OVERVIEW OF ROLLING

STOCK

Siddharth Kumar
AM/RS
 Salient Features

1. 25 KV Supply
2. Variable voltage variable frequency
control
3. CAB signalling
4. Automatic train operation (ATO)
system
5. Intelligent TCMS(Train control and
Management system)
6. Light weight
7. Regenerative braking
 ----- Continued

8. Modern communication system

9.Front evacuation in case of emergency
10. Stainless steel body and modern look.
11. Passenger communication to driver in case
of emergency
12. Direct communication with driver and
passenger from control room is possible.
MODERN ROLLING STOCK
Types of train configurations

DM - T - T - DM
4 car train

DM - T - T - M - T - DM
6 car train
 Types of Car
Driving Trailer and Motor Coach
Automatic Coupling Semi Automatic Coupling Automatic Coupling

Motor Coach Driving Trailer Coach

Notional length over body 22550 mm

Maximum Width over body 2896 mm
Approximate bogie wheel base 2300 mm
Wheel diameter new/fully worn 860/780 mm
Minimum passenger saloon headroom 2050 mm
Passanger Capacity DMC/TC (AW3) 342/317
Weight of DMC 41 tonnes
Weight of TC 42 tonnes
 Types of Car
Driving Trailer and Motor Coach
Automatic Coupling Semi Automatic Coupling Automatic Coupling

Motor Coach
Driving Trailer Coach
Maximum design speed 90 km/h
Maximum operational speed 80 km/h
Round trip schedule speed 32/35 km/h
Acceleration 0.82/0.78 m/s/s + 5%
Service braking rate 1.0 m/s/s + 5%
Emergency braking rate 1.3 m/s/s
Jerk rate 0.70 m/s/s/s + 5%
Principle of train movement:
Principle of train movement- forces on wheels:
Traction Power Circuit Layout:
Traction Power Circuit – return current :
SALIENT FEATURES OF MODERN CAR
- Fully Air-conditioned
- IGBT Based converter/inverter including
Auxiliary converter
- Automatic Door Operation
- Special Fire Protection using material
confirming to international norms(NFPA)
- Automatic Train operation using ATP/ATO
- Cab Front Emergency doors
- Wide intercar gangway
- Noise level to international standard
Carbody Structure - Car Cab

Roof

Side Wall

Underframe
Cab Structure
 • Aero dynamic cab styling
• Modernized car body
contour
• Exterior panels and wide
windows
• Austenitic stainless steel
without paint
• 4 wide doors on each side

Vehicle Exterior View

 • Optimized arrangement of
Interior passenger’s facilities
• Harmonized and modernized
Interior Color Scheme
• Scratch proof interior panel
• Skid free, fire resistant floor

Vehicle Interior View

 • Accommodation of standee
• Wide gangway between
coaches
• Provision of Comfort at all
location
• Permission of Easy Passage

Wide-opening gangway
 Human Factors Engineering

• Man-Machine Interface

• Ergonomics design Practice

• Provision of Comfort Condition

Cab Digital Mock-up

 DooR Main Component
Upper Seal Land ( Outside ) EDCU Driving Arm (LH & RH)
Hanging Device

Bowden Cable(EED)
Operator
EED
Rear Seal Land
Left Door Leaf
EAD
Rear Seal Land

Bowden
cable(EAD)

Right Door Leaf

Threshold Manual Unlocking

 Operator
EDCU

Motor Coupling

Terminal Board

Lever
Driving Screw Manual Unlocking
Operator Composition:
DLS(L) EDS DLS(R)
→ Motor

→ Coupling

→ Driving screw

→ Locking device DCS(R)

DCS(L)
→ Manual unlocking

→ Switches LOS Switch

 Push Back Device

This push back allows to reopen each door leaf by 10mm~15 mm total gaping. The push-back is
equally operational throughout the whole door opening and closing cycle.
The locking device prevents the translation of the fork (driving nuts) fitted on the driving screw. The
push-back device is incorporated in the linkage between the “driving nut” and driving arms, so that a
“locked” door panel can still be pushed-back.
The push-back device includes two Door Closed Switches (DCS). One switch is activated if one door
leaves is moved. The safety loop shall include the push-back switches and the Door Locked Switches.
When one switch is activated, the EDCU is informed and send a message through the network.
 BRAKE SYSTEM
• Microprocessor controlled brake system
• Service brake with blending of EP and electric brake
over entire speed range

ADVANTAGES OF REGENERATIVE BRAKING

• 25% to 35% traction energy regenerated
• Less consumption of brake blocks
• Increased wheel life
• Reduced maintenance
• Heat dissipation reduced in tunnel
• Less energy consumption for VAC system
+++++++++
+++++++++

