switch (connected in parallel to VCB) is used to ground
the transformer primary winding and pantograph for safety.

6.2 TRACTION TRANSFORMER

 Traction transformer is mounted under slung of trailer coach (TC).
 There are 1 primary winding, 4 traction windings and 2 auxiliary windings in traction
transformer.
 Continuous voltage: 19 – 27.5 kV
 3 Frequency range: 47 – 53 Hz
 Total transformer continuous rating is 2880 kVA under 22.5 kV OHE voltage.
 Each traction winding continuous rating is 603 kVA
 Each auxiliary winding continuous rating is 234 kVA
 Peak power rating is 3616 kVA, each traction secondary peak rating is 787 kVA and
auxiliary is 234 kVA.
 Total approximate weight of transformer is 4900+\-3% kgs.
 One transformer feeds to two motor coaches.
 Traction transformer is oil cooled with help of oil pump and blowers which cool the
radiator through which oil is circulated using the oil pump.

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Line Converter

Line Converter

Line Converter
High Voltage

Line Converter

Aux. Converter

Aux Converter

Figure : Block diagram of Traction Transformer

Fig6.0b: Block diagram of Traction Transformer

Continuous Voltage Rating

Primary Traction x4 Auxiliary x2

U line Power Current Power Voltage Current Power Voltage Current

(kV) (kVA) (A) (kVA) (V) (A) (kVA) (V) (A)

Exceptional 16 2109 132 429 608 705 197 240 820

19 2505 132 509 722 705 234 285 820

Continuous 22.5 2880 128 603 855 705 234 338 692
25 2880 115 603 950 635 234 376 623
27.5 2880 105 603 1045 577 234 413 566

Exceptional 30 2880 96 603 1140 529 234 451 519

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6.3 LINE AND TRACTION CONVERTER

 Each basic unit has 2 motor coaches and each motor coach has 4 traction motors.
 Each motor coach has 2 nos. of line and traction converter (LTC) mounted under slung
and each control two traction motors of a bogie.
 Input power to line converter comes from transformer kept in adjacent trailer coach.
 Line and traction converters are forced air cooled.

Fig6.0c: Line and Traction Converter

6.3.1 Important Parameters of LTC

Description Rating

Input voltage 950 V AC at 25 kV AC

Input current 639 A

Weight <800+/-50 Kg

Dimension 2250*1220*700 mm

Line and traction converter rating 554 KVA

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6.3.2 Line Converter

Fig6.0d: Block Diagram of Line and Traction Converter

 Each traction converter cubicle consists of one line converter, DC link, one traction inverter
and line & traction control unit.

 The line converter interfaces with transformer secondary traction winding AC voltage on
one side and DC link on the other side.
 Main function of line converter is to maintain stable DC link voltage at 1800 V irrespective
of line and load variations at unity power factor.

Fig6.0e: Block Diagram of Line

Converter

 The line converter consists of single phase full bridge rectifier with IGBTs as active
switching devices.
 Line converter consists of input pre-charging circuit and line contactor. It consists of output
DC link capacitor.
 The DC link consists of earth leakage detection circuit, DC link capacitor bank and brake
chopper circuit (for over voltage protection).

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6.3.3 Brake Chopper Circuit

 Each MC coach has two independent Brake Chopper Resistors. But both these resistors
are placed in a single cubicle.
 Each Resistor is connected across DC link of Line and Traction Converter unit. The
Brake chopper resistor unit is under-slung mounted.
 Brake chopper circuit comprises of BCH IGBT module and BCH resistor.

 The Brake chopper circuit is used to limit the over-voltages in DC link capacitors during
abnormal conditions or during transients.

 Over voltages in the DC link capacitors may occur due to:

 Non receptive OHE during regeneration
 Transient Load Conditions.
 Resistance value calculations are described below:

Sr.No. Description Value

1. Resistance (nominal) 3.6 Ω
2. Resistance (minimum) 3.42 Ω
3. Resistance (Maximum) 3.85 Ω
4. Power Rating 719 kW for 2.5 sec
5. Energy Rating 1.8 MW-sec

Fig6.0f: Brake chopper Fig6.0g: Block Diagram of Brake chopper

resistor

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6.3.4 Earth Fault Detection Scheme

 Earth fault is detected by measuring the voltage (Ue) across the resistor branch between
the DC link terminals as shown in figure given below:

Fig6.0h: Earth fault detection Scheme

 There are two sets of resistor branches connected in series (their equivalent resistances
are R1 and R2) between DC link terminals. R1 and R2 are different resistances each of
values 66 kΩ and 20.4 kΩ respectively.

