TRAINSETS – VANDE BHARAT EXPRESS

Gaurav Kr Singh
JE/C&W/ASN
Major technical features

✓ 160 km/h speed . Test speed- 180 km/h

✓ Maximum Design Axle Load – 17 T (Actual–16.5 T)
✓ Starting Acceleration – 0.8 m/sec2
✓ Deceleration – 1 m/sec2
✓ 50 % Powering
✓ 4 Car Basic Unit. One Pantograph per each BU
✓ Wheel Mounted Brake Disc
✓ Bogie Control for Brake System as well as Traction
 SALIENT FEATURES
• Train-18 is 16 car train with 4 basic unit i.e. Two number of end basic
unit (DTC-MC-TC-MC) and two number of middle basic unit
(NDTC-MC-TC-MC)
• Semi-high speed (160 kmph) multiple unit train-set.
• Train-18 is provided with IGBT based energy efficient 3 phase
propulsion system and regenerative braking
• Stainless steel car body with continuous window glasses
• All propulsion equipments are shifted from onboard to under-
slung. All power components such as line & traction converters,
auxiliary converter, air compressor, battery box, batterycharger,
brake chopper resister are mounted under the frame
• Zero discharge vacuum-based bio-toilets
• Modern bolster-less design bogies with fully suspended traction
motors,
• Train-18 has 50% powering i.e. Every alternate coach is powered
• Ethernet backbone
 Passenger Capacity

Class No.of No.of Coaches

Seats
1 DTC II 44 2

2 TC II 78 4

3 MC II 78 7

4 NDTC II 78 1

5 NDTC Exec 52 1

6 MC Exec 52 1
Major design challenges
Challenge
1 Jerks in Tightlock CBC couplers
2 Ramp in gangway area
3 Fully sealed double layer
gangway needs more end-to-
end space
4 Automatic plug door with sliding Doorway shifted to coach ends to
foot step
5 Low roof in TC having
Pantograph
6 To reduce the Air Drag and Give
Contemporary modern look
7 Bogie suitable for fully
suspended traction motors and
disc brake
Action taken
Semi-permanent head – jerk free
Coupler height reduced to 940mm –
Driving ends have coupler height of
1105mm for hauling by Loco
Overall coach length reduced by 440mm
(23100 against 23540)
accommodate sliding step
Sleek AC duct designed for low roof area
to maintain head room for luggage rack
Aero-dynamic frontend and Continuous
windows
New generation bogie with wheel
mounted brake disc
 END BASIC
UNIT

MIDDLE BASIC UNIT

DTC – Driving trailer coach

MC – Motor Coach
TC – Trailer Coach
NDTC – Non- Driving trailer coach
 DTC Underslung
Components

End Pneumatic Skid - NDE Reservoir Container skid

Main Compressor Fresh Water Tank (1100 L)

Battery Charger Unit

Bio Digestive Tank Main Reservoir Driver End (DE)

Non- Driver End (NDE) Battery Box End Pneumatic Skid - DE
Middle Pneumatic Skid

DTC - Bottom View - Equipments

 Under-slung Propulsion
✓ Traction Transformer

Pneumatic skid

Bio Digester Tank

Cable Tray

Aux converter
 MC Underslung
Components

End Pneumatic Skid - NDE Reservoir Container skid

Brake chopper resistor
Bio Digestive Tank
Isolation Switch Fresh Water Tank Traction Converter 1

Driver End (DE)

Bio Digestive Tank
Main Reservoir Pump for water tank End Pneumatic Skid - DE
Non- Driver End (NDE) Middle Pneumatic Skid

MC - Bottom View - Equipments

 TC Underslung Components

End Pneumatic Skid - NDE Reservoir Container skid

Aux. Conveter TXFR Cooler 1
Traction Transformer

Fresh Water Tank Driver End (DE)

Non- Driver End (NDE) End Pneumatic Skid - DE
Water Pump Middle Pneumatic Skid TXFR Cooler 2

