Page 1
BOOKLET
ON
TRACTION MOTOR & GEAR BOX
OF TRAIN SET
Hkkjr ljdkj GOVERNMENT OF INDIA
jsy ea=ky; MINISTRY OF RAILWAYS
dsoy dk;Zky;hu mi;ksx gsrq
(For Official Use Only)
Maharajpur, GWALIOR - 474 005
CAMTECH/ E/ 2019-20/ EP-05/ TM of Train set/ 1.0
December, 2019
End User : Train Set Maintenance Staff
Page 2
BOOKLET
ON
TRACTION MOTOR & GEAR BOX
OF TRAIN SET
(DRAFT)
QUALITY POLICY
“We at RDSO Lucknow are committed to maintain and
update transparent standards of services to develop safe,
modern and cost effective railway technology
complying with statutory and regulatory requirements,
through excellence in research, designs and standards by
setting quality objectives, commitment to satisfy
applicable requirements and continual improvements of
the quality management system to cater to growing
needs, demand and expectations of passenger and freight
traffic on the railways through periodic review of quality
management systems to achieve continual improvement
and customer appreciation. It is communicated and
applied within the organization and making it available
to all the relevant interested parties”.
Page 3
FOREWORD
Train set (Vande Bharat Express/ Train 18) is the concept of multi-unit distributed
traction for main line train operations like Electric Multiple Units (EMUs) and Diesel Electric
Multiple Units (DEMUs) already in service for sub-urban services.
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. In Train Set, 50% coaches are
powered coaches i.e. motor 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 tractive axles throughout
the train-set can obtain the required tractive effort without executing a heavy axle load. As a
result, the maximum axle load is reduced.
Train set coaches are equipped with modern bolster-less design bogies with fully
suspended three phase AC asynchronous traction motors.
To ensure wide dissemination of knowledge on Train Sets and its traction equipment,
CAMTECH, Gwalior has prepared this booklet on “Traction Motor and Gear Box of Train
Set”.
I am sure that this booklet will be useful for field maintenance staff of Train Set in their
day to day working and improving the reliability and safety of coaching stock on Indian
Railways.
CAMTECH Jitendra Singh
Date: 31.12.2019 Principal Executive Director
Page 4
PREFACE
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. In Train Set, 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.
All propulsion equipment and power components such as traction motors, line &
traction converters, auxiliary converter, air compressor, battery box, battery charger, brake
chopper resister are mounted under the frame.
Train set coaches are equipped with modern bolster-less design bogies with fully
suspended traction motors, pneumatic secondary suspension and anti-roll bar.
Train set is 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 (TC, NDTC or DTC).
This booklet on "Traction Motor and Gear Box of Train Set” is prepared with the
objective to disseminate knowledge on the subject. This booklet contains general description of
Train Set, three phase propulsion system, brief on traction motor and gear box etc. This also
comprises OEM’s recommended preventive maintenance schedules and spares to be kept at
maintenance depots.
It is clarified that this booklet does not supersede any existing provisions laid down by
Railway Board/ RDSO, OEMs. This handbook is for guidance only and it is not a statutory
document.
I am sincerely thankful to RDSO/ UTHS directorate, OEM M/s Medha Servo Drives
Pvt. Ltd., Hyderabad, and all field personnel who helped us in preparing this booklet.
Technological up-gradation & learning is a continuous process. Please feel free to write us for
any addition/ modification in this handbook.
CAMTECH, Gwalior Manoj Kumar
Date: 27.12.2019 Joint Director /Mechanical
Page 5
CONTENT
Chapter No Description Page no.
Foreword iii
Preface iv
Contents v
Correction Slip vii
Abbreviations viii
1. GENERAL DESCRIPTION 01
1.0 INTRODUCTION 01
1.1 IMPORTANT TECHNICAL DETAILS 02
1.2 CONFIGURATION AND PROPULSION SYSTEM 02
1.3 DISTRIBUTION OF EQUIPMENT 03
1.4 DRIVING TRAILER COACH (DTC) 03
1.5 MOTOR COACH (MC) 04
1.6 TRAILER COACH (TC) 04
1.7 NON DRIVING TRAILER COACH (NDTC) 05
2. 3 PHASE AC PROPULSION SYSTEM 06
2.0 POWER SCHEMATIC OF TRAIN SET 06
2.1 TRACTION TRANSFORMER 06
2.2 LINE AND TRACTION CONVERTER (LTC) 07
2.2.1 Line Converter 09
2.2.2 Traction Inverter 09
2.2.3 Line & Traction Control Unit (LTCU) 09
3. TRACTION MOTOR AND GEAR DRIVE 10
3.0 TRAIN SET PARAMETERS 10
3.1 TECHNICAL DATA OF TRACTION MOTOR 10
3.2 CONSTRUCTIONAL DETAILS OF TRACTION MOTOR 11
3.2.1 Main assemblies of drive complete 12
3.2.2 Stator 12
3.2.3 Rotor 12
3.2.4 Motor connections 13
3.2.5 Traction Motor bearing 13
3.2.6 Motor Cooling 14
3.2.7 Speed sensor 14
3.2.8 Pt100 temperature sensors 15
3.2.9 Traction Motor Water Flood Level 15
3.3 TECHNICAL DATA FOR GEAR BOX 16
Page 6
Chapter No Description Page no.
