Propulsion System Design for The Indonesian Semi High Speed Train

(Lukman Shalahuddin, Kartiko E. Putranto, Dimas B. Eskayudha)

PROPULSION SYSTEM DESIGN FOR THE INDONESIAN

SEMI HIGH SPEED TRAIN

DESAIN SISTEM PROPULSI UNTUK KERETA API

SEMI CEPAT INDONESIA
Lukman Shalahuddin1), Kartiko E. Putranto2), Dimas B. Eskayudha3)
1) 3)Pusat
Teknologi Sistem dan Prasarana Transportasi- Deputi TIRBR-BPPT
2)Pusat Sistem Audit Teknologi – Deputi PKT-BPPT

e-mail: [email protected], [email protected], [email protected]

Abstract

This paper describes a study on the development of methodology to select the

most appropriate technology, and the most optimum design and configuration for
the propulsion system of the semi-high speed intercity train that will be operated
on the Jakarta-Surabaya corridor. It also describes the method to calculate
resistance loads and tractive forces and hence the power required to propel the
train along the specified route within targeted time. Among the output of this
study is a recommendation for the most optimum propulsion system with basic/
main parameters for main components such as diesel engine, traction motor and
the possibility of Diesel Electric Multiple Unit (DEMU) Hybrid battery system.

Keywords : Propulsion System; Semi High speed Train; DEMU; Hybrid Battery

Abstrak

Pada makalah ini diuraikan sebuah studi berisi metodologi untuk menentukan
teknologi, desain dan konfigurasi yang paling sesuai untuk sistem penggerak
kereta semi cepat yang akan dioperasikan pada jalur Jakarta-Surabaya. Makalah
ini juga menjelaskan cara untuk menghitung gaya-gaya hambat (resistance
forces) suatu kereta, gaya penggerak (tractive forces) yang diperlukan untuk
mengatasi gaya hambat tersebut dan selanjutnya kebutuhan daya pada sistem
penggerak kereta api. Output dari studi ini adalah saran untuk sistem propulsi,
lengkap dengan spesifikasi dasar mesin diesel dan motor traksi, serta
kemungkinan opsi Diesel Electric Multiple Unit (DEMU) Hybrid menggunakan
baterai.

Kata kunci : Sistem propulsi; Kereta Api semi cepat; DEMU; Hybrid Baterai

Diterima (received ) : 24 November 2019, Direvisi (revised ) : 17 Desember 2019,

Disetujui (accepted) : 23 Desember 2019

INTRODUCTION combustion engines enabled faster and more

reliable operation. Very powerful trains that
Ever since the first steam engine, could haul hundreds of people and tonnes of
transportation by rail has enhanced our way goods were manufactured1).
of life by reducing the time traditionally In Indonesia, railway service was first
required to transport people and goods by opened in 1867 connecting Kemijen to
land and sea. A low coefficient of friction Tanggung in Semarang area (26 km)2).
between steel wheels and steel rails enabled Nowadays, the Indonesian rail network has
a very efficient transportation system. been developed mostly in Java and
Railway propulsion technology has Sumatera with a total length of around 6,500
developed tremendously since the km. Only around 125 km of these tracks are
introduction of the first steam engine. The electrified. The tracks are of the 1,067 mm
use of liquid fossil fuels in internal narrow gauge track.

