EMUTECHNOLOGY - Rolling Stock Knowledge Resource

GOVERNMENT OF INDIA

MINISTRY OF RAILWAYS

EMU TECHNOLOGY

IRIEEN, NASIK

EMU TECHNOLOGY

IN

INDIAN RAILWAYS

FOREWORD

Indian Railways is a very vibrant railway system of 64,600 route kilometers serving as India’s life

line for the movement of its people and goods. Indian Railways have to mechanize and modernize at a

pace appropriate to their needs. Thus, the motive power technology got upgraded and the Indian

Railways has introduced new technology AC/DC EMU rakes in passenger services.

It is quite essential that maintenance staff working in sheds and shops require entirely different

technical knowledge and skills for satisfactory operation and proper maintenance of these rakes. Efforts

have been made in the direction by IRIEEN/Nashik Road to develop the first edition of this technical

publication “Evolution of EMU Technology”

The publication covers in a very comprehensive manner, the entire spectrum of EMU

Technology. It is a work that not only a supervisor working in EMU units finds useful for his day to day

work but also engineers as a referral work and guide.

Shri N P Singh, Senior Professor of this Institution deserves credit for his dedicated and sincere

efforts for bringing out this book. I am glad to note that latest trends and technologies on EMUS’ have

been included in this book.

I am sure that this technical guide book will help to upgrade the technical knowledge and skills

of staff associated with EMU units

D. RAMASWAMY DIRECTOR Place : IRIEEN, Nasik Road Date : April 2014

PREFACE

The Indian Railway is in the midst of a transportation transformation as a result

of a renewed public commitment to invest and grow regional transit. The Big Move ‐ a

compelling integrated, multi‐modal vision strengthen the economic, social and

environmental sustainability of the country and profoundly change how people and

goods are transported. EMU services are playing a decisive part in this transformation.

The means by which Indian Railway system grows and develops is therefore essential to

realizing the ambitious vision for transportation network.

This book on “Evolution of EMU Technology” is prepared for providing basic

awareness with technological up gradation and to assess & identify an optimal

technology, or combination of technologies, that would be able to attain the system

performance goals identified in the Big Move and further enhance the quality, reliability,

accessibility and environmental sustainability of commuter rail services in the India.

This book contains advancement in the transport system up to IGBT based three

phase technology, brief description of rake and various mechanical as well as electrical

equipment provided in the different type of EMUs. HT power circuit and auxiliary circuit

are also described in this book.

It is clarified that this book does not supersede any existing provisions laid down

by RDSO, Railway Board or concerned Railways. It is for guidance only and it is not a

statutory document.

I am thankful to my I C course participant shri R D Bhargav AEE/TRS/JHS for

his help in typing & preparing this book. It will remain incomplete without my sincere

thanks to Shri D Ramaswami, Director, IRIEEN and IRIEEN faculty for cooperation and

a constant source of inspiration. I am also thankful to Mahalaxmi workshop instructors

for their cooperation.

Last but not the least, to all whom, I have failed to acknowledge.

IRIEEN, NASIK

Date:

N P SINGH

Sr.Prof EMU IRIEEN Nasik

CONTENTS

Sr.No. Description Page

Chapter 1 Introduction

Various Stages of Development

Brief Description of EMU

Chapter 2 Electrical

DC EMU

Conventional AC EMU

Major Equipment’s MEMU/EMU

Power and Auxiliary circuits

Main Control Circuits

Chapter 3 Mechanical

Bogie equipments and under gear

Air springs

Brake equipments and pneumatic circuit

Chapter 4 AC EMU Siemens Rake

General Description

Major Equipments

Other Electrical Equipments

Control Equipments

Brake Equipments and Passenger Amenities

Chapter 5 AWS

Train sets

CHAPTER 1

INTRODUCTION

Evolution of any technology is the resultant of the requirement for the

social as well as professional development of the human being.

Subsequently with growing demand of the faster transportation in India, the

historical day 16 April 1853 arrived when the first train ran at 3:35 pm

between BoriBunder (now ChhatrapatiShivaji Terminus) and Thane. The

14-coach train took 57 minutes to complete the 32 km journey, with a halt at

Sion for taking in water. Since that, it has faced rapid expansion. In 1904,

the idea was proposed to electrify the Great Indian Peninsula Railway and

the Bombay Baroda and Central India Railway (now known as CR and WR

respectively). In 1920, a committee was formed for expanding railway

network.