6.3.5 Line Converter Protections:

 Transformer primary over voltage and under voltage protection.
 Traction transformer secondary over current protection.
 IGBT heat sink over temperature protection.
 Failure of pre-charging contactor / resistor protection.
 Failure of main contactor protection.

6.3.6 DC Link Protections:

 DC link over voltage protection.
 DC link short circuit protection.
 Earth leakage protection.

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6.3.7 DC Link Earthing Switch

 Each motor coach has two LTC units and has one common DC link earthing switch to
protect the operating personnel from high voltage during maintenance activity.

Fig6.0i: DC link earthing switch

 One Earthing switch has four poles. Two LTC units DC link +ve and -ve are connected
to a common earthing switch.
 The operation is through a key interlocking system similar to the EMU. When the
earthing switch is in open condition, all four poles are completely independent.
 First operate the panto isolating cock and release blue key from it. Use it and operate the
25kV VCB earthing switch and two Yellow keys will be released.
 With this the panto will not raise as there will be no pressure and even if OHE comes the
25kV earthing switch will make it earth.
 To operate the DC link earthing switch the master Yellow key from 25kV VCB earthing
switch is needed.
 After inserting the Yellow key in the DC link earthing switch it can be moved to
earthing position and Green key will be released from DC link earthing switch.
 With Green key LTC unit door can be opened. Follow the same sequence in reverse
order to restore the normal supply.

6.3.8 Traction Inverter

The traction inverter consists of a 3-phase full bridge inverter with IGBTs as active
switching devices. Main function of TIC:
 Converts the DC input voltage to 3-phase Variable Voltage Variable Frequency
(VVVF) output.
 Controls the traction motor torque in both motoring mode and braking mode.
 Each inverter controls two traction motors in parallel.
 Controls wheel slip/slide.
 Performs various fault diagnostics.

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Traction Inverter protections:

 Output over current protection.
 Output short circuit protection.
 IGBT heat sink over temperature protection.
 Traction motor over temperature protection.
 Traction motor over speed protection.
 Phase imbalance protection.

Fig6.0j: Traction Inverter Schematic diagram

6.3.9 Line & Traction Control Unit (LTCU)

Line & Traction Control Unit (LTCU) controls both the line converter and traction inverter
and communicates with the Main Control Unit (MCU) through CAN interface. All the
LTC's are similar in construction.

Fig6.0k: Line & Traction Control Unit (LTCU)

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6.3.10 Dc Link Capacitor

DC link capacitor has following functions:
 DC link capacitor is used to buffer the energy differences between line-side and motor-
side of the converter.
 DC link capacitor absorbs the harmonic currents produced by line side and motor-side
of the converter, thus reducing the ripple voltage.
 DC link capacitor is used to limit the switching over voltages of IGBTs. These over
voltages occur due to loop inductance.
 Two DC link capacitors of 2mF are connected in parallel and form the DC Link which
is directly connected to the IGBT Phase modules.

6.4 AUXILIARY POWER SUPPLY

6.4.1 Auxiliary Power Supply

 All auxiliaries and controls of coaches are required to work on two kinds of voltage
415VAC, 3phase, 50Hz and 110VDC.
 Auxiliary converter unit is required to generate these types of voltages to serve these
loads.
 It gets power directly from 2 nos. of secondary windings of transformer.
 Transformer and auxiliary converter are mounted in trailer coach.
 It is mounted under-slung and forced cooled system.
 Auxiliary converter is a PWM based IGBT converter, which converts 285VAC – 450V
AC into two outputs:
i. Output-1: 415 V ac (line to line), 3 phase, 50Hz
ii. Output-2: DC output is isolated from input by using DC -DC isolation transformer.
DC output is connected to BN Bus.

6.4.2 415VAC, 3phase, 50Hz loads:

 RMPU
 CAB AC
 Main compressor
 Traction converter cooling blowers
 Transformer radiator fan
 Transformer oil pump
 Water pump for toilet tank
 Aux converter cooling blower.

