Introductory handbook on Train-18 (2018)

INDEX

PREFACE

01.

GENERAL DESCRIPTION

1.0

INTRODUCTION

1.1

SALIENT FEATURES

1.2

COMPARISON BETWEEN LOCO HAULED TRAINS AND TRAINSET

1.3

IMPORTANT TECHNICAL DETAILS

1.4

CONFIGURATION OF TRAIN-18

1.5

DRIVING TRAILER COACH (DTC)

1.6

MOTOR COACH (MC)

1.7

TRAILER COACH (TC)

1.8

NON DRIVING TRAILER COACH (NDTC)

1.9

UNDER-SLUNG EQUIPMENT

INTERIOR DESIGN

2.0

INTERIOR FEATURES OF TRAIN-18

EXTERIOR DESIGN

3.0

FEATURES OF CAR BODY

DESIGN OF BOGIE

4.0

FEATURES OF BOGIE

BRAKE CONTROL EQUIPMENT

5.1

INTRODUCTION

5.2

DIRECT BRAKE

5.3

BRAKE PIPE CONTROLLED BRAKE

(AUTOMATIC INDIRECT BRAKE)

5.4

PARKING BRAKE CONTROL

5.5

WHEEL-SLIDE PROTECTION EQUIPMENT

5.6

MECHANICAL BRAKE ACTUATING EQUIPMENT

06.

ELECTRICAL EQUIPMENT IN TRAIN SET

6.0

MAJOR ELECTRICAL EQUIPMENT

6.1

POWER SCHEMATIC OF TRAIN SET

6.2

TRACTION TRANSFORMER

6.3

LINE AND TRACTION CONVERTER

Page

no.

6.3.1 Important Parameters of LTC

6.3.2 Line Converter

6.3.3 Brake Chopper Circuit

6.3.4 Earth Fault Detection Scheme

6.3.5 Line Converter Protections:

6.3.6 DC Link Protections:

6.3.7 DC Link Earthing Switch

6.3.8 Traction Inverter

6.3.9 Line & Traction Control Unit (LTCU)

6.3.10 DC Link Capacitor

6.4

AUXILIARY POWER SUPPLY

6.4.1 Auxiliary Power Supply

6.4.2

415VAC, 3phase, 50Hz loads:

6.4.3

110V DC Loads

6.4.4 Important Parameters of Auxiliary Converter

6.4.5 Schematic description of ACU

6.4.6 AC-1 & AC-2 Modules

6.4.6.1

Line Converter

6.4.6.2

Inverter Section

6.4.6.3

Master Control Section

6.4.6.4

ACU 415VAC Output Section

6.4.6.5

ACU DC Converter Module

6.4.6.6

ACU DC Converter Output Section

6.4.6.7

ACU DC Link Voltage Indicators

6.4.6.8

ACU Cooling System

6.4.7 Battery Charging System

6.5

Auxiliary Loads

07.

PASSENGER INFORMATION SYSTEM (PIS)

7.0

PASSENGER INFORMATION SYSTEM (PIS)

7.1

MAN MACHINE INTERFACE (MMI)

7.2

CAR CONTROL UNIT (CC)

7.3

HEAD CODE DISPLAY (HCD)

7.4

IN-COACH DISPLAY UNIT (SINGLE SIDE DISPLAY)

7.5

SIDE DESTINATION BOARD DISPLAY UNIT

7.6

PASSENGER EMERGENCY COMMUNICATION UNIT (PECU)

7.7

AMBIENT NOISE MEASUREMENT MODULE (ANM)

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While India has one of the world’s largest rail networks, it is mostly creaky and outdated in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

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.

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)

1.2

COMPARISON BETWEEN LOCO HAULED TRAINS AND TRAIN-SET

S. No.

Loco hauled Train

Train set

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.

Reversal requirements at terminals.

No reversal requirement at terminals.

Sluggish

acceleration

and

Quick acceleration & deceleration.

deceleration.

Reduction in travel time.

Inferior utilisation of platform

Better utilisation of platform space as

lengths as locomotive takes up

locomotive is not required.

some length.

Concentrated weight in locomotive.

Uniform weight distribution. Lower

Higher coupler forces.

coupler forces.

Requires

higher

capacity

Because of distributed power semi-

mechanical coupler resulting in

permanent coupler can be used which is

jerks.

jerk free.