The first-ever electric train in India also ran on February 3, 1925

between Bombay (Victoria Terminus) and Kurla, a distance of 16 kms,

along the city’s harbour route heralding the era of electric traction in the

country. The section was electrified on a 1,500 volts DC because at that

time, DC traction was the only modern system available in the London

Underground.

In order to exploit the full commercial potential and to commute the

growing demand of passenger traffic, planners realized to extend the electric

based transport system. In early 1930, the government decided to electrify

the lines, including the mainline.The Mumbai Suburban Railway is an

offshoot of the first railway to be built by the British in India, and is also the

oldest railway system in Asia.

Gradually, the EMU services were introduced on other zonal

Railways as indicated below :

Western Railway: Chruchgate–Borivali section on 05.01.1928 and

gradually extended uptoVirar.

Southern Railway:Madras Beach-Tambaram meter gauge section on

11.03.1931 and Madras Central– Gummidipundy broad

gauge section on 14.04.1979.

Eastern Railway: Howrah–Bandel section of Howrah Division on

01.02.1957. Services were gradually extended to

Bardhaman in the year 1963. The EMU services were

also introduced on Sealdah – Ranaghat Section.

South Eastern Railway: Howrah– Mecheda section of Kharagpur division

on 01.05.1968.

Northern Railway: Circular Ring Route from Nizamuddin to

Nizamuddin on 15.08.1982.

South Central Railway: Secunderabad-Lingampallion 09.08.2003.

South Western Railway: Namma Metro also known as Bangalore

Metro:

Baiyyappanahalli- M.G. Road on 20 October

2011.

Today, the EMU services are in operation in all the 6 Metropolitan

cities viz. Mumbai, Delhi, Chennai, Kolkata, Hydrabad and Bangalore.

Electric multiple units are better for train service than locomotives

hauling unpowered cars when the consists are short because their energy

consumption is much lower, potential for more powered axles per train

leads to faster acceleration and less maintenance. EMUs are self‐propelled

electric vehicles that rely on energy provided by a traction power supply and

distribution systems. EMUs can be dc‐ or ac‐powered which is collected,

conditioned, and supplied to run axle mounted traction motors. Tractive

effort is typically applied to every axle, providing high acceleration rates

that are consistent across all possible consist. Traction motor torque is

compatible with local axle loading, making the system very tolerant of low

adhesion levels. EMUs are also equipped with regenerative braking. EMUs

are popular on commuter and suburban rail networks around the world due

to their fast acceleration and pollution-free operation.

VARIOUS STAGES OF DEVELOPMENT

The phenomenal increase in population, anticipation of passengers and operating conditions leads to introduce various models of EMUs as well as evolution of technologies with time. Periodic Induction of various EMU stock in India is summarised below:

DC EMU

The Mumbai region with 1.5kV DC traction had several models of EMUs, classified from WCU-1 through WCU-15 and WCU16. Most models had DC traction motors with rheostatic control (resistance banks to vary the input power supply).

In 1928 WCU2, 1500V DC EMU rakes from Cammell-Laird / BTH were

used on WR.

In 1956-57, a few Hitachi and Nippon SSK WCU6 & WCU7, 1500V DC EMU rakes were put in service. These early EMUs were all vacuum-braked and in use until 1974.

Birmingham Railway Carriage and

Wagon Co. supplied 24 trailer cars for WR, and 32 for CR in the early 1950s. These were air-braked. These coaches were in use until the early 1980s. Some EMUs from SIG (SIG-Fiat joint venture) were run in the 1950s but they had rather different operational procedures for isolating defective motors, etc. and were withdrawn from service in the 1960s.

Kolkata EMUs were from ICF, as were the MG Madras EMUs. Early MG EMUs running on the Madras-Tambaram line were 3-car rigid units from Metro Cammell. The ICF-built MG EMUs in the Chennai system that ran until June 2004 were notable for their brisk acceleration and crisp braking. They were equipped with vacuum brakes. They were also different

from the EMUs in Mumbai and other places as they had a right-hand side seating position for the motorman. In the layout of controls, the master controller was on the left and the brake controller on the right.

In 1960's Madras received a couple of 2-car EMUs. Following the

conversion of the traction from DC to AC, the 3-car EMUs (which were built for DC) were coupled with a single AC power car to make hybrid 4-car formations. More recently 12-car (4+4+4) formations have been common. In these, the power car is usually one of the middle cars in a 4-car unit.

In the late 1960s, WR introduced a "standees" train with far fewer

seats. In this rake, one of the unused driving trailer in the middle was replaced by a power car. This 9 coach rake therefore had four power cars. Further this standee train was changed to run with only 3 power cars and later this train was taken out of service.

