TRAINSET PROPULSION

SYSTEM & AUXILIARY

ELECTRICS
SILABHADRA DAS
PROFESSOR/TRAINSET
 • 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
SALIENT • Stainless steel car body with continuous window glasses
FEATURES • 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
 END BASIC UNIT

MIDDLE BASIC UNIT

DTC – Driving trailer coach

MC – Motor Coach
TC – Trailer Coach
NDTC – Non- Driving trailer coach
 What is 3 Phase Technology ?
• We used Three phase asynchronous motor controlled by Three phase control electronics
according to our requirements.
• What are our requirements ?
• Our requirements are Three phase AC supply With variable voltage and variable frequency for
variable Speed and variable torque.
• Our over head supply is single phase 25 Kv Ac and requirement is of three phase VVVF supply
for Three phase asynchronous motor
SINGLE PHASE AC V/S THREE PHASE AC
 • The advantages over direct current drives are :
• Smooth (Step-less) acceleration.
• Reduced weight
• Wear-resistant drives hence less maintenance and high
WHY THREE-PHASE level of reliability as no wearable part like carbon brushes
TECHNOLOGY BASE and commutator.
DRIVE • Good starting properties
• High tractive force over the whole speed range
• Wear-free regenerative brake for reduced maintenance,
increased life of wheel and other mechanical component
• energy conservation due to regenerative breaking
 Asynchronous traction Motor

The synchronous speed is Ns =120f/p

The motor cannot achieve this speed and

runs with a slip ‘s’
Special features of Three phase asynchronous motor
• The stator winding of the asynchronous motor consists of coils, which are electrically
offset by 120°.
• when connected to a three-phase supply, they generate a rotating magnetic field.
• The rotor consists of one winding which is designed with rods With ends short-
circuited by means of rings.
• A rotating magnetic field induces an electromagnetic force into the rotor winding.
• The electric circuit of the short-circuit rotor is always closed, thus creating a current
flow which generates another magnetic field (rotor magnetic field).
➢The rotor magnetic field attempts to catch up with the rotating field in the
process and works as motor.
➢If the rotor rotates faster than the rotating magnetic field, the engine
automatically switches into braking mode as motor works as generator .
➢This means that by changing the voltage and the frequency, the output (torque)
and the speed (number of revolutions per minute) can be altered.
Voltage Equation ,V =4.44ΦfT, v/f will be constant
Equipment in vvvf control
Line converter, DC link and Traction converter
and the motor (single phase inverter fig in
separate file)
 IGBT
• Insulated Gate Bipolar Transistor
• semiconductor switching device.
• The IGBT Transistor has a high input impedance and
high switching speeds, is capable of handling large
collector-emitter currents
• It offers greater power gain than the standard
bipolar type transistor combined with the higher
voltage operation and lower input losses
• IGBTs are mainly used in power electronics
applications, such as inverters, converters and power
supplies
RECTIFIER CONCEPT
RECTIFIER WITH DC LINK FILTER
INVERTER CONCEPT
Single Phase Inverter Concept - PWM waveform
SINGLE PHASE INVERTER CONCEPT - PWM WITH SINE FILTER
THREE PHASE INVERTER CONCEPT
 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
POWER SCHEMATIC
Architecture
 Under-slung Propulsion
✓ Traction Transformer

Pneumatic skid

Bio Digester Tank

Cable Tray

Aux converter
 Ratings of Major Equipments
Sl.No Description of Major Equipments Rating
1 MAIN TRANSFORMER PRIMARY-2556KVA
22.5KV /114A
TRAC.SECONDARY (4 windings)
855V AC at 22.5KV for Traction
Secondary(2 windings)342V AC At 22.5KV for Aux
ClASS-A INSULATION
2 OUTPUT CT 250A/1A
3 TRACTION CONVERTER 2X532KVA
I/P-627V RMS-1140V RMS
O/P- 3PHASE 1430 V RMS, : 2 X 120A,0-175HZ
4 TRACTION MOTOR CONTINUOUS RATING :210KW,1375V,120A,111.1Hz
ONE HOUR RATING: 230KW,1375V,130A
5 TRACTION MOTOR 5, 158
GEAR RATIO
6 AUXILIARY CONVERTER INPUT 1- 285-415V SINGLE PHASE 50HZ
INPUT 2- 285-415V SINGLE PHASE 50HZ
Inverter Module1 output: 415AC 3 Phase 50Hz,
200KVA(As per Name Plate): 264KVA(Calculated)
Inverter Module-2 output: 415AC 3 Phase 50Hz,
200KVA(As per Name Plate): 264KVA(Calculated)
Output-3 DC Output(BN,BD): 110VDC,30KW
 Ratings of Major Equipments
Sl.No Description of Major Rating
Equipments
7 PANTO GRAPH 1.5 KV TO 25 KV
400A
8 AC SURGE ARRESTOR 40KV AC
(MAIN)

9 LINE VOLTAGE Transformer 25KV/200V

10 VCB 25KV AC,50Hz,I=1KA 25KV AC,50Hz,I=1KA

11 5AC EARTHING SWITCH

12 HT CABLE 25KV AC
13 INPUT CURRENT 250A / 1A
TRANSFORMER
14 BRAKE CHOPPER 3.42Ohm – 4.85 Ohm
RESISTOR
The 25kV OHE voltage is connected to the
transformer p rimary 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
 • 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 p u mp and
blowers which cool the radiator through which oil is circulated
using the oil pump.
BLOCK DIAGRAM OF TRACTION TRANSFORMER
ROOF THROUGH HT CABLE
ROOF THROUGH HT CABLE ARRANGMENT