MC - Bottom View - Equipments

Bolster Less Bogie with Fully Suspended Traction Motors
✓ Reduced weight (Reduced Unsprung Mass)
✓ Better Ride Comfort
✓ Reduced number of Wearing Parts
✓ Greater Stability at higher speeds (Because of Yaw dampers and
rigidity of rubber items)
✓ Better performance on curves

EP Brake System with Latest Gen Electronic Platform

✓ Bogie level control of Brakes and Two Tier Redundancy of Mechanical and
Electronic equipment
✓ Wheel Slide Control and Jerk Control
✓ Quicker application and release (Lesser Brake distances)
✓ Perfect blending of Regenerative and Mechanical braking
✓ Oil free Compressors
 BOLSTER LESS DESIGN

BRAKE CALLIPERS

FULLY SUSPENDED TRACTION MOTOR

WHEEL MOUNTED BRAKE DISC

 The bogie – fit for 200kmph

Bolsterless, air-suspension, brake disks on wheels

 Choice Of Gangway
✓ Simple Fully Sealed Gangway Vs Fully Sealed
Gangways with Inner and Exterior Fairings
✓ For contemporary exterior look as well as for free
passenger movement – Gangway with exterior
and interior fairings was chosen
✓ Mounting of exterior fairing required iterations of
changes in Inter Vehicular Electrical Couplers and
Roof HT Cable
Automatic Plug Doors with Sliding Foot Steps

✓ Provision of Sliding Step Required

shifting of door way to the end –
to avoid infringement with Bogie
 VARIABLE VOLTAGE VARIABLE FREQUENCY (VVVF)
DRIVE

type of motor drive used in electro-mechanical drive systems to control AC motor speed and torque by
varying motor input frequency and voltage

VOLTAGE CONTROL- Higher amplitude for greater

switch closing time
FREQUENCY CONTROL- Time between successive on
and off switching
415V AC 3-phase, 50Hz LOADS ON ACU
• RMPU
• Ventilation Blower
• CAB AC
• Main Compressor
• Traction Converter Cooling system
• Transformer Radiator Fan
• Transformer Oil Pump
• Mobile, Laptop, Pantry, luggage rack
reading lights & Toilet loads
• Water Pump for Toilet Tank
• Aux converter Cooling blower
110V DC LOADS ON APS

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, 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.
 ACU FUNCTIONAL DESCRIPTION
Auxiliary converter is a PWM based IGBT Converter, which converts 285V AC - 450V
AC in to two outputs
Output-1: 415V ac (L-L), 3-Φ, 50Hz
Output-2: DC output is isolated from input by using DC-DC transformer. DC output is
connected to BN Bus.
AUXILIARY CONVERTER UNIT(ACU)
Consists of following modules-
AC1 Module

AC2 Module

DC Converter Module
AC-1 & AC-2 modules consist of below sections:
• i. Line converter section
• ii. Inverter section
• iii. Master & module control section (both control &communication)

• 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. Full bridge
architecture is used for the line converter.

• The inverter section 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.
• There is a master controller section 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.
• 415 V AC output section - It consists of sine filter inductor, capacitor,
current transformers, ELD sensor & output contactor.
• 3 Phase 415 V 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.
• 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.
• The output of DC converter is fed to BN (battery normal) loads, BD (battery direct)
loads as well as
battery charger.
• 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.
• Used to provide the 110vdc supply for battery charging by taking supply from BN
bus (115vdc-130vdc).
 PROPULSION SYSTEM POWER SCHEMATIC

Transformer
secondary/line
converter tapping

Transformer
primary

Line converter Traction Inverter Traction motor

 • 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
• Total transformer continuous rating is 2880 kva under 22.5 kv
OHE voltage.
TRACTION
• Each traction winding continuous rating is 603 kva
TRANSFORMER
• Each auxiliary winding continuous rating 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 A N D 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 .

Line and traction converter cubicle consists of:
-Line converter
-DC link
-Brake chopper (BCH) circuit
-Traction inverter (TI)
-Line and traction control unit
 LINE CONVERTER
• 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
• The line converter consists of single phase full bridge rectifier
with IGBT as active switching devices
 DCLINKCAPACITOR
• LTC unit consists of 2 DC link capacitors.
• 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.