In 1956, the government decided to adopt 25kV AC single-phase

traction as a standard for the Indian Railways to meet the challenge of the growing traffic. An organisation called the Main Line Electrification Project, which later became the Railway Electrification Project and still later the Central Organisation for Railway Electrification, was established. The first 25kV AC traction section in India is Burdwan-Mughalsarai via the Grand Chord.

AC EMU

EMUs for the 25kV AC sections have classifications WAU-1 through WAU-4 and beyond.

WAU-1 BG EMU Stock

Sixteen 2-coach units with one spare motor coach were put into service on the Eastern Railway in 1959-60 for working at 3000V dc normally two/three such units form a rake. A driving cab has been provided at each end of the unit. An

emergency driving cab has been provided in the motor coach.

These 3000V dc units had been converted for dual voltage operation and the converted EMUs were put into service in June 1964. These units now operate only on 25 kV ac, consequent to conversion of 3 kV dc traction to 25 kV ac traction.

WAU-2 BG EMU Stock

Sixteen 3-coach units with one spare motor coach were put into service on the Eastern Railway in 1958-59. Normally two/three units form a rake. One unit was converted for 1500V dc operation and was running on Western Railway since 1960-61 to 2012.

Remaining units have been converted for dual voltage (3000V dc/ 25 kV ac) operation by Kanchrapara Workshops. The conversion equipment are installed in two new compartments; one next to the existing MT compartment and the other at the other end of the motor coach. These units now operate only on 25 kV ac, consequent to the conversion of 3 kV de traction to 25 kV ac traction. The units are provided with Westinghouse Electro-pneumatic brakes.

WAU-3 BG EMU Stock

Thirty-one 4-coach units and one spare motor coach were put into service on Eastern Railway in 1966. Two units together are powered to haul a plain trailer interposed between them. Nineteen units and the spare motor coach are provided with Saxby & Farmer Electro Pneumatic brakes. The remaining twelve units are provided with Knorr Electro-pneumatic brakes.

WAU-4 BG EMU Stock

Seventy-four coach units were initially put into service on Eastern and South Eastern Railways during the period May 1967 to July 1969. Subsequently, more units were manufactured by ICF with BHEL traction equipment and added to Eastern and South Eastern Railway and also introduced in Southern Railway.

Two units together with an additional motor coach interposed between then is being utilised on Eastern Railway and South Eastern Railways. On Northern and Southern Railways, two 4-car units are operating and form a rake. These units are provided with Westinghouse Saxby & Farmer/ Knorr- Bremse Electro-pneumatic brakes.

MEMU

MEMUs were first produced in 1993 by ICF. The recent development of the Main-line EMU (MEMU), was intended to allow EMU operations in more areas. MEMUs run on 25kV AC power. Driving motor coach and the trailer coach of a MEMU have 76 and 108 seats respectively. Earlier versions of MEMUs had a top speed of 60 km/h. RDSO has improved on these by increasing the horsepower of the traction motors and providing a weak-field arrangement in them for higher speeds. Now they have a rated top speed of about 105 km/h and are equipped with electro-pneumatic brakes. The trailer coaches weigh about 33.6 tonnes and the motor coaches weigh about 60 tonnes.

MEMUs are now in operation in many sections such as Kanpur-

Shikohabad, Asansol-Jhajha, Jhajha-Kiul, Purulia-Barddhaman, Durg-Raipur-Bilaspur, Vijayawada-Kakinada, Kakinada-Vishakhapatnam, Arakkonam-Jolarpettai (classified as an 'express' in SR timetables!), Bankura-Midnapore, Sonarpur-Sealdah, Kazipet-Dornakal-Vijayawada, Purulia-Adra, Bilaspur-Nagpur, Kanpur-Shikohabad, Bilaspur-Raigarh, Bally-Bandel etc. There are extensive services in the New Delhi and Hyderabad-Secunderabad metro regions as well. WR has extensive MEMU services from Ahmedabad to Virar and some MEMU services to Panvel as well.

CHOPPER EMU

In 1981, IR contracted with the Bhabha Atomic Research Centre (BARC) to develop energy-efficient control systems for the Mumbai EMUs.

The BARC design included chopper (thyristor) control of the motor power supply instead of rheostatic control, thereby eliminating the waste of power in the resistance grids. The EMUs were also provided with the capability for regenerative braking to convert the kinetic energy of the rake back to electrical energy fed to the catenary when braking.