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

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

Fig1.4a: End Basic Unit

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

NDTC

Fig1.4b: Middle Basic Unit

Where,

DTC

: Driving Trailer Coach

: Motor Coach

: 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

1. Traction Converter

1. Transformer

1. Battery

1. Traction Converter

2. Brake Chopper

2. Auxiliary Converter

2. Battery

2. Brake Chopper

Resistor

3. Pantograph

charger

Resistor

3. Traction Motors

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

DTC

NDTC

DTC

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.

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

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

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.

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.

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.

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.

¾ The Executive Class has rotating seats which can be aligned in the direction of travel.

¾ Modular Toilets with Bio-Vacuum system.

¾ Modular Luggage rack with glass bottom

¾ Plush Interiors

¾ Fully sealed Gangway with inner flexible walls for seamless movement of passengers.

¾ On-board Infotainment system with Wi-Fi Streaming

¾ Toilet for PWD and space for wheel chair in the Driving Coach.

¾ Each passenger have a power socket for mobile charging.

¾ The interior lighting is of LED with direct light as well as diffused lighting.

¾ 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.

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.

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:

¾ Fit for 160 kmph Operation

¾ 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.

¾ The bogie is bolster less design with Fabricated Y-type bogie frame.

¾ Air Springs in Secondary suspension and Coil Spring with Control Arm in Primary

suspension for better stability.

¾ Vertical, lateral and YAW dampers for jerk free ride.

¾ Wheel mounted disc brake system for better reliability, space utilization and less

maintenance.

¾ Stabilizer (Anti -Roll Bar) mechanism for better passenger comfort.

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:

¾ Service brake

¾ Emergency brake

¾ Brake pressure limitation based on train load

¾ 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

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.

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

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

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

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

Traction transformer

JST

Lightning arrester

Siemens

VCB with earthing switch

Autometer, Patra

& Chandra

Pantograph with insulator

Schunk

IGBT based line and traction converter

Medha

Self-ventilated fully suspended AC traction motors

Medha, TSA JV

Auxiliary converter with (415V, 3ph and 110V, DC) including

Medha

battery charger

Train control & management system

Medha

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

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.

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

2109

132

429

608

705

197

240

820

2505

132

509

722

705

234

285

820

Continuous

22.5

2880

128

603

855

705

234

338

692

2880

115

603

950

635

234

376

623

27.5

2880

105

603

1045

577

234

413

566

Exceptional

2880

603

1140

529

234

451

519

6.3.2 Line Converter

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

¾ Each traction converter cubicle consists of one line converter, DC link, one traction inverter

and line & traction control unit.

¾ The line converter interfaces with transformer secondary traction winding AC voltage on

one side and DC link on the other side.

¾ 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

¾ The line converter consists of single phase full bridge rectifier with IGBTs as active

switching devices.

¾ Line converter consists of input pre-charging circuit and line contactor. It consists of output

DC link capacitor.

¾ The DC link consists of earth leakage detection circuit, DC link capacitor bank and brake

chopper circuit (for over voltage protection).

6.3.3

Brake Chopper Circuit

¾ Each MC coach has two independent Brake Chopper Resistors. But both these resistors

are placed in a single cubicle.

¾ Each Resistor is connected across DC link of Line and Traction Converter unit. The

Brake chopper resistor unit is under-slung mounted.

¾ Brake chopper circuit comprises of BCH IGBT module and BCH resistor.

¾ The Brake chopper circuit is used to limit the over-voltages in DC link capacitors during

abnormal conditions or during transients.

¾ Over voltages in the DC link capacitors may occur due to:

 Non receptive OHE during regeneration

 Transient Load Conditions.

¾ Resistance value calculations are described below:

Sr.No.

Value

Resistance (nominal)

3.6 Ω

Resistance (minimum)

3.42 Ω

Resistance (Maximum)

3.85 Ω

Power Rating

719 kW for 2.5 sec

Energy Rating

1.8 MW-sec

Fig6.0f: Brake chopper

Fig6.0g: Block Diagram of Brake chopper

6.3.4 Earth Fault Detection Scheme

¾ 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

¾ 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.

6.3.7 DC Link Earthing Switch

¾ 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

¾ One Earthing switch has four poles. Two LTC units DC link +ve and -ve are connected

to a common earthing switch.

¾ 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.

¾ 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.

¾ 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.

¾ To operate the DC link earthing switch the master Yellow key from 25kV VCB earthing

switch is needed.

¾ 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.

¾ 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.

6.3.10 Dc Link Capacitor

DC link capacitor has following functions:

¾ DC link capacitor is used to buffer the energy differences between line-side and motor-

side of the converter.