 BRAKECHOPPER CIRCUIT
• 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.
• Brake chopper resistor is used to limit the DC link voltage
during the dynamic conditions
• It is also used to discharge the high voltage DC link capacitors
after panto down.
 TRACTIONINVERTER
• Main function of TIC :
• converts the DC input voltage to 3-phase
variable voltage variable Frequency output
• Traction motor torque will be controlled
both in motoring mode and Braking mode
• Each inverter controls two traction motors in
parallel
• Controls wheel slip/slide
• Performs various fault diagnostics.
 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
LTCU's are similar in construction
 COMPARISION BETWEEN TRAIN 18 & NEW TRAINSET RAKE
S/N Parameter Train 18 Trainset

1 Time to reach 145s 140s

160 kmph
2 Redundancy for 50% RMPU functioning in case of 100% RMPU functioning in case
Auxiliary Converter basic unit failure of basic unit failure

3 HT cable Elec By CT By CT & VCB without earthing

protection switch
Mech No Yes

4 Disaster light No Yes ( 4 nos./coach)

5 Platform 2Nos/DTC (Only EBU) 2Nos/DTC +

side 2Nos/NDTC (DTC/EBU
camera + NDTC/MBU)
 DIFFERENCE BETWEEN
S/N Parameter Train 18 Trainset
TRAIN 18 & TRAINSET
6 Synchronized Not available Available
415 v bus
7 Battery 300 AH VRLA battery Explosion proof lithium-iron-
phosphate batteries 684Ah
combined with battery
charger
8 HVAC Direct switch on control VVVF control for higher
efficiency (for one
compressor)
9 SIL nil SIL 2
certification of (safety integration level)
TCMS
10 Ventilation duct No. Part of TM itself Yes. Provided on sidewall
for TM
11 Signal No Yes ( 2 nos/DTC)
exchange light
 DIFFERENCE BETWEEN TRAIN 18 & TRAINSET
S/N Parameter Train 18 Train set
12 Fire Smoke detection only in RMPU unit. FIRE DETECTION SYSTEM in all coaches
detection
system
13 Fire survival Available for plug door For PA/PIS, ETB circuit, Passenger
cable Alarm, Fire detection system and
Door system.
14 Traction motor By Junction box By plug and socket assembly
connection
15 Display unit For PIS above IC door - 2 nos/C. For PIS above IC door- 2 nos/C.
for passengers For infotainment system (24”) – For PIS & Infotainment system (32”) –
4 nos. 2
nos.
16 CCMS NO YES (for air conditioning monitoring
& control and communicating
information/alert to control
centre/maintenance staff through
GSM/GPRS)
TRAINSET BOGIE
Salient features of trainset bogies

Bolster less bogie – carbody rests on air spring – less components.

Suitable for 160kmph.
Max. axle load – 17 t.
CTRB.
Primary suspension with helical springs & damper.
Secondary suspension – air springs.
Dampers – secondary – vertical, lateral & yaw.
Stabilisers / anti roll bar.
Wheel mounted disc brakes.
Common bogie frame (basic) for both MC & TC.
Traction motors – fully suspended – less unsprung mass.
Trainset motor bogies – new design
Differences with existing T-18 bogie Common with existing T-18 bogie
➢ Traction motor with – opening for air inlet bellows ➢ Complete carbody interfaces.
➢ CP pin ➢ All bogie brake items – brake disc, caliper units, brake
➢ Primary springs pad, phonic wheel
➢ Air springs
➢ CTRB, control arm, bush, covers etc
➢ Bogie frame – changes in spring pot, plate thickness.
➢ Metal bonded rubber items.
➢ Dampers.
➢ Wheel & axle
➢ Wire rope
Trainset trailer bogies – new design
Additional features compared with existing T-18 bogie
➢ TPWS - provision.
➢ APC receiver provision.
➢ Basic bogie frame is common with MC.
COMPARISON BETWEEN FIAT, TRAIN 18 & EMU BOGIES
FIAT Bogie Trainset Bogie EMU bogie