The first chopper rake was introduced in July 1993. By 1994, 5 such

chopper rakes were brought into service. Serial production was never taken up as the AC-DC EMUs for the Mumbai area were anticipated to come into service.

AC-DC EMU

The AC-DC EMU (Electrical Multiple Unit) is a newly designed train equipped with three phase control technology. These trains are especially designed for running over DC as well as AC territory in Mumbai sub-urban area to cater growing demand of passenger traffic. IR has gradually switched over from old DC traction technology to GTO and subsequently to IGBT based three phase propulsion technology along with usage of Train Control & Management System (TCMS).

There are following two types of AC-DC rakes are in service:

1. GTO based:

a. ALSTOM (WR) - 9 rakes

b. BHEL (CR) - 11 rakes

GTO based AC-DC EMU introduced on 19.02.2006 with three phase electrics from BHEL and Alostom. In WR some of the 1.5kV DC EMUs were also converted by Alstom to operate with both AC and DC traction. The first such rakes were already in regular use in 2001-2002. These Alstom AC-DC EMUs have retrofitted pneumatic secondary suspension, a new feature in Indian locos or EMUs.

2. IGBT based:

SIEMENS - 129 rakes

IGBT based AC-DC EMU introduced on 21.02.2008 with three phase electrics from Siemens, coach and bogie from ICF.

3. Retrofitted rakes

Resistance control - 17 rakes

IGBT based AC EMU introduced in 2013 with three phase electrics from Bombardier, coach and bogie from ICF.

Following are the main advantages of IGBT based Converter

compared to GTO based Converter Technology:

Simplified heat sink design due to elimination of snubber circuits.

Simplified gate drive units.

Lower switching losses in IGBT enabling higher pulse frequencies, thus, leading to lower harmonic distortion.

Due to higher switching frequencies of IGBT, the signaling circuits operating at frequencies 1.7 kHz - 2.6 kHz and 5.0 kHz onwards are not affected.

Higher power efficiency. THREE PHASE AC EMU

All suburban routes of Indian Railway now have been electrified on 25 kV AC power supply from overhead lines except some sections of CR working on 1500V DC and under conversion into 25kV AC. Rakes with IGBT-based three phase propulsion system have inherent advantages of lower specific energy consumption due to regeneration of

energy during braking, low maintenance, higher acceleration/ deceleration and improved reliability.

EMU stock fitted with Alstom, BHEL and Siemens three phase

electrics are running on both, Western & Central Railways. Western Railway has now completely switched over to 25kV AC traction, whereas in Central Railway some of the DC EMU coaches having residual life have been retrofitted with AC equipment for making them suitable to work on AC also.

New EMU stock has been provided with Train Control &

Management System (TCMS), which has the following advantages:

IP and MVB network for train communication

Microprocessor based fault diagnostics and event recorder

Control of major functions from Human Machine Interface (HMI)

Reduction in cabling due to use of digital and analog I/O devices.

Down loading of events and fault data at remote control centre

Automatic train configuration

Redundant drive & brake control unit

Recording of energy regeneration and consumption data

Diagnostics software tools for parametric changes & recording of environmental data for a specific event

Emergency Brake Loop & Emergency Off Loop for safe operation of train

Ventilation, tractive & braking effort control based on weight sensor feedback.

The bulk of the current fleet of both the Western and Central railways features old rakes built by Jessop (Kolkata) and ICF (Perambur) which were capable of a maximum speed of 85 km/h in regular service have been replaced with recently introduced AC/DC rakes (with modern motors in the existing carriage designs) are capable of 100 km/h under light traffic conditions. The actual average speed of the rakes on the slow lines is about 35 km/h, while rakes on fast lines average about 45–50 km/h on a typical run.

A nine-car train has a seating capacity of 876 and 1,752 standees – a total of 2,628. A 12-car train can seat 1,168 and accommodate 2,336 standees that is a total of 3,504 passengers and a 33% rise in carrying capacity compared to a nine-car train. To alleviate the problems of overcrowding, the 9 coach trains have been phased out and replaced with 12-coach trains.

On 12 November 2007, the first of 129 new 12-coach rakes with

upgraded facilities was inducted into the fleet of the Western Railways under the MUTP project. The coaches are built of stainless steel, and have non-cushioned seats, emergency fluorescent lights, bigger windows with polycarbonate panes, better suspension systems, roof mounted forced ventilation to reduce carbon dioxide levels in packed trains, and GPS based passenger information systems in all coaches. The new rakes are much more cool and airy than the old EMUs. The motors of the new rakes also make less noise than the older ones. These rakes have been procured under the project at a total cost of Rs 19 billion (US$ 431.0 million).