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Passenger service is the main business Other than a new rail track, one of the
of the Indonesian Railway company, known components that should be developed for
today as PT. KAI. Currently, diesel-electric this new rail service is a new semi-high
locomotives are the main prime mover of speed rolling stock or semi-high speed train
both passenger and freight services. (SHST).
Unlike diesel-hydraulic or diesel- Within the new rolling stock, the
mechanic locomotives that have a propulsion system is among the most critical
mechanical or hydraulic coupling between one since it is the motive to drive all the train
the diesel engine and the wheelsets, diesel- car body system. This includes the engine,
electric locomotives have an control system, transmission and traction
electromechanical coupling. While still having motors. And yet this propulsion system
a diesel engine as the prime-mover, diesel- represents the weakest capability of the local
electric locomotives depended on electric railway industries in Indonesia7). While the
motors for traction. Mechanical energy diesel engine is still categorized as a “red
produced by the diesel engine is converted component”, which means that is
to electrical energy by an on-board generator “responsibility by overseas partners”, the
(alternator), which is then converted to other propulsion components such as
mechanical energy at the wheels by electric traction motor, power converter and traction
traction motors. This arrangement improved control unit are expected to be part of the
the overall reliability of trains, and drastically process of technological transfer to local
reduced the cost of maintenance3).. industries.
One of the most important PT.KAI’s Motivated by the Jakarta-Surabaya
passenger services is the 725 km service SHST Feasibility Study8), this paper is
connecting the two biggest cities in focused on the application of SHST for
Indonesia, namely Jakarta and Surabaya. Intercity service. Options for Diesel Electric
The growth of population and economic Multiple Unit (DEMU) configurations and
activities, has generated heavy traffic power calculation including engine and motor
between these two cities. Despite the fact specification are further assessed in this
that there are frequent air services and toll paper.
road which are now available, the demand In this paper we are developing a
for train service is still very high. methodology for decision making in selecting
Meanwhile, the Indonesian government the most appropriate propulsion system
is targeting to increase the number of railway technology, its basic design and main
network 3 times longer than the existing parameters.
network, and to increase the passenger
capacity by 11-13%, as stated in the National
Planning for Railways (RIPNAS)4). THEORY
To this regard, railway related industries
in Indonesia will be driven to become priority Resistance Loads
industries. The main railway industry in Trains resistance is defined in terms of
Indonesia is the rolling stock industry, known force required to encounter resistance arising
as PT. INKA. The Indonesian government due to vehicle, track, grade, curve,
has been supporting the progress of PT acceleration, wind at different time and place
INKA in the role of becoming the integrator etc. It is measured in unit of either kN or kg/
for railway industries in Indonesia5). In tonne.
addition, the government is also supporting Primarily, train resistance is divided into
the advance of component industries as a internal and external resistance. The internal
strategy to increase the local content, resistance is internal to the train and
especially the technological transfer of critical prevailing track geometry over the entire train
components in the railway system 6). run. External resistance is situational in
Amidst the issue of increasing the nature.
passenger service capacity and the national The internal resistance plays different
industry capability, the Indonesian role during start and running and further
government is planning to build a higher subdivided into: starting resistance and
speed rail service between Jakarta and running resistance.
Surabaya. A feasibility study has been The external resistances are those
carried out and it has suggested the which are not fixed and depend on varying
development of a semi-high speed rail terrain (gradient and curve), prevailing
service that will be able to cut the current 10 conditions of air (speed and humidity), self-
hours travel time to the target of 5-6 hours. generation for lighting and air conditioning,

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Propulsion System Design for The Indonesian Semi High Speed Train
(Lukman Shalahuddin, Kartiko E. Putranto, Dimas B. Eskayudha)