3.4 CONSTRUCTIONAL DETAILS OF GEAR BOX 16
3.4.1 Drive Complete 17
3.4.2 Gearbox Description 18
3.4.3 Motor Coupling 18
3.4.4 Connection Gearbox to Wheel Set 19
3.4.5 Gear box Housing 19
3.4.6 Gearbox Support 19
3.4.7 Bearings 20
3.4.8 Lubrication and cooling 20
3.4.9 Sealing 20
3.4.10 Monitoring of the Gearbox 21
3.5 TRACTION MOTOR PREVENTIVE MAINTENANCE SCHEDULE 22
3.5.1 Traction Motor Required Consumable During Maintenance Schedule 23
3.5.2 Traction Motor Spare Parts / Rake Needs To Be Kept At Train Set Depot 23
3.6 TRACTION GEAR BOX PREVENTIVE MAINTENANCE SCHEDULE 24
3.6.1 Gear box oil filling & draining 25
3.6.2 Consumable during maintenance schedule Traction Gear drive system 25
3.6.3 Gear Drive System : Spare Parts / Rake Needs to be Kept at
Train Set Depot 26
3.6.4 Gear Oil-Limits for Contaminations 27
REFERENCES 28
Page 7
ISSUE OF CORRECTION SLIP
The correction slips to be issued in future for this booklet will be
numbered as follows:
CAMTECH/E/ 2019-20/ EP-05/TM of Train Set/1.0/ C.S. # XX date---
Where “XX” is the serial number of the concerned correction slip
(starting from 01 onwards).
CORRECTION SLIPS ISSUED
Sr.No. Date of Issue Page no. & Item no.
modified
Remarks
Page 8
ABBREVIATIONS
Abbreviation Details
AC Alternating Current
ATC Auxiliary Traction Control
BCH Brake Chopper
BE Braking effort
BU Basic Unit
DC Direct Current
DCLV DC Link Voltage
DCS Key Driver control Switch Key
DE Driving End
DEMU Diesel Electric Multiple Units
DTC Driving Trailer Coach
EBL Emergency Brake Loop
EBU End Basic Unit
ED Electro Dynamic
ELD Earth Leakage Detector
EMU Electric Multiple Units
EP Electro Pneumatic
FQC Four Quadrant Converter
HWTL Hard Wired Train Line
ICF Integral Coach Factory
IEC International Electro technical Commission
IGBT Integrated Gate Bipolar Transistor
IR Indian Railways
IV Inter Vehicular
LC Line Converter
LTC Line and Traction Converter
LTCU Line & Traction Control Unit
MAE Medha AC-EMU
Page 9
Abbreviation Details
MBU Middle Basic Unit
MC Motor Coach
MCB Miniature Circuit Breaker
MCH Master Control Handle
MCU Main Control Unit
MMI Man Machine Interface
MSDPL Medha Servo Drives Pvt. Ltd.
MU Multiple Unit
MVB Multifunction Vehicle Bus
NDE Non Driving End
NDTC Non Driving Trailer Coach
PS Power Supply
PWM Pulse Width Modulation
RDSO Research Design and Standards Organization
RPM Revolution per Minute
TC Trailer Coach
TCMS Train Control & Management System
TE Tractive Effort
TI Traction Inverter
TM Traction Motor
TSA TRAKTIONS System Austria
UIC International Union of Railways
VCB Vacuum Circuit Breaker
VVVF Variable Voltage Variable Frequency
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CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0 1
Booklet on Traction Motor & Gear Box of Train Set December, 2019
CHAPTER 1
GENERAL DESCRIPTION
1.0 INTRODUCTION
Train set is the concept of multi-unit distributed traction for main line train
operations like Electric Multiple Units (EMUs) and Diesel Electric Multiple Units
(DEMUs) already in service for sub-urban services.
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 Set, 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.
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 tractive axles
throughout the train-set can obtain the required tractive effort without executing a heavy
axle load. As a result, the maximum axle load is reduced.
All propulsion equipment and power components such as traction motors, line &
traction converters, auxiliary converter, air compressor, battery box, battery charger, brake
chopper resister are mounted under the frame.
Train set coaches are equipped with modern bolster-less design bogies with fully
suspended traction motors, pneumatic secondary suspension and anti-roll bar.
Fig-1: Train Set (Vande Bharat Express)
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December, 2019 Booklet on Traction Motor & Gear Box of Train Set
1.1 IMPORTANT TECHNICAL DETAILS
Particulars Details
Number of Coaches in Basic Unit 4 car per Basic Unit (BU)
DTC-MC-TC-MC (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
Typical alloutrun 8 km
Average acceleration from 0-40 kmph 0.8 m/sec2
Deceleration 0.8 m/sec2
1.2 CONFIGURATION AND PROPULSION SYSTEM
The Train Set consists of four basic units of four coaches each.