15-coach trains were introduced on 21

November 2009. However, these are few in number. Since 2010 the front of these EMUs have been painted yellow, so that the maintenance workers on the tracks can see the train easily.

As on Sep 2010, 102 out of 129 new trains have been delivered to

Mumbai Suburban Railway. Total cost of this project is 53 billion (US$ 850 million)

On 25 July 2012, Central Railway announced to introduce trains with

cushion seats in second class compartments. Cushion seats have been fixed on all the white and purple coloured EMU rakes by an in-house team of Matunga workshop. The only difference between first and second class seats is that they have four-inch density and two-inch density respectively.

The cushion has been made of rubberised coir material which is fire

retardant. The seat cover is made of artificial leather similar to ones used in

http://en.wikipedia.org/wiki/Stainless_steel

http://en.wikipedia.org/wiki/Polycarbonate

http://en.wikipedia.org/wiki/Carbon_dioxide

http://en.wikipedia.org/wiki/GPS

http://en.wikipedia.org/wiki/Indian_rupee


the first class compartment. Coir is tough, durable and can spring back to shape even after constant use. Coir is cheaper compared to rubber foam or polyurethane material, which is being used for making cushion seats in first class compartments.

BRIEF DESCRIPTION OF EMU

The cars that form a complete EMU

set can usually be separated by function into four types viz. power car, motor car, driving car, and trailer car. Each car can have more than one function, such as a motor-driving car or power-driving car.

A power car carries the necessary equipment to draw power from the electrified infrastructure, such as pickup shoes for third rail systems and pantographs for overhead systems, and transformers.

Motor cars carry the traction motors to move the train, and are often combined with the power car to avoid high-voltage inter-car connections.

Driving cars are similar to a cab car, containing a driver's cab for controlling the train. An EMU will usually have two driving cars at its outer ends.

Trailer cars are any cars that carry little or no traction or power related equipment, and are similar to passenger cars in a locomotive-hauled train. On third rail systems the outer vehicles usually carry the pickup shoes, with the motor vehicles receiving the current via intra-unit connections.

Basic Units There are two types of basic units

End basic unit

Middle basic unit. End Basic Unit It consists of three coaches viz.

Motor Coach (MC)

Driving Trailer coach (DTC)

http://en.wikipedia.org/wiki/Railway_electrification_system

http://en.wikipedia.org/wiki/Third_rail

http://en.wikipedia.org/wiki/Pantograph_(rail)

http://en.wikipedia.org/wiki/Overhead_lines

http://en.wikipedia.org/wiki/Overhead_lines

http://en.wikipedia.org/wiki/Traction_motor

http://en.wikipedia.org/wiki/Control_car_(rail)

http://en.wikipedia.org/wiki/Passenger_car_(rail)

Trailer Coach (TC)

End Basic Unit

Motor-Coach This is the coach responsible for the movement of the EMU as

desired by the driver command. This consists of propulsion equipment viz. transformer, traction motor, traction converters, (Four quadrant chopper), PWM inverters, brake chopper etc.

Driving Trailer Coach

This is non-powered coach with facilities for driving. These coaches

are equipped with Master/ Brake Controller, Drivers Desk, Passenger Information System, Light & Fans etc.

Trailer Coach

This is also non-powered coach but without Drivers desk. Passenger

Information System and Light & Fans are provided in this coach. Middle Basic Unit

It consists of three coaches viz.

Motor Coach (MC)

Non Driving Trailer coach (NDTC)

Trailer Coach (TC)

Middle Basic Unit

Non Driving Trailer Coach

This is non-powered coach without facilities for driving. These coaches are equipped with Light & Fans etc.

RAKE FORMATION

Following train formations are possible for EMU:

Nine Car Rake It comprises of 3 basic units

CCG VR (WR) KYN CSTM (CR) Twelve Car Rake

It comprises of 4 basic units

CCG VR (WR) KYN CSTM (CR) Fifteen Car Rake

It comprises of 5 basic units (Only in WR)

CCG VR (WR)

Nine Car Rake

Twelve Car Rake

Fifteen Car Rake

There are a limited number of dc‐powered EMU cars available working in CR.Currently, ac‐powered EMU cars are available in single‐level designs.