• 25 KV HT CABLE WITH
MECHANICAL PROTECTION
RUNNING THROUGH OUT THE
ROOF
MECHANICAL PROTECTION FOR HT CABLE
TC COACH RIGID TERMINATION OF HT CABLE AT VCB SEMI RIGID HT CABLE TERMINATION AND INTER COACH JUMPER
CABLE
LINE AND TRACTION CONVERTER
• Each basic unit has 2 motor coaches and each motor coach has 4 traction
motors.
• Each motor coach has 2 nos. of line and traction converter (LTC) mounted
under slung and each control two traction motors of a bogie.
• Input power to line converter comes from transformer kept in adjacent
trailer coach.
• Line and traction converters are forced air cooled .
LINE AND TRACTION CONVERTER
 Transformer
secondary/line
converter tapping

Transformer
primary

Line converter Traction Inverter Traction motor

• 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
 DC LINKCAPACITOR
• 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.
 BRAKE CHOPPER 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.
 TRACTION INVERTER
• 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
 AUXILIARYPOWERSYSTEM
• Converter unit is required to generate 2 different types of voltages to serve
these loads. Those are
• - 415VAC, 3phase, 50hz
• - 110vdc.
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.
110 V DC :
• 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
• 110vdc toilet loads, seat lights & doors.
 AUXILIARY CONVERTER

• Auxiliary converter is a PWM based IGBT converter, which

• Converts 285VAC-450VAC in to two outputs
• Output-1: 415vac (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 power supply consists of two cubicles.
• Auxiliary converter unit (ACU)
• ACU consists of below modules
• 1) AC1 module
• 2) AC2 module
• 3) DC converter module
• Battery charging system (BCS).
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).
 Traction Transformer

Pneumatic skid
Bio Digester Tank

Cable Tray

Aux converter
 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

DRIVING TRAILER COACH
Brake Modules

Pneumatic skid
DTC/NDTC UNDERFRAME QTY Pneumatic skid
EQUIPMENTS
BATTERY BOX cum BATTERY 1
CHARGER
ISOLATION TRANSFORMER 1

WATER PUMP 1

Compressor 1

Pneumatic Skids 3

Brake Module 1
NON DRIVING TRAILER COACH

Brake Modules

Pneumatic skid
DTC/NDTC UNDERFRAME QTY Pneumatic skid
EQUIPMENTS
BATTERY BOX cum BATTERY 1
CHARGER

ISOLATION TRANSFORMER 1

WATER PUMP 1

Pneumatic Skids 3 Nos

Brake module 1 no.

 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
Pump for water tank End Pneumatic Skid - DE
Non- Driver End (NDE) Middle Pneumatic Skid

MC - Bottom View - Equipments

 MOTOR COACH Pneumatic skid
Brake Modules

Pneumatic skid
MC UNDERFRAME EQUIPMENTS QTY

TRACTION CONVERTER 2 NOS

TRACTION MOTOR JUNCTION BOX 4 NOS

BRAKE CHOPPER RESISTANCE 1 NO

WATER PUMP 1 NO

EARTHING SWITCH 1 NO

ISOLATION TRANSFORMER 1 NO

Pneumatic Skids 3 Nos

Brake module 1 no.

 TRAILER COACH Pneumatic skid
Brake Modules

Pneumatic skid TC UNDERFRAME EQUIPMENTS QTY

MAIN TRANSFORMER 1

AUX CONVERTER 1

EARTH RETURN CT BOX 1

WATER PUMP 1

ISOLATION TRANSFORMER 1

Pneumatic Skids 3 Nos

Brake module 1 no.

RAKE FORMATION
Multiple units formed joining Basic units of 4 car

TRAIN 18 VANDHE BHARATH

 COMPARISION BETWEEN TRAIN 18 & NEW TRAINSET RAKE
S/N Parameter Train 18 Trainset

1 Time to reach 160 145s 140s

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 side 2Nos/DTC (Only EBU) 2Nos/DTC + 2Nos/NDTC

camera (DTC/EBU + NDTC/MBU)
 DIFFERENCE BETWEEN TRAIN 18 & TRAINSET
S/N Parameter 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 certification nil SIL 2

of TCMS (safety integration level)
10 Ventilation duct No. Part of TM itself Yes. Provided on sidewall
for TM
11 Signal exchange No Yes ( 2 nos/DTC)
light
 DIFFERENCE BETWEEN TRAIN 18 & TRAINSET
S/N Parameter Train 18 Train set
12 Fire detection Smoke detection only in RMPU unit. FIRE DETECTION SYSTEM in all coaches
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 For PIS above IC door - 2 nos/C. For PIS above IC door- 2 nos/C.
passengers For infotainment system (24”) – 4 For PIS & Infotainment system (32”) – 2
nos. nos.
16 CCMS NO YES (for air conditioning monitoring &
control and communicating
information/alert to control
centre/maintenance staff through
GSM/GPRS)
PROTECTIONS
THANK YOU