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6.4.3 110VDC Loads

 Battery charging
 Coach, vestibules and driver cabin normal lights
 Coach and driver cabin emergency lights
 Twin beam/ auxiliary head light, marker light, tail light, flasher light, cluster light, spot
lights, passenger alarm
 Indication light, electronic signal bell
 Control electronics loads: PIS, CCTV, Relays, Contactors,
 Driver desk, brake systems and all other control units
 Auxiliary compressor for pantograph
 Emergency ventilation blowers
 110V DC toilet loads, seat lights & doors.

Auxiliary power supply consists of two cubicles:

(i) Auxiliary Converter Unit (ACU) - ACU consists of below modules:

 AC1 module
 AC2 module
 DC converter module
(ii) Battery Charging System (BCS)

6.4.4 Important Parameters of Auxiliary Converter

Requirement Parameters
AC input voltage 285 V to 450 V, 1 phase, AC input from auxiliary secondary
winding of main transformer
Control supply 77V to 137.5 V DC from battery (110Vdc nominal)
AC-1 output capacity 275 kVA, 415V±5% (L-L), 50 Hz±3%, 3 Phase, Sine wave (at
>19kVac OHE)
At <19kVac OHE, output voltage shall drop by maintaining V/F
ratio constant.
AC-2 output capacity 235kVA, 415V±5% (L-L), 50Hz±3%, 3 Phase, Sine wave (at
>19kVac OHE)
At <19kVac OHE, output voltage shall drop by maintaining V/F
ratio constant.
DC converter output 115 V to 130 V DC (It is varying as per DC load sharing current
capacity requirement)
DC Power: 30kW at 110V DC (BN, BD & battery charger loading
on this).
Efficiency 92%

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6.4.5 Schematic description of ACU

Fig-6.0l: Auxiliary converter schematic diagram

Fig6.0l: Auxiliary converter schematic diagram

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ACU consists of modules/ sections mentioned below:

 Input section
 AC-1 module (line converter & inverter section including master control)
 AC-2 module (line converter & inverter section including master control)
 415Vac output section
 DC converter module
 DC output section
 DC link voltage indicators
 Control &communication connectors
 Blower section
 Isolation switch.

 The input of the auxiliary converter is taken from the independent secondary windings
of main transformer.
 Input section consists of input fuse, input main & pre- charging contactors & input ac
current sensor.
 The purpose of input fuse is to protect DC link from over current.
 The purpose of input ac current sensor is to control the line converter for regulating DC
link voltage & to maintain unity power factor at input.
 The purpose of pre- charging contactor & resistor is to limit the DC link capacitor
charging current at source sudden ON. It will be switched off when DC link voltage
reaches to defined value.
 The purpose of input main contractor is to isolate the unit from source if any
abnormalities in ACU.

6.4.6 AC-1 & AC-2 Modules

AC-1 & AC-2 modules consist of below sections:

i. Line converter section
ii. Inverter section
iii. Master & module control section (both control &communication)

6.4.6.1 Line Converter Section

 The line converter section takes the input (variable single phase AC input) from
secondary winding of main transformer and converts to fixed DC-link by controlling
pulses of the IGBT's by using DSP controller.
 Line converter maintains unity power factor at AC input. Full bridge architecture is
used for the line converter.
 Transformer primary, secondary, DC link voltages and input AC current sensors are
used for feedback control, display the parameters and protect the line converter.
 Line converter output is connected to common DC link.

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6.4.6.2 Inverter Section

 The inverter takes the input from common DC link. The IGBT based inverter
section is provided after DC link capacitor. A three phase full bridge architecture
is used for the inverter.
 An IGBT based inverter is controlled by using DSP. Input voltage and output
current sensors are used for feedback control, display the parameters and protect
the inverter.
 Temperature sensors are provided for sensing the heat sink temperatures of the
IGBT modules and for protecting it.
 DSP controller is used for PWM control of line converter &inverter.

6.4.6.3 Master Control Section

 There is a controller which controls the line converter &inverter. It is also
responsible for monitoring and protecting the complete auxiliary converter unit
and records the faults in the memory.
 It also interfaces to TCMS to get commands and to send status to display at
driver cabin through ethernet communication.
 It is also responsible for driving the contactors & to monitor it's healthiness by
taking their feedbacks.
 It is also responsible for handling & processing the hardwired signals which are
coming from LCC.