AIR CONDITIONED RAKES

In the 2012 Rail Budget, railway minister Dinesh Trivedi announced a token contribution of 100,000. The Research Design and Standards Organization (RDSO), Lucknow has designed AC suburban trains for Mumbai. On 23 January 2012, the Railway Board approved an air conditioned rake for the Western Line because it is a comparatively straight line and is completely powered by alternating current. The air conditioned rake have longitudinal seating and a design similar to the ones operating on Kolkata and Delhi metros.

MUMBAI RAILWAY VIKAS CORPORATION (MRVC)

To enable the Mumbai Suburban Railway to meet the demands of the ever-growing passenger traffic, the federal Government of India's Ministry of Railways and the state Government of Maharashtra have jointly envisioned the constitution of a separate corporate entity to operate the system.

MRVC is a public sector unit of the Government of India under the

Ministry of Railways which was incorporated under the (Indian) Companies Act, 1956 on 12 July 1999, with an equity capital of 250 million (US$4.0 million) to implement the rail component of an integrated rail-cum-road urban transport project, called Mumbai Urban Transport Project (MUTP). The cost of the rail component of the project is to be shared equally by Ministry of Railways and Government of Maharashtra.

OVERCROWDING AND FATALITIES

On an average, about 600 people die annually on the Mumbai Suburban Rail network. Over the past 10 years (2002–2012), more than 36,152 lives have been lost on tracks and 36,688 people have been injured. A record 17 people died every weekday on the city's


suburban railway network in 2008. One of the reason for accidents and deaths is overcrowding (see figures). Another cause of death is passengers crossing the tracks on foot to avoid footbridges. Some passengers die when they sit on train roofs to avoid the crowds and are electrocuted by the overhead electric wires, or fall while hanging from doors and window bars.

However, the fatality rates have declined recently. To reduce the risk of such fatalities, automatic doors will be installed on all rakes by 2016 along with longer platforms and more frequent trains.

In mid-2011 a viral video depicted a

youth performing stunts while dangling from the compartment of a Harbour Line train. Following this, a boy was killed while imitating the actions performed in the video.

FUTURE EXPANSION

Due to the geographical spread of

the population and location of business

areas, the rail network is the principal

mode of mass transport in Mumbai. As

Mumbai's population has swelled,

frequent overcrowding has become a

serious issue. A metro system and a

monorail system are under construction in

Mumbai to ease the travelling conditions

on the suburban railway, in addition to plans to expand the railway itself. In

phase 1 this service has been recently started between Wadala to

Chemburon 01.02.2014.In Monorail system, the track consists of a single

rail, typically elevated & with trains suspended over it.

Advantages of Monorail

Construction- Monorail beamway can be installed far faster than other

alternatives.

Cost- Obtains electricity (750V DC) from track structure,

eliminating costly overhead power lines & poles.

Safety- Derailment virtually impossible, extremely low

opportunities for collision.

Environment friendly- Much quiter than other alternatives.

Navi Mumbai is expected to get approximately 180 km of railway

tracks in the near future. Surveys by the MMRDA showed that passenger density in the satellite city was growing at a faster rate than both Western Railway and Central Railway’s main line. Navi Mumbai is expected to have a population of 4.8 million by 2021 and about 80% of the population will travel by train.

Mumbai Rail Vikas Corporation plans to extend the Harbour Lines up

to Goregaonunder Project-IIand up to Borivali underProject-III.

EMU TRAIN SET

Indian Railways is fast losing its competitive edge vis-à-vis Airlines due to its

inability to run trains faster and reduce the run time. The developments in Traction

Technology has increased the speed of trains running at 350 kmph plus. The maximum

permissible speed of fastest Rajdhani, Shatabdi trains is 150 kmph, but average speed is

as low as 90 kmph.

Main reasons for lower average speed of IR passenger trains are:

Heavy congestion on major trunk routes.

Large number of permanent and temporary speed restrictions on trunk routes. On

date there are as many as 135 speed restrictions on NDLS- HWH section.

Differential speeds of trains. Freight trains, commuter trains and passenger trains run

on the same track.

Longer trains being driven by single loco. These Important trains having 21 to 24

coaches are being hauled by single loco

Absence of Electrical brakes

The need today is to optimally utilize the existing infrastructure and increase the

average speed of the trains and carry more passengers by utilizing the modern traction

technology. Recently a paper “An energy efficient, cost effective, modern technological

solution for increasing average train speeds and throughput of Rajdhani, Shatabdi

and other Mail/Express Trains” has been presented by Shri R. K. Bhatnagar, Advisor

Electrical (G) and Shri Jaideep Director Electrical Engineering (G), Railway Board.

(Annexure-A).