brake binding etc. It is subdivided into: grade, for a specific design of locomotive and
curve, and acceleration resistances. trailing stock.
Starting resistance is to overcome the Empirical values of a, b and c forming
inertia and low temperature of the bearing, the formula of Eq. 1 for different types of
tightening of couplers. Resistance drops rolling stock are as given in Table 1, and
rapidly as the train speed increases. There is further modification has been developed to
no derived formula for starting resistance. take weight into account10); some example is
Based on the different measurements, given by Table 2:
empirically Train and Loco starting resistance Table 1
are taken as 4 and 6 kg/tonne, respectively. Empirical constant values for various Trains;
The running train resistance Frr (in kg/ Ref:11)
tonne) is given by an empirical formula9): Name of A B C
+ bV + c V2 (Eq. 1) Train
where the dependency of constants a, b & c 1 SNCF CC 7.70 0 0.00090
are constants, V is speed in km/h. The 6500 + 10
constant factors accounts for the entire standard
possible variable which has its role in the coaches
running resistance having bearing on weight 2 JNR 8 unit 5.46 0.0705 0.000666
alone or both weight and speed. Sanyo
The constant factor a is independent of Shinkansen
speed and multiplied solely with load to get 3 SNCF TGV 1.04 0.0180 0.000258
the resistance. It primarily consists of Rolling, 001
track, and journal bearing resistances. The 4 BR British 6.60 0.0111 0.001424
rolling resistance results due to the Passenger
resistance between the wheels tread and train with 10
head of the rail. Mk II cars
The track resistance is due to loading,
track is depressed in proportion to the
loading and stiffness of the track structure. Table 2
The journal bearing resistance is higher at Modified equation for Resistance Loads for
the start and tapers down considerably up to several type of Trains12, 9)
a speed of 20 km/h and then slowly drop. Type of Equation for Resistance
The constant factor b is directly Train Loads
proportional to the speed of the vehicle. Even 1 Locomotive 0.647+ (13.17/W)
on tangent track, the flange of the wheel +0.00933V+ (0.057/W n)2
touches the inner face of the rail in a 2 Locomotive 1.34819+.02153V
sinusoidal motion thus creating a retarding (WAP5) +0.00008358V2 (*)
force due to sliding friction. Track
3 Motor 2.35 + (0.02933-
irregularities and load distribution influence
the hunting causing frequency of sinusoidal Coach .00049w)V+(0.03722/w)V2
motion and affecting resistance to the 4 Trailer 1.347 + 0.00385V +
motion. This frictional resistance goes up on Coach 0.000165V2
curved track and with increasing speed. So it 5 MEMU 0.6855 + 0.02112V +
is the lateral displacement of the wheel Trailer 0.000082V2
during the run and energy loss due to sliding
friction results into this cause.
The constant factor c is directly The resistance load equation used in
proportional to the square of the speed and this study is the one which consider the
directly with the cross-sectional area of the weight of the motorized cars, Wm, the total
vehicle. Therefore; its contribution is more weight, Wt, and the number of cars, n, as
visible under high speed. The factor shown by (Eq.5):.
accounts for the resistance of quite air which
the vehicle envelope has to displace Frr = (1,65 + 0,0247 V) Wm + (0,78 + 0,0028
continuously during the run. The envelope, V) Wt + (0,028 + 0,0078 (n-1) V2
thus, is not only the frontal cross-section but
(Eq. 2)
also the space in-between vehicle, fittings
under the vehicle, skin resistance of the
sides, turbulence and draft created at the This equation, applied to the study of
rear end. The effect of these additional Indonesian SHST in this paper, is shown in
cross-sections is generally not mentioned the bold curve in Figure 1, and it is
separately but included in c when worked out comparable to other trains listed in Table 1

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M.I.P.I. Vol.12, No 3, Desember 2019 - (215 - 222)