6.4.6.4 ACU 415VAC Output Section

 It consists of sine filter inductor, capacitor, current transformers, ELD sensor &
output contactor.
 3Ph 415V AC, which is passing through Sine filter capacitors for filtering PWM
Sine waveform to pure Sine waveform. After filtering, the output is connecting to
output terminal through output contactor.
 ELD sensor is used to measure the earth leak current if any AC output live
terminal touches to the body & to isolate the faulty section by tripping the
contactor.
 Current transformer is used to feedback control, displays the output AC current
and protects the inverter.
 The purpose of output contactor is to isolate the AC module from load when AC
module fails.

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6.4.6.5 ACU DC Converter Module

 DC converter takes supply form common DC-link of AC2 and converts DC link
voltage to isolated and regulated 110Vdc output by controlling pulses of IGBTs
by using DSP controller.
 DC converter consists of H-bridge converter, isolation transformer, rectifier and
filter.
 DC converter shall also regulate output voltage to maintain current share at
output.
 An IGBT based DC-DC Converter is controlled by using DSP. Output voltage and
output current sensors are used for feedback control, display the parameters and
protect the DC Converter.
 Temperature sensors are provided for sensing the heat sink temperatures of the
IGBT modules and for protecting it.
 It communicates with AC-2 module through CAN Communication.

6.4.6.6 ACU DC Converter Output Section

 DC converter output section consists of DC output contactor, DC output reverse
polarity sense & BN-bus voltage indication (for both forward & reverse
direction).
 The output of DC converter is fed to BN (Battery Normal) loads, BD (Battery
Direct) loads as well as battery charger.
 DC converter output is connected to BN bus terminals through DC output
contactor. It is used to isolate the DC converter module from load when DC
module fails and if any reverse connection at BN bus.
 Contactor driving, monitoring, DC output reverse polarity check is done by AC-2
master controller.
 Voltage indication card is used for visual indication of BN bus voltage availability
& if any reverse connections on BN bus.

6.4.6.7 ACU DC Link Voltage Indicators

 Voltage indicators are used to indicate voltage availability at DC link of AC-1,
AC-2 &input of DC converter module by visual to avoid touching the power
modules while servicing.

6.4.6.8 ACU Cooling System

 Self-contained blower is used for air cooling of the auxiliary converter.
 This blower takes 3phase 415V ac supply from AC-2 inverter output.
 Blower will take supply from AC-1 inverter output if AC-2 inverter fails.
 This action will be done by using change over contactors based on feedback of
other AC.

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6.4.7 Battery Charging System

Battery Charging System (BCS) is a PWM based IGBT converter, which is getting supply
from BN bus and charge the battery with constant voltage & constant current limit topology.

Rev Flow Diode

IHES BD Fuse BD(+Ve)

BC Inductor
BN Contactor
BN (+Ve) L/1 L/2 IHES Batt Fuse BAT(+Ve)
+Ve -Ve

DC ELD
BATTERY CHARGER MODULE
BN(-Ve)
COMM(-Ve)

COMM(-Ve)
BAT(-Ve)

BD(-Ve)

Fig6.0m: Block diagram of Battery Charging System

Fig6.0n: Battery Charger

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BCS consists of below sections:

BN Contactor:

 BCS is having one contactor called BN contactor. It is used to isolate the BN bus from
battery. BN contactor can be turned ON/OFF from driver cabin.

Battery Charger:

 Used to provide the 110Vdc supply for battery charging by taking supply from BN bus
(115Vdc-130Vdc).

Reverse Flow Diode:

 It is used to provide the conductive path at the time of battery backup.

Controller Section:

 There is a controller used which is responsible for monitoring and protecting the complete
battery charger and records the faults in the memory and also it interfaces to TCMS to get
commands and to send status to display at driver cabin.

Fuses Section:

 Consists of battery fuse, BD fuse, battery charger input &output fuse. These are used to
isolate the BCS from loads or source if any short circuit happens.

Battery charger unit is made natural cooled design.