Over all dimension(LxB xH) 3534 x 3030 x 1125 4308 x 2855 x 988 3976x2830x920

Wheel base (mm) 2560 2700 2896

Wheel diameter New/ worn Ø 915 / Ø 845 Ø 952 / Ø 877 Ø 952 / Ø 877
(mm)
Wheels Solid forged wheels, curved Solid forged wheels, straight Solid forged / cast wheels,
webs webs to provide brake discs. curved webs
Axle capacity 16 t 17 t 20.32 t

Wheel seat dia 195mm 212mm for MC, 190 for TC 193 mm
(222mm old)
Axle body dia 170mm 179mm for MC, 160mm for 184mm
TC
Bearing CTRB 130 mm - SKF / CTRB -130mm – Self aligning spherical roller
Timken SKF/Timken bearing – NEI/FAG – 22328
C/C3
Axle guidance Axle control arms with pivot Axle control arms with pivot Rigidly guided with welded
bush bush guides, working in oil filled
dashpot.
Nested Helical springs with Nested Helical springs with Single helical springs resting
Primary suspension shock absorber and silent shock absorber and silent over rubber pad & oil filled
bloc in axle control arm. bloc in axle control arm. dash pot.
Flexi-coil spring/ Air spring Air spring over bogie side Air spring fitted over LS
over bogie side frame with 2 frame with 2 vertical and 2 beam (Cradle welded to
Secondary suspension vertical dampers and one lateral dampers. bogie side frame)
lateral damper.
Brake system Axle mounted disc brake Wheel mounted disc brake Clasp type with brake levers,
system. system. (KB / Faiveley) brake beam & pull rod
COMPARISON BETWEEN FIAT, TRAIN 18 & EMU BOGIES - contd
FIAT Bogie Trainset Bogie EMU bogie

Brake unit
Parking brake / Hand brake
Bogie rotation stops
Longitudinal bump stops
Calipers provided inside the Brake calipers provided at
frame ends of bogie frame.
Hand brake in LWRRM / 50% of wheels in all coaches
SLRD only. are with spring applied
parking brake. PB is an
integral unit of brake caliper.
Provided Not available
8” single acting BMBC – 4
Nos. per bogie
Diagonally opposite wheels
with spring applied PB.
Not provided.

Other features Yaw damper, Anti-roll bar, lateral bump stops Secondary vertical damper,
lateral damper, lateral rubber
stop.
Bogie suitable for max speed 160 kmph 160 kmph 110 kmph
Provision of traction motors Not feasible Provided with fully Provided with axle hung nose
suspended traction suspended traction motors.
motors.
Bogie type Bogie with bolster Bolsterless bogie Bogie with bolster, side
bearer loaded.

Provision of axle end WSP sensor, axle WSP sensor, axle Speed sensor for speed
equipments earthing earthing, speed sensor indication.

Bogie weight 6.635 t 10.50 t for MC, 7.21 t for TC 10.793 t for MC, 6.68 t for TC

Unsprung mass 3.10 t 3.945t for MC, 3.765t for TC 6.220 t for MC, 3.54 t for TC
(4.910 for MC, 3.910 for TC)
Motor rating NA 210 kW, 3574 rpm, 268 kW, 1398 rpm,
Gear ratio – 5.158 Gear ratio – 4.478
(Medha / TSA make)
 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 / M/s KLW.

Wheel set for trailer bogies

Components fixed to car body

➢CP pin.
➢ Stabiliser link.
➢ Wire rope.
Load transfer in train set bogies

Vertical load transfer

➢ Car body directly seated on
air springs.
➢ Hence vertical load transer as
follows:
➢ Air springs – bogie frame –
primary springs – control arm
top – bush - bearings – axle –
wheel.
Tractive forces in train set bogies - MC

➢ Traction motor (fully

suspended – fitted to bogie
frame) propels gear drive
mounted over axle through a
flexible coupling.
➢ Hence flow of tractive forces
as follows :

For Motor coaches: Traction

motor – flexible coupling –
pinion - gear wheel – axle –
bearings – bush - control arm –
control arm (rubber) bush –
bogie frame – traction rods –
traction centre – traction centre
bush – CP pin - car body –
coupler.
Tractive forces in train set bogies - TC

Motor coaches push / pulls the

trailer coaches in formation
through couplers.