and 2, except for TGV, a high speed train, force is the sum of the rolling resistance, air
which is of higher class, and hence better in resistance and compensated grade.
aerodynamic performance and lower
friction. The longitudinal force reaching the
wheel-rail contact that is generated by the
prime mover on-board the train is known as
the tractive effort. To move in a given
direction, the tractive effort must exceed any
retardation forces such as wheel-rail friction,
air resistance and elevation.
The maximum tractive effort FTE a
locomotive can produce to propel a
stationary train is the starting tractive effort,
which is a function of the locomotive’s weight
and the wheel-rail adhesion factor (µ) as
given by Eq. 8, and it is independent of the
locomotive’s power and speed. The factor of
adhesion depends on the material from
which the wheels and the rail are made,
Figure 1 which is typically 30% for steel wheels on
Comparison of Resistance Loads for various steel rail. In this mode of operation, the
Trains locomotive’s power increases as it gains
speed.
Grade resistance arises due to effort
made work against gravitational force. While (Eq. 5)
climbing on a grade, The resistive force of:
The power of the locomotive will keep on
Fgrade= W. sin θ (Eq. 3) increasing as the train picks up speed, until it
levels at the rated horsepower as presented
Where θ is the angle of the grade, and in Figure 2.
W is the train total weight. Contribution of
grade resistance plays an important role in
limiting the hauling capacity in a section.
Curve resistance is caused due to: (1)
The flange of the outer wheel of the leading
axle rubs against the inner face of the outer
rail causing resistance due to sliding friction;
(2) The outer wheel rotates faster than the
inner wheel causing transverse slip thus
adding to sliding friction; and (3) Less super
elevation causes increased pressure on
outer rail whereas higher super-elevation
results in increased pressure on the inner rail
thus increasing curve resistance.
Resistance due to acceleration is the
force exerted by the locomotive to accelerate
the rolling stock and calculated as per Figure 2
Newton Second Law of Motion, Fa (in The relationship between a trains’s applied
Newton) is power, resultant tractive effort and its velocity

Fa = m.a (Eq. 4) This region of operation is termed the

constant power region, and in it the tractive
Where m is the mass of train and locomotive effort drops as the train picks up speed. The
in kg and a is acceleration in m/sec2. relationship is defined by Eq. 9:
Tractive Forces
(Eq. 6),
The propulsion force is the tractive effort
that is dependent on the power of the prime where P stands for the power of the prime
mover, the speed of the train, and the mover in watts, η stands for the efficiency of
efficiency of the system. The retardation

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 Propulsion System Design for The Indonesian Semi High Speed Train
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the system, V stands for velocity in m/s, FTE Propulsion Diesel Engine
stands for the tractive force in J, respectively. Travel time 5,5-6-5 hours Depends on the
assumption of
speed profile,
stop durations
METHODOLOGY
and train
crossing
The methodology used to determine the Seat Capacity 500 pax All classes
propulsion system of the train is as follows, mixed
as shown by Figure 3: Number of 10
1) Determining the design requirements, Cars
2) Screening propulsion technologies
3) Choosing propulsion technology. The following are the considerations for
4) Calculation of resistance force & tractive the choice of propulsion technology:
force  The SHST system should obey/ consider
5) Selecting type and specification of diesel the RAMS (reliability, availability,
engine and traction motor maintainability, safety) aspects, i.e. safe,
6) Screening other possible improvement reliable, and easy to maintain, energy
efficient and environmentally friendly
 The SHST system should boost the
capability of local railway industries
 The trip frequency is targeted for at least
5 trips for each directions. The additional
track will be built as a single track, so
that apart from Cirebon and Semarang
stations, it will require several siding rail
at a number of stations for train crossing.
 The maximum load for the track is 18
tonnes per axle, which means that for
four axles, the maximum car weight is 4
Figure 3 x 18 = 72 tonnes.
Flow Chart of Methodology to Calculate the
Propulsion System (2) Screening propulsion technologies
Without electrification, the choice of
(1) Determining of the design propulsion technology would be three main
requirements options:
The design requirements of this study a. Diesel Locomotive hauled train, in which
follows the parameters determined in the train set is propelled by a diesel
previous work8, as tabulated in Table 3. locomotive, as has been used by the
existing service of Jakarta-Surabaya
Table 3 “Argo Bromo Anggrek”.
Design Requirements b. Diesel push-pull train, in which the train
set is propelled by two diesel
Item Specification Remarks
locomotive, one each in either ends, as
Route Jakarta- Manggarai St for has been used by the existing service of
Surabaya Jakarta, Pasar Brisbane-Cairns in Australia.
Turi st for c. Diesel Multiple Unit train, in which a
Surabaya
Distance 713 km Current
number of diesel engines are
alignment distributedl in several cars, as has been
adjusted for used in the Sapporo-Kushiro service in
higher speed Japan.
Inter-stop Cirebon,
Semarang In order to reach the maximum speed of
Track width 1067 mm Decided by the 160 km/h, the locomotive hauled train is not
(Gauge) (narrow) Ministry after FS possible, and therefore this option is
Maximum 160 km/h Empirical
immediately eliminated for the following
Speed maximum
commercial
reasons.
speed A single diesel engine with the current
Maximum axle 18 ton Lower is better power would not be capable to drive up to
load 160 km/h. It would require much larger
Electrification (none) Possible in the engines which is prohibited due to
long future overweight axle loads that exceeds 20