6.5 Auxiliary Loads

Auxiliary systems in all coaches work on two different voltages- 415VAC 3-phase,
50Hz and 110VDC. Major equipment working with these power sources are as below-

415V AC, 3 phase, 50Hz loads:

S.no Load Name Description

1. RMPU Air conditioning unit for coaches.
Cooling rating - 8TR
2. CAB AC Air Conditioning unit for driver cabin.
Cooling rating - 2TR
3. Main compressor Main compressor for brake system.
FAD – 920 lpm
4. Traction converter cooling Blower for cooling of traction converter unit
blower
5. Transformer radiator fan Radiator fan for cooling of main transformer
6. Transformer oil pump Oil pump for cooling of main transformer
7. Water pump for toilet tank For water pumping for toilet tank

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S.no Load Name Description

8. 230V supply for coach Wi-fi and TV screen (4nos.)
TV Wi-Fi control unit (1no.)
Wi-Fi router (2nos.)
9. Pantry appliances load at 230V Microwave Oven (1no.)
Hot case (1no.)
Soup Warmer (1no.)
Mini Refrigerator (1no.)
Water Boiler (1no.)
10. Toilet Loads at 230Vac Per Toilet loads are as below-
Hand drier (1no.)
Shaver socket (1no.)
Exhaust fan (1no.)
11. 110Vac sockets for Mobile & 110Vac single phase sockets in coaches for
Laptop charging Mobile and Laptop charging.

110 VDC Loads:

S.no Load Name Description

1 Battery Charger Battery charger is provided in Converter unit
to charge the battery with C/10 rate.
2 Coach, Vestibules and Driver Coach, Vestibules and Driver Cabin lights
Cabin normal lights
3 Coach and Driver Cabin Coach and Driver Cabin Emergency lights
Emergency lights
4 Twin Beam/Auxiliary Head light, Twin Beam/Auxiliary Head light, Marker
Marker Light, Tail Light, Flasher Light, Tail Light, Flasher light, Cluster
light, Cluster Light, Spot Lights, Light, Spot Lights, Passenger Alarm
Passenger Alarm Indication Light, Indication Light, Electronic signal bell
Electronic signal bell
5 Control Electronics Loads PIS, CCTV, Relays, Contactors, Driver
desk, Brake systems and all other control
units.
6 Doors Doors
7 Auxiliary compressor Auxiliary compressor for Pantograph.
8 Emergency Ventilation Blowers Emergency Ventilation Blower for coaches
when RMPU is not working.
9 Toilet Loads at 110Vdc Vacuum toilet Loads
10 Seat Lights Seat Lights for reading

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CHAPTER 7
PASSENGER INFORMATION SYSTEM (PIS)

7.0 PASSENGER INFORMATION SYSTEM (PIS)

 The passenger information system for train set (Train-18) provides required
information to the passengers in a train throughout the journey in both visual and
audio information.

 System has provision for public announcement where driver/guard can address all the
passengers in the train, Inter Communication (IC) between driver and guard
communication.

 The main aim of this system is to provide convenience to the passengers by providing
the station information and other required information.

 The MMI (Man Machine Interface) and CCs (Coach Controller) in entire train are
interfaced with CAN network.

 The MMI in the trailing coach will behave as Master based on direction of the journey
and other MMI becomes Slave.

 The CC acts as local Master for each coach and interface with all the display boards.

 The leading and trailing coaches consist of Man Machine Interface (MMI) with GPS.

 Antenna, One Head Code, One Car Control (CC), Two SSD's, Two SDBDS, Two
PECUs, Two ANM's, One cab loud speaker, Eight Saloon Speakers and One
microphone.

 All other coaches other than leading and trailing coaches, will have one car control
(CC)with built in audio amplifier unit, two single side displays, two ANM, two
SDBDS, two PECUs and eleven loud speakers.

 Speaker of 6 watts R.M.S. rating of reputed make Ahuja is provided with 50% of
sharing between coaches in case of single power amplifier failure; at least half of the
speakers are still operative in the coach.

 Public address system is provided to enable communication between guard and

passengers.

 Intercom is provided to enable communication between driver and guard.

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Fig7.0a: Block diagram of PIS

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7.1 MAN MACHINE INTERFACE (MMI)

 Man machine interface is a user friendly module which has20x4 Matrix LCD and 21
Keys keypad for displaying the menu screens and accepting the user inputs through
keyboard.
 This module is mainly used for configuration and displaying the menu options, system
status and route information to user (Driver/Guard).
 This module is mounted on the driver desk. User can also know the status of each sub
system from MMI.
 User can enable the PA, IC, TR communication by using the keys provided on the
keyboard of MMI module. It has three indications LED's (PA, IC, and TR) which will
display the audio communication enable/ disable status.
 Complete PIS system can be configured using MMI Only.
 MMI has GPS interface to have real time GPS co-ordinates.
 MMI takes care of all operations such as train route simulation using GPS, fault
diagnostic of the complete PIS system.
 Train route database of the PIS system is stored in MMI.