The inherent characteristic of EMU, Faster Acceleration and Retardation evolves

a new concept of “EMU TRAIN SET”. It will herald a new era in operation of fastest

trains by reducing journey time.

IMPORTANT EVENTS AT A GLANCE

The first electric train in India ran on 03.02.1925 between Victoria Terminus and Kurla, heralding the era of electric traction in the country.

The first 25kV AC traction section in India was brought into operation on 01.02.1957 between Burdwan-Mughalsarai.

Manufacturing of indigenous EMU stock started in 1961-62 by M/s Jessop & in 1970 by M/s ICF.

First 12 car service started on 08.09.1985 on thorough line.

Auxiliary warning system (AWS) was introduced in the year 1989.

Central railway crossed 1000 services/ day mark on 13.05.1989.

1st Ladies Special was introduced on 01.07.1992.

Main-line EMU (MEMU) were first produced in 1993 by ICF, intended to allow EMU operations on main line.

Accommodation for handicapped provided in middle driving trailer coach since March 1993.

Chopper rake service started on 31.07.1993.

12 car service started on local line on 15.08.2000.

Delhi Metro was inaugurated on 24.02.2002.

AC-DC EMU with M/s BHEL electrics introduced on 19.02.2006.

AC-DC EMU with M/s Siemens electrics introduced on 21.02.2008.

1st ladies special introduced in Harbour line on 05.08.2009.

AC-DC EMU with M/s BHEL electrics introduced on 22.09.09 in PA- LNL section.

Three phase AC EMUs were introduced on 21 November 2009.

1st fast service introduced in Trans Harbour line (Thane-Panvel) on 05.02.2010.

1st ladies special introduced in Trans Harbour line (Vashi-Thane &Panvel -Thane) on 29.05.2010.Mumbai Monorail was inaugurated on 01.02.2014, connecting Wadala to Chembur.

CHAPTER 2

ELECTRICAL

DESCRIPTION OF DC EMU

1500V DC BG Electrical Multiple Unit take power at an average line voltage of

1400 volts DC varying under normal working conditions between 1200 volts and 1600

volts. The equipment may also operate at a line voltage of 800 volts, under the condition

of a sub-station being temporarily out of action.

The train unit consists of a driving trailer coach, a motor coach and a non-driving

trailer coach, in sequence. The motor coach has a small emergency driving cab for

shunting in yards. These-coach units may be coupled together to form trains of nine,

twelve or fifteen coaches.

Leading Particulars of the equipment are as follows:

Nominal voltage : 1,500 VDC

Number of traction motors per motor coach : 4

Total horsepower, 1 hour rating at : 210 kw X 4

750 volts, 310 Amp, 1050 RPM

Total horsepower, continuous rating at : 187 kw X 4

750 volts, 275 Amp, 1100 RPM

Wheel diameter : 952 mm.

Length over headstocks : 20,726 mm

Bogie wheelbase : 2,896 mm

Bogie centres : 14,630 mm

Width over body : 3,658 mm

Pantograph height (locked down position) : 4,381.5 mm

Electro-pneumatic type control equipment are housed in the high-tension

compartment, and controlled from a master controller in any one of the driving cabs. The

main switch group frames can be easily disconnected through the side of the coach for

inspection or repair.

The auxiliary and control supply is obtained from a motor generator set mounted

on the under frame. The motor of this set is driven on 1,500 volt DC to generate 110

volts DC. In case of failure of this set, an 110V/70 Ah battery supplies power for 3 hours

normal service operation.

An under frame mounted compressor, driven by an integral 1500 volt d.c. motor,

supplies air for electro-pneumatic brakes and control equipment. A speedometer is fitted

in the trailer driving cab.

POWER CIRCUIT

Current is collected from the overhead line by the pantograph from where it is

connected to the main isolating switch through the roof fuse (which protects the line

switches under fault conditions). Lighting and surge protection apparatus which consists

of a gap and non linear resistor with a capacitor in parallel is also connected between the

negative side of the roof fuse and earth.

From the main isolation switch the supply is extended to traction-isolation switch

and further to line switches LS1 and LS2. These switches connect the supply to the

starting resistors and traction motors and disconnect under following conditions:

Normal switch-off of power as well as overload

Failure of power supply

Failure of the air supply to the control or brake equipment

The motors are arranged in two circuits, each with two motors permanently

connected in series and connection for series-parallel control, the “Bridge” method of

transition being employed for changing from:-

Series - all motor in series, to parallel - two parallel Circuits, each with two

motors in series. An overload relay coil is connected in the positive side of motors 1 and

2, and is in circuit in both the series and parallel combinations. In the parallel

combination another overload relay coil is connected in the positive side of the resistors

associated with motors 3 and 4. Combination of contactors JR1, P and G1 connect the

two circuits in series and parallel respectively with G2 contactor connected in circuit all

the time. Transition contactor J1 is connected in each circuit in the last series notch and

during transition from series to parallel.