¾ DC link capacitor absorbs the harmonic currents produced by line side and motor-side

of the converter, thus reducing the ripple voltage.

¾ DC link capacitor is used to limit the switching over voltages of IGBTs. These over

voltages occur due to loop inductance.

¾ 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

¾ All auxiliaries and controls of coaches are required to work on two kinds of voltage

415VAC, 3phase, 50Hz and 110VDC.

¾ Auxiliary converter unit is required to generate these types of voltages to serve these

loads.

¾ It gets power directly from 2 nos. of secondary windings of transformer.

¾ Transformer and auxiliary converter are mounted in trailer coach.

¾ It is mounted under-slung and forced cooled system.

¾ Auxiliary converter is a PWM based IGBT converter, which converts 285VAC - 450V

AC into two outputs:

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.

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%

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.

¾ The input of the auxiliary converter is taken from the independent secondary windings

of main transformer.

¾ Input section consists of input fuse, input main & pre- charging contactors & input ac

current sensor.

¾ The purpose of input fuse is to protect DC link from over current.

¾ 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.

¾ 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.

¾ 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:

Line converter section

ii.

Inverter section

iii.

Master & module control section (both control &communication)

6.4.6.1 Line Converter Section

¾ 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.

¾ Line converter maintains unity power factor at AC input. Full bridge architecture is

used for the line converter.

¾ Transformer primary, secondary, DC link voltages and input AC current sensors are

used for feedback control, display the parameters and protect the line converter.

¾ Line converter output is connected to common DC link.

6.4.6.2

Inverter Section

¾ 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.

¾ 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.

¾ Temperature sensors are provided for sensing the heat sink temperatures of the

IGBT modules and for protecting it.

¾ DSP controller is used for PWM control of line converter &inverter.

6.4.6.3

Master Control Section

¾ 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.

¾ It also interfaces to TCMS to get commands and to send status to display at

driver cabin through ethernet communication.

¾ It is also responsible for driving the contactors & to monitor it's healthiness by

taking their feedbacks.

¾ It is also responsible for handling & processing the hardwired signals which are

coming from LCC.

6.4.6.4 ACU 415VAC Output Section

¾ 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.

¾ 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.

¾ Current transformer is used to feedback control, displays the output AC current

and protects the inverter.

¾ The purpose of output contactor is to isolate the AC module from load when AC

module fails.

6.4.6.5

ACU DC Converter Module

¾ 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.

¾ DC converter consists of H-bridge converter, isolation transformer, rectifier and

filter.

¾ DC converter shall also regulate output voltage to maintain current share at

output.

¾ 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.

¾ Temperature sensors are provided for sensing the heat sink temperatures of the

IGBT modules and for protecting it.

¾ It communicates with AC-2 module through CAN Communication.

6.4.6.6

ACU DC Converter Output Section

¾ DC converter output section consists of DC output contactor, DC output reverse

polarity sense & BN-bus voltage indication

(for both forward & reverse

direction).

¾ The output of DC converter is fed to BN (Battery Normal) loads, BD (Battery

Direct) loads as well as battery charger.

¾ 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.

¾ Contactor driving, monitoring, DC output reverse polarity check is done by AC-2

master controller.

¾ 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

¾ 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

¾ Self-contained blower is used for air cooling of the auxiliary converter.

¾ This blower takes 3phase 415V ac supply from AC-2 inverter output.

¾ Blower will take supply from AC-1 inverter output if AC-2 inverter fails.

¾ This action will be done by using change over contactors based on feedback of

other AC.

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

RMPU

Air conditioning unit for coaches.

Cooling rating - 8TR

CAB AC

Air Conditioning unit for driver cabin.

Cooling rating - 2TR

Main compressor

Main compressor for brake system.

FAD - 920 lpm

Traction converter cooling

Blower for cooling of traction converter unit

blower

Transformer radiator fan

Radiator fan for cooling of main transformer

Transformer oil pump

Oil pump for cooling of main transformer

Water pump for toilet tank

For water pumping for toilet tank

S.no

Load Name

230V supply for coach Wi-fi and

TV screen (4nos.)

Wi-Fi control unit (1no.)

Wi-Fi router (2nos.)

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

Battery Charger

Battery charger is provided in Converter unit

to charge the battery with C/10 rate.

Coach, Vestibules and Driver

Coach, Vestibules and Driver Cabin lights

Cabin normal lights

Coach and Driver Cabin

Coach and Driver Cabin Emergency lights

Emergency lights

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

Control Electronics Loads

PIS, CCTV, Relays, Contactors, Driver

desk, Brake systems and all other control

units.