Fig7.0b: Man Machine Interface

7.2 CAR CONTROL UNIT (CC)

 Car controller is the main system to control and command all sub systems in that
particular coach, it acts as local master for that coach.
 Upon receipt of train route selection from MMI, CC transfers the Fig: MMII Display
required information to all displays, and then on receipt of station triggers from the
MMI, CC will transfer the required display data to display and audio data to the
speakers.
 All sub systems in a coach like head code display, single side display, side destination
display board and ANM are connected through RS485 to car controller unit.
 It also monitors the health of all the sub systems which are under its control and
exchanges the data with MMI for central data storage.
 Speakers are routed from CC in each coach by 50% audio sharing from next coach.
 Displays are routed using two RS485 channels in each coach. In case of failure in one
channel also 50% displays will work in each coach.

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 On the facia of CC unit LEDs are provided to indicate the health of the CC unit and
CAN communication.

Fig7.0c: Car Control Unit (CC)

7.3 HEAD CODE DISPLAY (HCD)

The head code display comprises of LED boards. Head codes are provided at the front end of the
driving coach (leading and trailing) above the lookout glass (LED Matrix size: 16x128.). It displays
following:
1. Train no.
2. Name of destination station in English, Hind and Regional language
3. Type of service (Slow/Fast)
4. Handicap symbol along with coach location
5. Ladies special symbol along with coach no.

In case of communication failure between car control and head code, driver/guard can manually
select the train route through driver display unit located in driver / guard cabin.

Fig7.0d: Head Code Display

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7.4 IN-COACH DISPLAY UNIT (SINGLE SIDE DISPLAY)

 The in-coach display unit comprises of 16x144matrix multi-colour LED boards.

 ICD will display the route related information like present station and next station to the
passengers throughout the journey.
 In addition to the route related data, the ICD will also display the safety messages upon
receiving triggers from CC.

Fig7.0e: In-Coach Display unit

7.5 SIDE DESTINATION BOARD DISPLAY UNIT

 Side destination board display system is provided at each side of the coach.
 It displays information in two windows, in one window coach number and train number,
in second window train name and source to destination, in English, Hindi and Regional
language.
 LED Matrix size: 16x128.
 It will displays following:
1. Train no
2. Coach Number
3. Train name
4. Source to Destination.

Fig7.0f: Side Destination Board

Display Unit

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7.6 PASSENGER EMERGENCY COMMUNICATION UNIT (PECU)

 The purpose of passenger emergency communication unit is to provide the emergency
communication between driver / guard to passengers.
 When a passenger emergency communication unit is operated by passenger, an
indication will be given to the driver/guard of the location of the operated device.
 The driver/guard will acknowledge the PECU request which is showing on display
screen of MMI thereby enabling bi-directional inter-communication between the driver
and the passenger.

Fig7.0g: Passenger Emergency Communication Unit (PECU)

7.7 AMBIENT NOISE MEASUREMENT MODULE (ANM)

 ANM is basically a noise measurement module to adjust the announcements volume
level in passenger area based on the surrounding noise with comprised microphone.
 It detects the background noise, measures the noise level and sends the same to CC.
 The CC will adjust the volume level based on the background noise received from
ANM.
 It operates at 110V DC supply.

Fig7.0h: Ambient Noise Measurement Module

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7.8 SALOON AND CAB LOUDSPEAKERS

 Speaker of 6 watts r.m.s. rating of reputed make Ahuja are provided.
 50% of sharing is provided for the speakers between coaches in case of single power
amplifier failure; at least half of the speakers will still operative in the coach.

Fig7.0i: Saloon and Cab Loudspeakers

7.9 GPS ANTENNA

 A rugged GPS antenna with anti-theft protection of required cable length is provided for
use on rail vehicles.
 This is located in the both driver desks to detect the GPS location and gives the
information to MMI.

Fig7.0j: GPS Antenna

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CHAPTER 8
ELECTRICAL PANELS

8.1 CAB REAR WALL (CRW) PANEL

 One electrical cubicle is provided at rear side of driver cab in DTC.