The configuration of end basic unit is as follows - DTC+ MC+ TC + MC
The configuration of middle basic unit is as follows - NDTC+MC+TC+MC
Where
DTC : Driving Trailer Coach MC :Motor Coach
TC : Trailer Coach NDTC :Non-Driving Trailer Coach
Train set is provided with IGBT based energy efficient 3phase propulsion system
and regenerative braking. In each basic unit of four cars, there are two motor coaches
(MCs) and two trailer coaches (TC, NDTC or DTC).
Complete propulsion system is supplied by M/s Medha for the first prototype 16 car
train set. The fully suspended traction motor is developed by M/s Medha along with M/s.
TRAKTIONS SYSTEME AUSTRIA (TSA) and M/s ECE Engineering, Poland.
Fig-2: End Basic Unit
Fig-3: Middle Basic Unit
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Booklet on Traction Motor & Gear Box of Train Set December, 2019
Total 16 Car Formation – 4 X 4 Basic Units - Each Basic Unit with Four Cars
Fig-4: 16 Car Formation
1.3 DISTRIBUTION OF EQUIPMENT
Distributions of equipment among various coaches of train set areas follows:
Description Equipment
DTC Under-frame - compressor, battery, battery charger
NDTC Under-frame - compressor, battery, battery charger
MC Under-frame- line and traction converter, traction motor and gear
drive assembly, brake chopper resistor
TC Under-frame - traction transformer, auxiliary converter
Roof - Pantograph, VCB
ALL
Coaches Brake skid (End & Middle), and isolating transformer for pantry load.
Under slung water tank capacity 1200Lts approx.
Pre wired Cables trays on under frame for power and control cables.
Roof mounted packaged unit (RMPU) at both ends on each coach
1.4 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.
Fig: 16 Car Formation
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December, 2019 Booklet on Traction Motor & Gear Box of Train Set
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.
Fig-5: Driving Trailer Coach (DTC) internal &external view
1.5 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 Line
and Traction Converter units (LTC), one for
each bogie mounted under-slung. Brake
chopper resistor is also mounted under-slung.
Transformer secondary cable for both LTC
units from power transformer come from
trailer coach through 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.
Fig-6: Motor Coach (MC) internal &external view
1.6 TRAILER COACH (TC)
Trailer 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 hotel load of four coaches. It also consists of
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CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0 5
Booklet on Traction Motor & Gear Box of Train Set December, 2019
passenger saloon area, pantry, RMPU, mono block pump controller, electrical cabinet and
various end wall panels. It is an air-conditioned coach.
1.7 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.
Fig-7: Pantograph and RMPU on Trailer Coach (TC)
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6 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
CHAPTER 2
3 PHASE AC PROPULSION SYSTEM
2.0 POWER SCHEMATIC OF TRAIN SET
Below figure shows the block diagram of the power schematic of the train set.
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.
2.1 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. One
transformer feeds to two motor coaches. Traction transformer is oil cooled with help of oil
pump and blower which cool the radiator through which oil is circulated using the oil pump.
Important parameters of traction transformer are:
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
AC - DC
Converter
Pantograph
Circuit Breaker
Transformer
25 kV AC Overhead Line (OHE)
DC - ACMotor Converter
2 x 3 Phase Motors
DC - ACAuxiliary Converter
3 Phase AC Output
Transformer
RectifierAC - DC
Battery
DC Output
2 x 3 Phase Motors
ConverterMotorDC - AC
Transformer
Converter
AC - DC
- ve return through wheel and running railAxle Brush
Fig-8: Block Diagram of Electronic Power and Auxiliary Services
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CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0 7
Booklet on Traction Motor & Gear Box of Train Set December, 2019
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.
2.2 LINE AND TRACTION CONVERTER (LTC)
Each motor coach has 2 nos. of Line and Traction Converters (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. Each traction converter cubicle consists of one-line converter, DC link,
one traction inverter and line & traction control unit.
Important parameters of LTC are:
Input voltage : 950 V AC at 25 kV AC
Input current : 639 A
Weight : <800+/-50 Kg
Dimension : 2250*1220*700 mm
Line and traction converter rating : 554 KVA
High Voltage
Line Converter
Line Converter
Line Converter
Line Converter
Aux. Converter
Aux Converter
Figure : Block diagram of Traction TransformerFig-9: Block diagram of Traction Transformer windings
Fig-10: Line and Traction Converter
Page 19
Fig-11 :Power Schematic of Train 18 with emphasis on Traction Converters in Motor Coach
8
CA
MT
EC
H/E
/20
19
-20
/EP
-05
/TM
of T
rain
Set/1
.0
Decem
ber, 2
01
9
B
oo
klet on
Tra
ction M
oto
r & G
ear B
ox o
f Tra
in S
et
P2
P1 CT1
-+
R1
R2
K2
1
1
K1-1
HEAT SINK - 1 HEAT SINK - 2
Q8
Q6Q1
Q3
Q2
Q4
Q5
Q7
C4
Q15
Q13
Q12
Q10
Q11
Q9 Q14
Q16
HEAT SINK - 4HEAT SINK - 3
-+
+ -
+-
-+
-+
TM1
TM2
P3
P4
P5
CT3
CT4
PT2
CT2
Brake Chopper Resistor Assembly
R5
R6
PT1
ESW
P7 P8
P8P7
PT1
R6
R5
CT2
PT2
+-
+-
-+
-+
+ -
C4
1
1
+ -
-+
+-
-+
+-
OHE
HVCT1
HVPT
PT1
PT2
TR
AN
FO
RM
ER
TR
AC
TIO
N
Q9 Q10
Q12Q11 Q15 Q16
Q14Q13CT3
CT4
P5
P4
P3
TM1
TM2
Q1
Q3
Q2
Q4
Q5
Q7
Q6
Q8
HEAT SINK - 1 HEAT SINK - 2HEAT SINK - 3 HEAT SINK - 4
P1
P2
CT1
K1-1
K2R1
R2
HIGH VOLTAGE EQUIPMENT
HVCT-2
Brake Chopper Resistor Assembly
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CAMTECH/E/2019-20/EP-05/TM of Train Set 9
Booklet on Traction Motor & Gear Box of Train Set December, 2019
2.2.1 Line Converter
The line converter interfaces with transformer secondary traction winding AC
voltage on one side and DC link on the other side. The line converter consists of single
phase full bridge rectifier with IGBTs as active switching devices. The DC link consists of
earth leakage detection circuit, DC link capacitor bank and brake chopper circuit (for over
voltage protection).