BRAKING
+++++++++
+++++++++
+++++++++
+++++++++

TYPES OF BRAKING :
•Service Brake
•Emergency Brake
•Holding Brake
•Back-up Brake
•Parking Brake

24
 +++++++++
+++++++++

SERVICE BRAKE
+++++++++
+++++++++
+++++++++
+++++++++

• Service brake can be

applied by:
• ATC (in ATO
mode)
• Master Controller
(in manual
mode/ATP)
• The braking effort
achieved is display on
the DDU screen TCMS
BRAKE
DDU
SIGNALI CYLINDE
NG R
DISPLAY PR
MASTER
GAUGE
UNIT CONTRO
LLER
25
BOGIE
• Light weight bolsterless bogie
• Steel and rubber primary spring in place of helical
springs.
• Air springs as secondary suspension - as a result
floor height is unaffected by passenger loading.
• Secondary suspension emergency spring - safe
operation in event of full deflation of air springs.
• Improved riding.
• Less maintenance.
GENERAL DESCRIPTION – BOGIE LAYOUT

• Each train set comprises of 04-motor bogie and 04-trailer bogies.

• The bogies differ slightly according to the equipments that are installed.

• The wheelbase of 2300 mm.

The bogie variants are as follow:

1. MBex & MBin for Driver motor cars

2. TB1 & TB2 for trailer cars. Wheel Base
GENERAL DESCRIPTION – BOGIE
CHARECTERISTICS
• Maximum service speed : 80km/h

• Maximum design speed : 90 km/h

• Axle load : 16 t

• Bogie wheelbase: 2300 mm

• Lower gauge limit: 62.5 mm guaranteed

• Traction motors : 2142 type

• Gear Box: ratio 6.19

• Wheel diameter : 860 mm / 780 mm

• 4 Wheel Disc brake per bogie (No brakes units on extreme

axle)

• Minimum curve capability:

− 120 m in depot with maximum speed of 30 kmph
− 140 m in mainline with maximum speed of 40 kmph
• Vehicle Dynamic Analysis of Bogie is carried out by multi- Pictures are for reference only
body simulation techniques.The bogie stability is verified
according to UIC 518 and EN14363
BOGIE SUB-ASSEMBLIES – MOTOR BOGIE
11 Item
7 9 No Description
Motor Wheel Set Assembly with
1
2 Axle Box (Front)
Motor Wheel Set Assembly with
2
Axle Box (Rear)
3 Frame Assembly
3
4 Transmission Assembly
Primary Suspension Assembly
5
(Gear Box Side)
Primary Suspension Assembly
6
(Motor Side)
7 Secondary Suspension Assembly
8 Anti-Roll Bar Assembly
9 Bogie to Car body Connection
10 Brake Caliper Assembly
6
11 Brake Disc Assembly
12 Current Return Assembly
13 Speed Sensor Assembly (WSP)
13

5 8
4 10

12
BOGIE SUB-ASSEMBLIES – TRAILER BOGIE
9 Item
5 7 No Description
Trailer Wheel Set Assembly with
2 1
Axle Box (Front)
12 Trailer Wheel Set Assembly with
2
3 Axle Box (Rear)
3 Frame Assembly
4 Primary Suspension Assembly
5 Secondary Suspension Assembly
6 Anti-Roll Bar Assembly
7 Bogie to Car body Connection
8 Brake Caliper Assembly
9 Brake Disc Assembly
10 Current Return Assembly
11 Speed Sensor Assembly (WSP)
12 STF-DL Antenna

11

4 6
8
10
BOGIE SUB-ASSEMBLY OVERVIEW – AXLE BOX

• The axle box assembly comprises an axle bearing,

two primary springs seat, a back & front cover, with
sealing arrangement.

• Labyrinth seal are provided to prevent the penetration

of water and dirt.

• Machined clamping surface is provided to enable

wheel turning on an underfloor lathe.

• Insulated against return current.

Fig.: Axle box
• Material: The axle boxes are made of SG cast iron Pictures are for reference only
EN-GJS according to NF EN 1563.
BOGIE SUB-ASSEMBLY OVERVIEW – TRACTION
DRIVE
• The Motor Bogies are powered by ALSTOM type
4ECA 2142 two traction motors.

• Torque is transmitted from the motor to the

gearbox by an Esco type FTRN 70 flexible
coupling.

• A two stage reduction gearbox press fitted on the

axle with a total gear ratio of 6.19.

• Function of the gearbox is to transmit the torque

to the axle.

• Gears and bearings are splash lubricated by oil

contained within the gear case and it contains Fig.: Transmission assemb
approximately 5.9 liters of oil. Pictures are for reference only

• The lower casing is equipped with a filler plug

and a magnetised drain plug.