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tonnes. This would require higher civil work, failure, the total change the
construction cost and maintenance cost. set still able to length of the train
The second option, the push-pull train as run set, the cars
have been used in the UK and Australia, the  Fuel saving is configuration
possible by must be
locomotive weight might be kept to less than
shutting down an considered
18 tonnes each, however, it is still relatively engine in case of  More
heavy and would affect wearness on the low power components to
track so that the maintenance cost is high. requirements maintain, e.g
The next option is the diesel multiple unit  Adhesion power TGV 8 traction
train, which is the most preferred option by between wheel motors, N700 56
the world railway industry nowadays such as: and rail track is traction motors
Alstom Coradia, Hitachi class 800, Siemens better due to
Desiros, CAF Civity, Bombardier more traction
Voyagers/Vlocity, Nippon Sharyo, dan from powered
wheels.
Hyundai Rotem.
Among the strength and the
weaknesses between the two technology (3) Choosing the propulsion technology
options are listed in Table 4 below: After considering the design requirement
Table 4 and screening the three possible
Comparison between the Push-pull and the technologies, the choice is the diesel-electric
DEMU multiple unit (DEMU). The need to carry
Type Positives Negatives more passengers and the less wear and tear
on the track are the main considerations.
Diesel  The locomotive  Less passengers
Push-pull units are for a same
Also the operational requirements require
interchangeabl length, e.g TGV better acceleration (due to frequent stop for
e during sud-est 200 m for siding and deceleration due to curves).
maintenance; 350 pax, ICE 3 After the DEMU is chosen, the next
although the 200 m for 460 options to decide is where to install the
maintenance pax. engine; on-floor, on-roof or under-floor. If the
schedule for  The total weight engines are mounted on-floor, then the
the passenger might be similar advantage to carry more passenger will be
cars are not to multiple unit, lost.
yet due. however the
Therefore, the choice is to mount the
 Any bad weight of the loco
passenger unit is still engines distributed underfloor. This option
cars may be heavier, causing has advantage that although there will be
replaced wearness to the more engines, each of them will be smaller.
individually track and hence Moreover, there is a possibility to design a
without higher, e.g TGV trainset with all-propelled cars. This will add
replacing the max axle load 17 a flexibility in the operation.
whole set tons, N700 max
 Changing the axle load 10 tons (4) Calculation of Resistance Force and
length of the maintenance cost
tractive Force
train set is  The loco unit is
possible as the weakest point
From the calculation of resistance and
required for failure; for if it tractive efforts (equations 5, 6 and 9), there
 No noise or fails then all of are two extreme conditions when medium
vibration in the the service must speed train is operated, at track gradient of 0
passenger stop. ‰ and 14 ‰. Figure 4 shows that with the
cars due to calculated total power of 2700 kW (blue
diesel engines. curve) on track gradient of 0 ‰ (red curve),
Diesel  All the unit carry  More vibration the train can be operated at maximum speed
Multiple passengers and noise from of 160 km/h, although on gradient of 14 ‰,
Unit  Less wearness to the diesel (green curve) the achievable speed is
the track due to engines which
are installed in
reduced to 100 km/h.
more distributed
loads the passenger
 More reliable cars
since in the case  In case of
of one unit requirement to