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.
Fig-12: Block Diagram of Line Converter
2.2.2 Traction Inverter
The traction inverter consists of a 3-
phase full bridge inverter with IGBTs as
active switching devices. Main function of
traction inverter is to convert the DC input
voltage to 3-phase Variable Voltage
Variable Frequency (VVVF) output and to
control the traction motor torque in both
motoring mode and braking mode. Each
inverter controls two traction motors in
parallel.
2.2.3 Line & Traction Control Unit (LTCU)
Line & Traction Control Unit (LTCU) controls both the line converter and traction
inverter and communicates with the Main Control Unit (MCU) through CAN interface. All
the LTC's are similar in construction.
Fig-13: Traction Inverter Schematic diagram
C1
Q7
Q5
Q4
Q2
Q3
Q1 C2Q6
Q8
HEAT SINK - 2HEAT SINK - 1
K1-1
1
1
K2
R2
R1
+ -
CT1P1
P2
+Ve
- Ve
Q19
Q20
Q21
Q22
Q23
Q24
C5
TM2 TM1
+
-
+
-
CT CT
W-PhU-Ph
Page 22
10 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
CHAPTER 3
TRACTION MOTOR AND GEAR DRIVE
3.0 TRAIN SET PARAMETERS
S. No. Description Value
1. Wheel diameter:
New Wheel
Half worn
Fully worn wheel
952mm
915mm
877mm
2. No of Traction Motors per MC 4
3. Maximum Tractive effort of MC 106 kN
4. Max power at wheels per Motor Coach during motoring 1296 kW
5. Gear ratio 5.158
6. Maximum braking effort 94 kN
7. Max power at wheels per Motor Coach during braking 1567 kW
8. Gear efficiency 98.00%
3.1 TECHNICAL DATA OF TRACTION MOTOR
S. No. Description Details
1. Designation 3 phase AC Asynchronous Traction
Motor
2. Designed by TSA
3. Make Medha
4. Type designation TME 49-35-4
5. Weight of traction motor drive with half
coupling
1000 kg ±3%
6.
Continuous rating
Power 265.26 kW (electrical)
7. Shaft output 252 kW (mechanical)
8. rpm 3338 rpm
9. Voltage 1375 V
10. Current 123 A
11. Frequency 112.3 Hz
12. Slip at full load 0.89%
13. Power factor 0.9
14.
1 hour rating
Power 291.88 kW (electrical)
15. Voltage 1375 V
16. Current 136 A
17. Frequency 112.4 Hz
18. Slip 0.99%
19. Shaft output 277 kW (mechanical)
20. Power factor 0.9
21. rpm 3337 rpm
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CAMTECH/E/2019-20/EP-05/TM of Train Set 11
Booklet on Traction Motor & Gear Box of Train Set December, 2019
S. No. Descri
ption
Details
22. Motor efficiency at rated power 95.00%
23. Maximum working speed of TM 4992 rpm
24. Maximum frequency 167.5 Hz
25. Maximum temperature index of
winding insulation
237°C
26. Type of suspension Fully suspended motor with partly
suspended gear drive
27. Speed at 160kmph with full worn
wheels (877mm dia)
4992 rpm
28. Type of cooling Self ventilated, air cooled
29. Air entrance temperature ≤ 50°C
30. Protection system IP 20 (machine protected solid objects
greater than 12 mm)
31. Class of insulation material Class 220
32. Terminal box protection degree IP 65 (machine protected against
ingress of dust)
33. Overall dimensions 1431 (L)x1157 (W) x 701 (H)
34. Constructional details viz. Rotor bar
and rotor end ring arrangement,
overhang to terminal box connection
etc.
Rotor bar and end ring joints
protected by use of high strength
alloy shrink ring. All overhangs
suitably supported.
3.2 CONSTRUCTIONAL DETAILS OF TRACTION MOTOR
Traction motor provided in train set motor coach is a 3-phase asynchronous
self-ventilated machine.