• Gear Box oil change frequency is once in a year

BOGIE SUB-ASSEMBLY OVERVIEW – PRIMARY
SUSPENSION
• The primary suspension is achieved by the means of
two rubber conical spring.

• The damping function is provided by the two rubber

conical springs fitted between the bogie frame and the
axle box.

• Electrical isolation of the bearing is also ensured by

the rubber spring.

• The primary suspension includes stops: one solid stop

for extension and one solid stop for compression.

• To compensate the different weight & creepage, shims Fig.: Primary suspension
will be add under the conical springs to reach the Pictures are for reference only
correct height in tare load.

• A stop ring is provided to limit the downward

movement of the wheel set during bogie lifting
operations.
BOGIE SUB-ASSEMBLY OVERVIEW – SECONDARY
SUSPENSION

SECONDARY SUSPENSION
The sub-system includes air spring, the emergency
spring (in case of failure of air bellow in pneumatic
suspension), two vertical and one lateral dampers and a
anti-roll device.

AIR SPRING
• The Air spring has the capability to accommodate all
relative movements between the bogie and car body.
Fig.: Secondary suspensi
Pictures are for reference only
• The air cushion is installed on a resilient element
(Emergency spring), which has two functions:
• To improve the behaviour of the air cushion
when running in curves (installed in series with
air cushion).
• To provide vertical flexibility in case of a
deflated air cushion (degraded mode), to
provide a safe ride on twisted track without
excessive wheel unloading. Fig.: Air spring
Pictures are for reference only
BOGIE SUB-ASSEMBLY OVERVIEW – SECONDARY
SUSPENSION
Anti- Roll bar system
• Anti-roll system consists of a steel
torsion bar with rotational freedom in
two bearings bolted on the bogie
transom. A forged steel lever is fitted
on each end of the bar.
• The end of each lever is linked to the
carbody by a rod whose ends are
equipped with self-lubricating
bearings, which allow the lateral and
angular displacements between the
carbody and the bogie frame.
• The anti-roll bar limits the tilting of
the carbody in cant unbalance
situations according to the roll
coefficient requirements.
• Rubber bearings maintaining anti- Fig.: Anti Roll Bar
Pictures are for reference only
roll-bar will reduce noise and
vibrations transmitted to carbody.
Brakes
• Electro-pneumatic (EP) service friction brake
• Electric regenerative service brake
• Continuous blending of EP & regenerative braking
• Emergency friction brake
• High integrity fast response closed loop digital
microprocessor based brake control system
• Load weighing signal to control brake effort.
• Spring applied air release parking brake on 50%
axles - no chances of rolling even on grade in the
event of failure of air supply
• Digital wheel slide protection with gradual slide
correction
 BRAKE SYSTEM
• Microprocessor controlled brake system
• Service brake with blending of EP and electric brake
over entire speed range

ADVANTAGES OF REGENERATIVE BRAKING

• 25% to 35% traction energy regenerated
• Less consumption of brake blocks
• Increased wheel life
• Reduced maintenance
• Heat dissipation reduced in tunnel
• Less energy consumption for VAC system
Brake System and pneumatic system
As per the manufacturer, this system is almost
maintenance free and need based maintenance will be
planned when required. Following parameters are being
monitored by TIMS:
        Status of different relays
        Status of contactors
        Status of pneumatic switches
        Status of air reservoirs
        Status of compressor
        Status of Brake Electronic Control Unit
        Pressure level in MR, BP, Brake cylinder
 Electrical systems- 25 kV ac
• HV power collection through Pantograph having auto-drop function
• Pantograph contact wearing strips of Carbon to cause least wear to contact wire
and strips.
• Automatic switching off of VCB before a neutral section and switching on having
negotiated the section.
• Gapless type lightning arrestor for protection against voltage transients.
• Pantograph, VCB, Transformer, Converter, Compressor and batteries mounted
on DTC
• Inverters ,Traction motors and Auxiliary supply system mounted on MC
• Silicon oil cooled underslung Transformer – Reduced fire load , no change of
silicon oil and no need of filteration during life time of cars
• DC link voltage – 1900 V dc
 Electrical systems- 25 kV ac
• One converter-inverter per bogie in each motor car.
• Power converter- inverter shall be four quadrant IGBT based with pulse width
modulation control.
• Power converter- inverter shall be Natural/ forced air cooled.
• 3 phase asynchronous Traction motor drive with VVVF control
• Mounting of Traction motor on the bogie frame via flexible coupling and gear
unit
• Microprocessor based control to cover control, protection, fault diagnostic
display and data acquisition requirements.
• Fault data reading system shall be connected to the TIMS via the Car Data Bus
and Inter Car Data Bus
• Display of Fault data on VDU in the “live” driving console
• Back-up batteries to supply emergency loads for 60 minutes
 Auxiliary Converter: Main output data
Ouput characteristics:
• 415V 3ph – 50Hz
• Permanent Nominal power ( 1SIV) :185kVA, pf 0.85
• Transient power (1 SIV) :295kVA during 5s, pf 0.67
• Output voltage regulation tolerance : 5 %
• Frequency tolerance : 2 %
• Unbalance voltage : 1 %, (max unbalance load, 8kVA, pf 0,85)
• 230V 1ph – 50Hz
• Permanent nominal power rating :8kVA, pf 0.85
• Output voltage tolerance :- 5 % / +10%
• Frequency tolerance : 2 %
• 110Vdc
• Continuous output power rating : 25kW @ 123,5V (20°C)
• Ripple voltage :1% Unom Vrms
• Temperature correction  :Yes