Doors

Auxiliary compressor

Auxiliary compressor for Pantograph.

Emergency Ventilation Blowers

Emergency Ventilation Blower for coaches

when RMPU is not working.

Toilet Loads at 110Vdc

Vacuum toilet Loads

Seat Lights

Seat Lights for reading

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.

7.1

MAN MACHINE INTERFACE (MMI)

¾ 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.

¾ This module is mainly used for configuration and displaying the menu options, system

status and route information to user (Driver/Guard).

¾ This module is mounted on the driver desk. User can also know the status of each sub

system from MMI.

¾ 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.

¾ Complete PIS system can be configured using MMI Only.

¾ MMI has GPS interface to have real time GPS co-ordinates.

¾ MMI takes care of all operations such as train route simulation using GPS, fault

diagnostic of the complete PIS system.

¾ Train route database of the PIS system is stored in MMI.

Fig7.0b: Man Machine Interface

7.2

CAR CONTROL UNIT (CC)

¾ 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.

¾ 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.

¾ 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.

¾ 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.

¾ Speakers are routed from CC in each coach by 50% audio sharing from next coach.

¾ 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.

¾ 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

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

¾ Side destination board display system is provided at each side of the coach.

¾ 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.

¾ LED Matrix size: 16x128.

¾ It will displays following:

1. Train no

2. Coach Number

3. Train name

4. Source to Destination.

Fig7.0f: Side Destination Board

Display Unit

7.6

PASSENGER EMERGENCY COMMUNICATION UNIT (PECU)

¾ The purpose of passenger emergency communication unit is to provide the emergency

communication between driver / guard to passengers.

¾ 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.

¾ 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)

¾ ANM is basically a noise measurement module to adjust the announcements volume

level in passenger area based on the surrounding noise with comprised microphone.

¾ It detects the background noise, measures the noise level and sends the same to CC.

¾ The CC will adjust the volume level based on the background noise received from

ANM.

¾ It operates at 110V DC supply.

Fig7.0h: Ambient Noise Measurement Module

8.7

MAJOR FUNCTION OF TRAIN CONTROL & MANAGEMENT SYSTEM (TCMS)

Interface to Drive Command

Pantograph Control - Panto 1 & 4 or Panto 2 & 3 work at a time

VCB Control

Traction Control

Regenerative Brake Control and total brake calculation

Brake Blending

Interface to RMPU control

Interface to Door control

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

APPENDIX- 1

ABBREVIATIONS

Abbreviation

Details

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

Battery Direct

Braking effort

Battery Normal

Basic Unit

CAN

Controlled Area Network

CCU

Coach/Car/ Control Unit

CRW

Cab Rear Wall

Direct Current

DCLV

DC Link Voltage

DCS Key

Driver control Switch Key

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

Abbreviation

Details

DTC

Driving Trailer Coach

EBL

Emergency Brake Loop

EBU

End Basic Unit

ECN

Ethernet Consist Network

Electro Dynamic

EEPROM

Electrically Erasable and Programmable Read Only Memory

ELD

Earth Leakage Detector

EMU

Electric Multiple Units

EOL

Emergency Off Loop

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

Inter Communication

ICD

In-Coach Display

ICF

Integral Coach Factory

IEC

International Electro technical Commission

IGBT

Integrated Gate Bipolar Transistor

Indian Railways

Inter Vehicular

Line Converter

LCC

Line Converter Computer

LCD

Liquid Crystal Display

LED

Light Emitting Diode

LIC

Line Inverter Computer

Abbreviation

Details

LTC

Line and Traction Converter

LTCU

Line & Traction Control Unit

LWS

Load weighing System

MAE

Medha AC-EMU

MBU

Middle Basic Unit

Motor Coach

MCB

Miniature Circuit Breaker

MCH

Master Control Handle

MCU

Main Control Unit

MMI

Man Machine Interface

MSDPL

Medha Servo Drives Pvt. Ltd.

Multiple Unit

MVB

Multifunction Vehicle Bus

NDE

Non Driving End

NDTC

Non Driving Trailer Coach

NVRAM

Non Volatile Random Access Memory

Public announcement

Personal Computer

PCC

Passenger comfort computer

PCU

Passenger Control Unit

PECU

Passenger Emergency Communication Unit

PIS

Passenger Information System

PLL

Phase Locked Loop

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