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Propulsion System Design for The Indonesian Semi High Speed Train
(Lukman Shalahuddin, Kartiko E. Putranto, Dimas B. Eskayudha)

Table 6
Candidate Traction Motor specification

Toshiba Toyodenki Siemens

Power (kW) 220 207 220
Dimensions 540 x
(Ø x W mm) 550
Weight (kg) 580 393 500
Ref TRA
EMU800

By using eight distributed motorised

cars, there will be several advantages, i.e.
Figure 4 lighter engines, better adhesion, better
Tractive Force and Resistance Forces as reliability, and flexibility. Further calculation
function of Train speed must be performed to verify that the targeted
travelled time of 5.5-6.5 hours (Table 3) is
(5) Selecting engine and motor achieved. This is carried out by analysing the
From the calculation of tractive efforts, speed profile which consider the track
the total power required is in the order of alignments and scheduled operation14).
2700 kW. This represents 85% of the power Moreover, fuel consumption can be
needed in the train, due to the need for calculated based on the engine performance
auxiliaries (air conditioning, lighting, (bsfc), and the speed profile which is specific
entertainment, and others). Therefore the for each operational route15,16). This is
total power requirement would be around reported in separate paper (ref; paper under
3100 kW. Assuming that the motor efficiency preparation).
will be around 85%, it is obtained that the
total output engine power should be around (6) Possible Improvement
4000 kW. Dividing this total power by eight A possible feature for improvement is to
(the number of middle cars; which means include battery to the train in order to get a
there are two spare space under both end hybrid trainset17,18). The application of hybrid
cars) then each diesel engine should be system in this semi- high speed train will
around 500 kW. Several candidate engines require a further study14). The advantage of a
are listed below (Table 5). hybrid system on this semi-high speed train
is increasing energy efficiency, and reducing
Table 5 noise.
Specification of candidate engines
Cummins MTU TAD MAN
power Penta
pack13) Volvo CONCLUSIONS
Power 563 565 565 460
(kW) Based on the methodology developed in
Bore (mm) 159 122 144 126 this study, it is suggested that the semi-high
Stroke 159 150 165 166
(mm)
speed train for Jakarta-Surabaya train
Speed 1800/ 2100 1900 1800 service will use Diesel Electric Multiple Unit,
(rpm) 2000 with a total output power of 4000 kW. The
Dimension 168/ 193/ 390/ 163/ engine and all other traction equipment (i.e.
L/W/H 86 21/ 85 97/
103
motors, traction inverter, auxiliary power unit,
Weight 2012 4500 1437 1125 and transformer) will be installed under-floor.
(kg) All middle cars will be powered, therefore
Ref QSK 19- MTU TAD1643 D2676 there will be 8 diesel engines and 16 traction
R R70 P VE-B
motors. The diesel engine power
specification to meet the requirement is 500
As for the traction motor, the power
kW each, whereas the traction motor is rated
needed for each car will be 2700 kW divided
as 200 kW. Improvement on the energy
by 16 (the total number motors) or 170 kW.
efficiency is possible using the hybrid
Assuming that the total gear box and motor
system.
efficiency is 0.85, then the power of each
motor car should be around 200 kW. Several
candidate motors are listed in Table 6 below

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ACKNOWLEDGEMENT 9. Jain M.K., Train, Grade, Curve and

Acceleration Resistance. Rail Electrica.
The authors would like to express their https://www.railelectrica.com/traction-
gratitude to the Indonesian Ministry for mechanics/train-grade-curve-and-
Research and Technology for supporting this acceleration-resistance-2/. Published
study through the INSINAS 2019 program. 2013. Accessed September 14, 2019.
10. Szanto F., Broc. In, Conference on
Railway Excellence. Melborne: RTSA;
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