Fig-14: Train set bogie with traction motor and gearbox assembly
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12 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.2.1 Main assemblies of drive complete system
Fig-15: Main assemblies of traction drive complete
3.2.2 Stator
The stator consists of lamination stack, which are
fitted in a cast metal housing. The stator windings are
shaped copper coils, which are wound from insulated
rectangular profile - banded with additional coiling
insulation and into which slots equipped with a slot lining
are inserted.
The connections (“circuitry") of the stator coils
take place on the non drive side (NDE). The stator
winding is insulated in accordance with TSA standard and
conforms to insulation class 220 in accordance with
IEC60349-2.
Fig-16: Stator
3.2.3 Rotor
The rotor lamination stack made of layered
dynamo sheets is mounted on a solid motor shaft and
clamped on both sides by rotor moulding press rings.
On the non-drive side (NDE), the lamination stack is
secured further with a ring shrunk onto the shaft.
Short circuit bars and short circuit rings are welded
on both sides. Shrink collars made up of high-strength,
non-magnetic material absorb the loading from the
centrifugal force load on the short circuit rings.
Fig-17: Rotor
A. Traction Motor
B. Gear Box
C. Gear coupling
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CAMTECH/E/2019-20/EP-05/TM of Train Set 13
Booklet on Traction Motor & Gear Box of Train Set December, 2019
3.2.4 Motor connections
Terminal box is located on top of the
motor and provided with cable glands.
Fig-18:Motor Terminal Box connections
3.2.5 Traction Motor bearings
The motor shaft is mounted with ceramic rolling element bearings at both DE
(Driving End) & NDE (Non Driving End) in the stator housing. The details are as under.
DE (Driving End) : Deep groove ball bearing - 6217 M/HC5C4HS0
NDE (Non Driving End) : Cylinder roller bearing - NU1012 MR/HC5C4
Advantages of Ceramic bearing (Hybrid bearing)
Bearings balls are made from Ceramic material
Bearing insulated at rollers
No deformation at higher speed
No deformation at higher temperature
No wear & tear of the rollers
Traction motor bearing lubrication re-greasing details
Fill the grease -
DE Bearing : 21 gms
NDE Bearing : 9 gms
Grease type : Shell Gadus S3 V2220C 2
Fig-19: Removing of used grease from waste grease cover from DE side & from
NDE side (shown by arrow)
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14 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.2.6 Motor Cooling
The motor is air cooled by a fan mounted at the non-drive end (NDE) of the rotor
shaft, air flow is mainly routed through heat exchange channels at the external periphery
of the magnetic stack, one part is ducted inside the rotor, cooling air is filtered at the
inlet (grid type).
Fig-20: Air outlet/ inlet of traction motor
3.2.7 Speed sensor
For monitoring the speed, a speed sensor is mounted in the stator housing.
Fig-21: Speed sensor location in stator
Page 27
CAMTECH/E/2019-20/EP-05/TM of Train Set 15
Booklet on Traction Motor & Gear Box of Train Set December, 2019
3.2.8 Pt100 Temperature Sensors
For monitoring the stator temperature, Ptl00 temperature sensor is positioned in the
stator housing.
Fig-22: Temperature sensor location in stator
3.2.9 Traction Motor Water Flood Level
Traction motor : Water flood level : 400 mm from Rail level
Water draining from stator housing in rainy season by opening the drain plug
(53)
Fig-23: Flood Water drain plug (53)
Page 28
16 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.3 TECHNICAL DATA FOR GEAR BOX
S. No. Description Details
1. Designation Partly suspended gear box assembly
2. Type designation GKD 1-52-372A
3. Dimensional drawing TSA016533
4. Weight of gearbox unit with half
coupling and without oil m Gearbox
490kg
5. No. of teeth of Main Gear 98
6. No. of teeth of Pinion 19
7. Gear ratio 5.157
8. Gear system Single stage spur gear
9. Center distance between Pinion
and Main gear
372 mm
10. Gear Box : Oil lubrication Type /
Make
Servo SynGear 75W-90LL / Indian
Oil Make
3.4 CONSTRUCTIONAL DETAILS OF GEAR BOX
Fig-24: Gear Box Assembly
Page 29
CAMTECH/E/2019-20/EP-05/TM of Train Set 17
Booklet on Traction Motor & Gear Box of Train Set December, 2019
Fig-25:Gear Box Sub-Assemblies
3.4.1 Drive Complete
Partly suspended drive with bogie frame fixed motor and axle-mounted gear. Motor
shaft and gearbox input shaft are connected by a coupling that transfers torque and
compensates for displacements between motor and gearbox.
The main gear is mounted directly onto the wheel set shaft and transfers torque
directly to the wheel set shaft.
Fig-26: Drive Complete
1. Axle 5. Taper roller bearing – 2 nos.
2. Main Gear 6. Cylindrical roller bearing – 2 nos.
3. Pinion 7. Four Point contact bearing
4. Flexible coupling
Page 30
18 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.4.2 Gear Box Description
The gearbox is a helical gear with oil sump splash lubrication.