 It houses all electrical & electronics components required for rake level control.
 The major equipments housed inside are mentioned below :
1. CRW Panel
2. CCU'S
3. ERMS
4. TPWS
5. ECN Switches
6. MCB's
7. Relays &
8. Contactors for various application.

Fig8.0a: Cab Rear Wall (CRW) Panel

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8,2 GUARD CAB REAR WALL (GCRW) PANEL

 One Electrical Cubicle is provided at guard rear side of DTC cab.

 It houses all electrical & electronics components required for rake level control.
 The major equipments housed inside GCRW panel are mentioned below:
1. PCU'S
2. EBCU's
3. CCTV
4. NVRs
5. PIS Control Unit
6. Cab AC
7. CCTV Ethernet Switches
8. MCB's, Relays & contactors for various applications.

Fig8.0b: Guard Cab Rear Wall (GCRW) Panel

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8,3 MOTOR COACH (MC) EEC PANEL

 One electrical cubical is provided at driving end of MC cab.

 The major equipments housed inside MC ECC panel are mentioned below:
1. MCU
2. EBCU
3. PIS Car Control Unit
4. CCTV Ethernet Switches
5. NVR
6. MCB's, Relays & contactor for various applications.

Fig8.0c: Motor Coach (MC) EEC Panel

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8.4 TRAILER COACH (TC) ECC PANEL

One electrical cubical is provided at driving end of trailer coach. The major equipments
housed inside TC ECC Panel are mentioned below:

1. EPCUS
2. EBCUS
3. PIS
4. CCTV Ethernet Switches
5. NVR
6. MCB's, Relays & contactor for various applications.

Fig8.0d: Trailer Coach (MC) EEC Panel

8.5 NDTC ECC PANEL

One electrical cubical is provided at driving end of NDTC cab. The major equipments
housed inside NDTC ECC Panel are mentioned below:
1. PCUs
2. EBCUs
3. PIS
4. CCTV Ethernet Switches
5. NVR
6. MCB's, Relays & contactor for various applications.

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8.6 END WALL PANEL (EWP)

End wall panels are located at non driving end of NDTC, TC, MC, DTC & driving end of
NDTC, TC, and MC. There are four types of EWP in each coach. They are EWP1, EWP2,
EWP3 & EWP4.
The major equipment housed in EWP Panels are mentioned below:
 Terminal blocks & IV coupler plates
 Change over contactors
 Wi-Fi system, mono-block pump controller
 MCB's for passenger comforts like charging socket
 MCB, toilet MCB's, pantry MCB's etc.


Fig8.0e: End Wall Panel

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8.7 MAJOR FUNCTION OF TRAIN CONTROL & MANAGEMENT SYSTEM (TCMS)

1. Interface to Drive Command
2. Pantograph Control - Panto 1 & 4 or Panto 2 & 3 work at a time
3. VCB Control
4. Traction Control
5. Regenerative Brake Control and total brake calculation
6. Brake Blending
7. Interface to RMPU control
8. Interface to Door control
9. Interface to Brake control
10. Compressor control - 4 compressor per rake,
11. Parking Brake control - from both driver and Guard cab
12. Light Control
13. Roll back Detection
14. Vigilance control (VCD)
15. Cruise Control (Speed Control)
16. Neutral Section Control
17. Test modes - to test input and output interface
18. Settings through DDU - Various indication on Driver Display
19. Event Recording
20. All train level protection - Important loops (EOL, EBL)
21. Load calculation
22. Air Bellow failure detection

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Fig-8.0f: End Basic Unit Architecture for TCMS

Fig8.0f: End Basic Unit Architecture for TCMS

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Fig8.0g Middle Basic Unit Architecture for TCMS

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APPENDIX- 1

ABBREVIATIONS

Abbreviation Details
AC Alternating Current
ACU Auxiliary Converter Unit
ADC Analog to Digital Converter
AIP Analog Input
ALC Auxiliary Line converter Control
ANM Ambient Noise Measurement
AOP Analog Output
ATC Auxiliary Traction Control
BCH Brake Chopper
BCS Battery Charging System
BD Battery Direct
BE Braking effort
BN Battery Normal
BU Basic Unit
CAN Controlled Area Network
CCU Coach/Car/ Control Unit
CRW Cab Rear Wall
DC Direct Current
DCLV DC Link Voltage
DCS Key Driver control Switch Key
DE Driving End
DEMU Diesel Electric Multiple Units
DIP Digital Input
DMC Data Management Computer
DOP Digital Output
DPRAM Dual Port Random Access Memory
DSP Digital Signal Processor