For trailer coaches:

Coupler - car body - CP pin –
Traction centre bush – traction
centre – traction rods – bogie
frame – control arm (rubber)
bush – control arm – bush –
bearing – axle - wheel
Braking forces in train set bogies - MC

➢ Regenerative braking –
momentum of formation is
utilised to generate current
through motor and fed back.

Friction braking on all coaches:

Brake caliper units applies brake
force on brake discs fitted to
wheel.

Flow of brake forces :

Brake disc - Wheel – axle –
bearing – bush - control arm -
control arm (rubber) bush –
bogie frame – traction rods –
traction centre – traction centre
bush – CP pin - car body
Auxiliary air supply system
Auxiliary compressor
• Auxiliary Compressor supply air to auxiliary equipment as long as electric supply is available
from the battery only. Therefore, a typical application is the supply of air to the pantograph
raising installation.

• The auxiliary compressor V10-T is a compact Oil Free 1-cylinder piston compressor, directly
attached to a permanent magnet DC-motor, developed especially for this application.
Air Supply System

A01 – air supply unit

A02- Hose pipe
A03 – safety valve 12 bar
A04 – air dryer unit

A09 – safety valve 10,5 bar

A05 – micromesh oil filter OEF1
A07 – air reservoir
A13 – test fitting
A14 – pressure governor 10.0 – 7.5 bar
A14 – drain cock
A11 – silencer
A12 – magnet valve
A15 – ball cock
A10 – Auto Drain Valve
 Brake control equipment

The brake system includes:

• Piston type Oil-free air compressor and air dryer unit.

• An electro-pneumatic, microprocessor controlled direct service brake

• An automatic indirect brake which is applied for redundancy reasons for an emergency brake
application and in the event of failure of the direct service brake

• Towing mode operation based on brake pipe (indirect brake).

• Wheel mounted brake discs with compact brake caliper units RZS

• Designated quantities of the compact brake caliper units have a spring operated parking brake
portion integrated.
 Choice Of Coupler
• Tight Lock CBC couplers on Passenger
Coaches – where jerks are experienced
• Semi Permanent Couplers between
Coaches
• In search for Semi Permanent coupler to
CBC Draft Gear with Semi Permanent Head haul 24 Coaches, ICF zeroed on CBC draft
gear with Semi Permanent Head
• The Coupler is developed by M/s Dellner
• To Mount the Fully sealed gangway at the
same height of the coach floor (at 1320 mm
from rail level ), the coupler height has
been reduced to 940mm from 1105 mm.
• This required modification of Coupler
pocket on the coach
INTER COACH COUPLINGS
Electrical connectors
BU to BU
• Trainline couplers
• F1, F2
• Ethernet, Audio, PIS, PECU, CCTV, Brake
• AG1, AG2
• Aux Power (414 V)
• B1, B2
• Battery Power (110 V)
• D
• 25 KV (except DTC & MC1 of EBU)
Electrical connectors
Coaches of BU
• Trainline couplers
• F1, F2
• Ethernet, Audio, PIS, PECU, CCTV, Brake
• A, G
• Aux Power (414 V)
• B1, B2
• Battery Power (110 V)
• C, D
• 25 KV (except DTC & MC1 of EBU)
 Pneumatic connections

• Brake pipe (5 kg)

• MR pipe (10.5 kg)
TRAIN CONTROL & MANAGEMENT SYSTEM
(TCMS)
• Control of Motoring/Braking/Direction

• Control of Door, AC

• Automatic Controls

• Blended Brakes

• Compressor rotation
THANKYOU