Fig-27: Main Components of Gear Box
D : Gear box assembled
2 : Pinion
14 : Coupling Half gear box side
21 : Reaction Rod complete
610 : Main Gear
W : Wheel set Shaft
3.4.3 Motor & Gear half Coupling
A curved teeth coupling connects motor
with gearbox. The coupling is torsional rigid, the
halves are self-centering by the teething. The
coupling consists of two halves whose flanges
are bolted together.
Fig-28: Motor Coupling
Page 31
CAMTECH/E/2019-20/EP-05/TM of Train Set 19
Booklet on Traction Motor & Gear Box of Train Set December, 2019
The coupling is lubricated by oil and is hermetic sealed to the outside by two steel
bellows, so leakage can be suspended. For the regular oil change both coupling halves are
equipped with drain plugs, this can be performed on the installed coupling without
disassembling from the shafts.
The coupling halves are mounted onto the shafts by tapered press fits, including
oil injections for mounting and dismounting.
The coupling transfers torque and compensates radial, axial and angular mis-
alignments between motor and gearbox.
At the general overhaul the coupling has to be checked visually for checking the
ability for further use in operation.
A slipping bush is installed at the gearbox side to protect the gearbox of too high
shock torques that can be generated in the motor in case of a converter short circuit.
The coupling is insulated, this ensures that the gearbox bearings are not affected by
discharging currents of the rotor.
3.4.4 Connection Gearbox to Wheel Set
The main gear is directly mounted onto the wheel set shaft by a cylindrical shrink fit
(the main gear is heated up for the joining operation), including oil injections for
dismounting.
3.4.5 Gear box Housing
The gearbox housing is casted. The gearbox housing is designed to high stiffness and
low noise radiation and protects oil level indicators from direct hits by rocks from the track.
Fig-29: Gear Box Housing
3.4.6 Gear box Support
The gearbox is supported by a reaction rod on the bogie frame. The reaction rod
incorporates two spherolastic bushings. During operation, the elastomers will wear and
must be checked regularly and exchanged when the end of the life time is reached.
Page 32
20 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.4.7 Bearings
The input shaft is supported in the gearbox housing by two cylindrical roller bearings
and one four- point contact bearing for the axial forces. These bearings have single piece
solid brass cages.
The output shaft is supported by two tapered roller bearings. For the tapered roller
bearings pressed steel cages are used. All bearings are oil lubricated.
Bearing
Data
SKF Type FAG Type Replacement
interval in km
Input motor side Cylindrical roller NU 2217 NU 2217 30,00,000
shaft bearing ECML/C4 E-MPA/R120-140
wheel side Cylindrical roller NU 2217 NU 2217 30,00,000
bearing ECML/C4 E-MPA/R120-140
wheel side Four point ball QJ 217 QJ 217-N2-MPA- 30,00,000
bearing N2MA/C4H C4
Output motor side Tapered roller BT1- F-801207.01 30,00,000
shaft bearing 0054/VE679
wheel side Tapered roller BT1- F-801207.01 30,00,000
bearing 0054/VE679
3.4.8 Lubrication and cooling
The gears are lubricated by oil splash lubrication. The gearbox is cooled by
convection.
The design of the bearing area (oil stow provisions) ensures that a minimum
amount of oil remains in the bearing. A smooth start-up of the gearbox is allowed,
especially at low speeds and low environmental temperatures.
The gearbox includes an oil filling hole, an overfill protection, an oil sight glass
(changeable from outside) and a magnetic drain plug, which collects metallic wear
floating in the oil.
The oil level can be checked quickly and reliably through an oil sight glass, marked
with minimum and maximum. The oil lubricant for gear drive is Indian Oil Servo Syn
Gear 75W-90 LL
3.4.9 Sealing
Contact-free labyrinths are used to seal the shafts. The gearbox housing and covers
are sealed with liquid sealing substances. O-rings are used for sealing the bearing
cartridges, bearing covers and labyrinth covers.
During cleaning of the vehicles pay attention, that high-pressure water is not
directed into the labyrinth gaps, or protect them with covers.
Page 33
CAMTECH/E/2019-20/EP-05/TM of Train Set 21
Booklet on Traction Motor & Gear Box of Train Set December, 2019
3.4.10 Monitoring of the Gearbox
The magnet on the dip stick or the drain plug allows to check the conditions of the
gearbox visual.
Fig-30: Metal Abrasion on the permanent magnet
Metal abrasion on the permanent magnet
Status Required action
Grade Assessment
1 Normal None
Gearbox in normal condition
2 Acceptable
None
For a new produced gearbox during run-in until second
scheduled regular oil change (1st = initial oil change, 2
nd =
standard oil change interval)
No immediate action required
Draw oil sample.
Keep gearbox under observation, re-check the dip-stick in
reasonable time.
3 Unusual
None
For a new produced gearbox during run-in until second
scheduled regular oil change (1st = initial oil change, 2
nd =
standard oil change interval)
Replace oil
Draw oil sample.
Check gearbox bearings on wear. Replace components if
worn.
Drain the complete oil filling. If possible, flush the gearbox
with fresh oil. Fill in fresh oil.