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Abbreviation Details
DTC Driving Trailer Coach
EBL Emergency Brake Loop
EBU End Basic Unit
ECN Ethernet Consist Network
ED Electro Dynamic
EEPROM Electrically Erasable and Programmable Read Only Memory
ELD Earth Leakage Detector
EMU Electric Multiple Units
EOL Emergency Off Loop
EP Electro Pneumatic
ETB Ethernet Train Backbone
EWP End Wall Panel
FDP Fault Data Pack
FQC Four Quadrant Converter
GCRW Guard Cab Rear Wall
GDPS Gate Drive Power Supply
GPS Global Positioning System
HCD Head Code Display
HMM Head code manual mode route selection Unit
HWTL Hard Wired Train Line
IC Inter Communication
ICD In-Coach Display
ICF Integral Coach Factory
IEC International Electro technical Commission
IGBT Integrated Gate Bipolar Transistor
IR Indian Railways
IV Inter Vehicular
LC Line Converter
LCC Line Converter Computer
LCD Liquid Crystal Display
LED Light Emitting Diode
LIC Line Inverter Computer

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Abbreviation Details
LTC Line and Traction Converter
LTCU Line & Traction Control Unit
LWS Load weighing System
MAE Medha AC-EMU
MBU Middle Basic Unit
MC Motor Coach
MCB Miniature Circuit Breaker
MCH Master Control Handle
MCU Main Control Unit
MMI Man Machine Interface
MSDPL Medha Servo Drives Pvt. Ltd.
MU Multiple Unit
MVB Multifunction Vehicle Bus
NDE Non Driving End
NDTC Non Driving Trailer Coach
NVRAM Non Volatile Random Access Memory
PA Public announcement
PC Personal Computer
PCC Passenger comfort computer
PCU Passenger Control Unit
PECU Passenger Emergency Communication Unit
PIS Passenger Information System
PLL Phase Locked Loop
PS Power Supply
PWM Pulse Width Modulation
RAM Random Access Memory
RDM Rescue Drive Mode
RDSO Research Design and Standards Organization
RMPU Roof Mounted Packaged Unit

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Abbreviation Details
RMS Remote Monitoring System
RPM Revolution per Minute
SRAM Static Random Access Memory
SSD Single Side Display
TC Trailer Coach
TCMS Train Control & Management System
TCN Train communication network
TE Tractive Effort
TFT Thin Film Transistor
THD Total Harmonic Distortion
TI Traction Inverter
TIC Traction Inverter
TIC Traction Inverter Computer
TM Traction Motor
TSA TRAKTIONS System Austria
UIC International Union of Railways
UPF Unity Power Factor
USB Universal Serial Bus
VCB Vacuum Circuit Breaker
VVVF Variable Voltage Variable Frequency
WTB Wire train bus

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APPENDIX- 2

Train-18 bogie
Motor bogie

Trailer bogie

 Common bogie frame & suspension

elements.
 Wheel sets are different.

Wheel & axle

Gear box mounted for Motor
bogie

 Wheels with straight webs to fix brake disc.

 New wheel dia 952, wornout dia 877 – common
for all bogies.
 Supplier – M/s Bonatrans.

Wheel set for trailer bogies

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CTRB

 130mm dia CTRB.

 Supplier – M/s Timken.

Axle end equipments

Axle earthing - ERCU

Plain cover

Different types of front covers

Phonic wheel sensor Tacho generator

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Primary suspension

Inner & outer springs.

 Rubber metal bonded items – Bump stop, primary spring
pad – supplier M/s GMT.
 Bogie frame lowered on wheel sets with springs.

 Primary vertical damper – M/s ZF.

 Control arm locked with frame.
 Lift stop & pins.

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SECONDARY SUSPENSION

Air springs – M/s GMT, M/s Contitech Rod extends inside side frame – rigid fixing

Air Spring fixed on bogie side frame

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Components fixed to car body

CP pin.
 Stabiliser link.
 Wire rope.

Stabiliser assembly
Top view

Traction centre, traction bar assembly

Bottom view

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Secondary suspension components

Traction centre with bush.

 Bush – M/s GMT.
 Traction bar – M/s GMT.

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 NOTE 

Introductory Handbook onTrain-18 Page 71