•Metropolis Lucknow •- 42 -
Auxiliary Converter- Power circuit

•Metropolis Lucknow •- 43 -
 Auxiliary Converter: Inverter & AC
Output Circuit
Inverter & Output Circuit :
• 3-phase Inverter
• Behind the rectifier output (720 Vdc) , a 3-phase PWM controlled IGBT inverter converts DC voltage
to regulated 415 Vrms 50 Hz alternating output voltage.
• Inverter Output AC Filter
• A three phase output filter is used to smooth the PMW voltage square wave into a sine wave.
• Output circuit
• A three poles contactor is used to disconnect automatically the AC output of the auxiliary converter
from the 415 Vac auxiliary supply train lines when the auxiliary converter is shut down or in case of
inverter failure. 
• A 1ph transformer is connected outside the converter between 2 phases to provide the 230Vrms 50Hz
output .

•Metropolis Lucknow •- 44 -
 Auxiliary Converter: Battery charger & DC output
circuit
Battery Charger :
The battery charger consists of :

• a single phase half bridge that supply the primary of a medium frequency transformer.

• transformer makes the galvanic isolation between the battery voltage and the primary voltage.

• a diode rectifier and an output filter in order to provide a DC voltage to feed batteries and 110 V loads.

• an output diode for connection of batteries in parallel

.
Auxiliary Converter: Shore supply

DMC1 TC1 TC2 DMC2

CVS 26552.9mm CVS
Shore supply socket
Distance between two sockets of same CVS: 2034mm

Shore supply socket

 AIRCONDITIONING SYSTEM

• Two microprocessor controlled Units

• Roof Package type units

• Rating at 90kW cooling load/coach

Train Integrated Management System
• Complete integrated system for the control and
monitoring of train functions, systems, sub-
systems
• This has a two bus structure
- train bus which connects different coaches with the
main unit in cab and
- vehicle bus which controls equipment on each coach and
communicates with the train bus.
• Real time diagnostic information shall be accessible
on the VDU console display
• Each car has communication port for access by
maintenance staff
 Communication systems
• Two way communication between OCC and driver
• Emergency announcement on the train by OCC
• Automatic Voice announcement system
• Passenger alarm system - on operation of the passenger alarm device
by a passenger, driver acknowledges it by operation of an override
device. Passenger and driver can then communicate.
• Passenger information display system – updated from the ATP/ATO
equipments
• Capable of updating real time information from OCC
• Communication between two coupled trains and two cabs of same
train
FDI, TNI Location

TNI FDI

FDI TNI

Dimension 222 x 752 x 64 222 x 368 x 64

(H x W x D) mm
Angle of View +/- 60 (H), +/-60 (V) +/- 60 (H), +/-60 (V)

Viewing Distance 30 meters 30 meters

Operating Temp -20~ +65degC -20~ +65degC

IP Rating IP 54 (Front) IP 54 (Front)

PEI BOX INSTALLATION- DMC

TOTAL : 4 NOS
INTERNAL LCD DISPLAY-Provision

TOTAL :6 NOS
DRM -Location

TOTAL : 8 NOS
DRM Sample Pictures

LCD-DRM

LED-DRM
Air conditioning & Ventilation
• Two roof mounted AC units provided on all cars of
RC/ MC to meet the provisions of Fixed Guideway
Vehicles in accordance with ASHRAE
• Automatic control of temperature and Relative
humidity - 29 degree Centigrade and 65% RH
• Provision of emergency ventilation from battery
supply to maintain required oxygen level in the
event of failure of AC units, traction power or
auxiliary converter.
• Driving cab equipped with independent AC unit
Lucknow Air Conditioning System
Automatic train operation
• ATP
- ATP dictated parameters
- operation by driver
- Automatic application of brakes in case
driver violates command issued by ATP.

• ATO
- automatic starting/stopping and operation
of train
- automatic opening/closing of doors etc.
 Thank you

LMRC Ltd.
Vipin Khand, Gomti Nagar
Lucknow.