Page 34
22 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.5 TRACTION MOTOR PREVENTIVE MAINTENANCE SCHEDULE
(As provided by OEM M/s Medha Servo Drives Pvt. Ltd., Hyderabad)
S.No. Maintenance Task Every
25,000 km
or every
45 Days*
Every
1,50,000
km or
every
6 months*
Every
3,00,000
km or
after
1 year*
every
3,000.000
km or
after
10 years*)
1. Checking for external
damages of motor
cable, Speed sensor
cable & Temperature
sensor cable with
connector
√
2. Inspection of external
bolts for tightness √
3. Visual Inspection &
cleaning of air filters
and the air outlet grids
ventilation grid
√
4. Tightening of motor
cable connection
terminal bolts √
5. Water Draining the
stator housing √
6. Re-grease both bearings
of motor & removing
the used grease from
grease cover
√
7. Replace the Motor
bearings , Whole motor
reconditioning /
Periodic overhauling
(POH)**
√
* Which occurs first
** Maintenance work on uninstalled traction motor; km or years, whichever comes first.
Page 35
CAMTECH/E/2019-20/EP-05/TM of Train Set 23
Booklet on Traction Motor & Gear Box of Train Set December, 2019
3.5.1 Traction Motor Required Consumable During Maintenance Schedule
3.5.2 Traction Motor Spare Parts / Rake Needs To Be Kept At Train Set Depot
/● Designation Part number Quantity
Cylindrical roller bearing NU1012 TSA700099P0011 1
Deep groove ball bearing 6217 TSA700027P0022 1
● Speed sensor TSA013431P0001 1
● Used grease cover sealing TSA017339P0001 1
● Sealing for cable bushing TSA013974P0001 1
● Sealing for terminal box cover TSA017352P0001 1
● Sealing ring, A52x60x2,5-Cu TSA700105P0016 1
● O-ring, 144 x 1.5-72NBR 872 TSA700013P0144 1
● O-ring, 487 x 4 NBR 70 TSA700013P0101 1
● O-ring, 530 x 4 NBR 70 TSA700013P0102 1
● O-ring, 160 x 2 NBR 70 TSA700013P0100 1
● Resistance thermometer TSA017345P0001 1
It is necessary to stock the spare parts
● It is recommended to stock the spare parts
Part Description Part specification / Type /
Make
Quantity /
Rake
Screw locking agent medium
strength
LOCTITE 243
500 ml
Fitting paste MOLYKOTE P40 500 gm
Motor Roller Bearing Grease Shell Gadus S3 V220C 2 2 Kg
Page 36
24 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.6 TRACTION GEAR BOX PREVENTIVE MAINTENANCE SCHEDULE
(As provided by OEM M/s Medha Servo Drives Pvt. Ltd., Hyderabad)
S.No. Maintenance Task After the
first
5,000km
Every
25,000
km or 45
Days*
Every
300,000
km or
once a
years*
Every
1,200,000
km or
after 4
years *
Every
1,600,000
km or
after 6
years *
Every
3,000,000
km or or
after 10
years *
1. First oil change to
remove debris** √
2. Check for damages oil
glass window** √
3. Ensure intactness of
Motor & gear box
mounting bolts with
Bogie**
√
4. Gear box oil level
check & top-up** √
5. Gear box oil change** √
6. Gear box alignment
verification /
adjustment** √
7. Changing elastomer of
reaction rod *** √
8. Grease change in the
coupling *** √
9. Inspection of Gear &
Pinion for damage*** √
10. General overhaul ***
including
Replace Pinion
bearings, Main gear
bearings, suspension
bearing from reaction
rod, All O-rings
(Periodic overhauling
(POH)
√
* Whatever comes first.
** Maintenance work on the installed traction drive.
*** Maintenance work on the de-installed traction drive.
Page 37
CAMTECH/E/2019-20/EP-05/TM of Train Set 25
Booklet on Traction Motor & Gear Box of Train Set December, 2019
3.6.1 Gear box oil filling & draining
For fresh oil filling: Use oil filling plug (22) for filling the fresh oil in the gear box
upto maximum level (26) shown in the below picture.
For used oil removing (draining) : Use oil drain plug (27) for removing the used from
the gear box shown in below picture.
Fig-31:Oil level indicator, drain plug and magnetic stick
Gear box Oil type -Servo Syn Gear 75W-90LL
Gear box oil change - After first 5000 Kms / 1 month and Every year / 3 lacs Kms
Traction Gear box assembly - 5.0 lit / Gear box
3.6.2 Consumable During Maintenance Schedule Traction Gear Drive System
Part description Part specification/ Type/ Make Quantity/ Rake
Screw locking agent
medium strength LOCTITE 243 1000ml
Fitting paste MOLYKOTE P40 1 Kg
Thread sealing agent LOCTITE 577 200 ml
ELRING CURIL T AC500158P0001 3000 ml
Gear box oil Make: Indian Oil
Servo syngear 75W-90LL 150Lit
Sealing –COPPER Ring
DIN7603-A21x26-CU TSA700105P0004 32
Sealing-COPPER Ring
DIN7603-A27x32-CU TSA700105P0001 64
Page 38
26 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
3.6.3 Gear Drive System : Spare Parts / Rake Needs to be Kept at Train Set Depot
/● Designation Part number TSA017119R1001
● Pinion 372A TSA017123P0001 1
● Main gear 372A TSA017124P0001 1
● Oil level indicator SP60 TSA006258P0005 1
Reaction link TSA013207R0001 1
Taper roller bearing TSA017122P0001 2
Cylindrical roller bearing
NU2217 TSA009164P00001 2
Four point bearing QJ217 TSA009053P0001 1
Adjustment sheet TSA017121P0001 1
O-ring, 290x5-N-P700-NBR70 TSA700013P0110 2
O-ring, 11x3-N-P700- NBR 70 TSA700013P0071 1
O-ring, 140x3-N-P700- NBR 70 TSA700013P0109 1
O-ring, 174x3-N-P700- NBR 70 TSA700013P0108 1
O-ring, 192x3-N-P700- NBR 70 TSA700013P0107 2
Sealing ring, 10x14x1-Cu TSA700105P0009 1
Sealing ring, 16x22x1.5-Cu TSA700105P0017 1
Sealing ring, 21x26-Cu TSA700105P0004 1
Sealing ring, 27x32-Cu TSA700105P0002 1
Sealing ring, 48x55x2-Cu TSA700105P0012 1
It is necessary to stock the spare parts
● It is recommended to stock the spare parts
Page 39
CAMTECH/E/2019-20/EP-05/TM of Train Set 27
Booklet on Traction Motor & Gear Box of Train Set December, 2019
3.6.4 Gear Oil-Limits for Contaminationsa
(Reference : TSA 121 Oil contamination limits 2012-10-30)
Gear case oil spectro-graphic analysis frequency three months
Designation Short name Limit (ppm)
Foreign particles (wear)
Iron Fe < 400
Chromium Cr < 15
Nickel Ni < 5
Molybdenum Mo <5
Aluminium Al < 60
Magnesium Mg < 25
Copper Cu < 100
Zinc Zn < 100
Lead Pb < 5
Tin Sn < 5
Siliconb Si < 60
Additivesc
Phosphorous
Sulphur
Lead
Zinc
Tin
Silicon
Chlorine
Magnesium
Molybdenum
Ph
S
Pb
Zn
Sn
Si
Cl
Mg
Mo
± 10%d
Additional measures
Dynamic viscosity 40 (at 40°C)
100 (at 100°C)
± 10%d
Water content -- < 0.3%
Total acid number TAN < 2mg KOH/gd
a The limits are valid for a typical oil and typical gearbox size, depending on the oil brand and oil amount in a gearbox
other limits may apply for an application. b Silicon is a foreign particle, but can also be used as an additive against foaming.
c The concentration of the elements in the oil depends on the oil composition, Lead, Zinc, tin, silicon, magnesium and
molybdenum are additives, but can be also foreign particles (wear). d The concentration must be compared with a fresh oil sample.
Page 40
28 CAMTECH/E/2019-20/EP-05/TM of Train Set/1.0
December, 2019 Booklet on Traction Motor & Gear Box of Train Set
REFERENCES
1. Design document for Traction Motor and Gear Drive for 3 phase AC Propulsion system for
Train 18. Document No. MAE675U/Traction motor /DD/CD-2342 Rev.0, made available
by M/s Medha Servo Drives Pvt. Ltd. Hyderabad.
2. Presentation on “Line and Traction Converter Train 18 type MAE 675U, made available by
M/s Medha Servo Drives Pvt. Ltd. Hyderabad.
3. Presentation on “Traction Motor and Gear Box of Train 18 Rake” given by technical expert
from M/s Medha Servo Drives Pvt. Ltd. Hyderabad during the seminar held at CAMTECH,
Gwalior on 16.12.2019.
4. Literature and photographs collected during field visit at ICF/ Chennai and Train set depot,
Shakurbasti, New Delhi, Northern Railway.
5. Discussion held on draft booklet on “Traction Motor and Gear Box of Train Set” during the
seminar held at CAMTECH, Gwalior on 16.12.2019.
6. Comments and suggestions received on draft booklet.
Page 41
To upgrade maintenance technologies and methodologies
and achieve improvement in productivity and performance
of all Railway assets and manpower which inter-alia would
cover reliability, availability, utilisation and efficiency.
OUR OBJECTIVE
CAMTECH is continuing its efforts in the documentation and up-
gradation of information on maintenance practices of electrical
assets. Over the years a large number of publications on electrical
assets have been prepared in the form of handbooks, pockets
books, pamphlets & video films etc. These publications have been
uploaded on the internet as well as rail net.
For downloading these publications please do following:
1. On internet visit :www.rdso.indianrailways.gov.in
Go to Directorates CAMTECH Publications for
download Electrical Engineering
2. On Railnet visit RDSO website at 10.100.2.19
Go to Directorates CAMTECH Publications for
download Electrical Engineering
For any further information regarding publications please
contact:
Director (Elect.) – 0751- 2470740 (O) BSNL, 9752447030 (CUG)
SSE/Electrical - 9755549297 (CUG)
E-mail at [email protected]
Fax to 0751- 2470841
Write at : Director (Electrical)
Indian Railways
Centre for Advanced Maintenance technology,
In front of Hotel Adityaz,Airport Road,
Maharajpur,Gwalior, Pin code – 474 005