Starting resistors limit the current taken by the motors during starting and ensure

smooth acceleration. They are gradually cut out by contactor R1 to RS and RR4 in both

the series and parallel combinations.

Over load relay limits the current in the motors 3 & 4 and controls the automatic

acceleration of the motors. It has three settings i.e. 395 amps, 460 amps and 490 amps.

The 395 and 460 amps. setting are for parallel and series operation respectively. The

highest setting of 490 amps. is brought into operation when increased acceleration is

required i.e. on a steep gradient.

The acceleration of the train is obtained as follows:-

Shunting - Series notch 1

After selection of forward or reverse direction by the reverser key on the master

controller, the main handle is moved to notch 1 so that switches LS1, LS2, G2 and JR1

are closed. The current passing through the traction motors is small and the tractive effort

being low, a smooth start is made. Then close contactor RS to establish shunting notch.

Series notch 2

In addition to above contactors, close remaining resistance contactors in the

sequence as set out in the sequence chart. Current limit relay ensures their correct

sequence.

Transition

When the full series notch is reached, contactors P and G1 closed and open

contactor J1. The motors are now in the parallel combination with all the resistance in

series.

Parallel - notch

Resistance contactors associated with motors 1 and 2 does not affect the current

limit relay, hence RR1 will close followed by R1. If the current rises sufficiently high

enough to cause current limit relay picked up, hold this notch until current has fallen and

current limit relay initiates closing of the next pair of resistance contactors (RR2 and

R2). When all the resistance has been cutout then motors are connected in parallel notch

and runs at full speed.

Motor-cut-out

Any one of the defective motor can be isolated, thus permitting the train to

complete its schedule service without serious delay to traffic. The control circuit the

defective unit is so arranged that the train cannot be held in the series notch 2, because

there will be only two motors in the circuit and resistance contactors will not notch up as

quickly as those of a unit with four motors has reached the parallel running notch.

SAFETY DEVICES

The following are the protective devices provided in the power circuit of every DC

EMU.

1. Roof Fuse

It is physically situated at the roof and electrically connected in between

pantograph and main isolating switch. It is rated for 900 Amps. It protects both

traction and auxiliary circuit against earth fault or short circuit due to any reason.

When the circuit draws more than 900 Amps due to any fault, this fuse will

blow and separate the OHE supply to the motor coach.

2. Overload Relay

It is an electro-magnetic relay, consists of a few turns of copper wire wound

on a magnetic core. It protects the traction motors against over loading. If relay

draws more than 700 Amps it operates by magnetising its core sufficiently to attract a

magnetic substance, or flap which is spring loaded and disconnecting the T/Ms from

OHE supply. It works instantaneously.

3. Current Balance Relay find

It works on Halls principle. When circuit current find some other passage to

flow it buildup difference of current in the positive side cable and negative side cable

which forces the contact to close. Auxiliary relay finally opens the line switch and

disconnects the OHE supply to the traction circuit. This may cause due to earthing at

any portion or leakage of current through insulation etc.

4. No-current Relay

This relay operates when OHE supply goes OFF. Initially there is no

sufficient back emf in traction motors to protect against inrush of current but as soon

as it develops the current drawn by the TMs also goes down and resistance gets by

passed. At this stage if OHE supply goes off and resumes back after some time, then

the traction motors has to suffer a high rush of current and subsequent damage.

5. Thermal Relay

DC EMU employs starting - resistance for initial protection and speed control

of the motors. It may remain in circuit due to defective control circuit or defective

current limit relay and over heating may cause fire. A bimetallic thermal relay is

provided over the resistance to disconnect the circuit by dropping the line switches,

when temperature of resistance compartment goes beyond 190 C.

6. CLR - Current Limit Relay

It is an indirect protective device. This relay is provided to bypass the

resistance according to current drawn by TMs in a sequence manner. If the resistance

gets bypassed rapidly before TMs develops rated speed as well as back emf, it will

cause damage to the motors. This relay supervises the elimination of resistance and

controls current to 395A from TMs.

Equipment Governor

This is provided in the control circuit of line switch and governs control

reservoir pressure, cut in 5 Kg/cm2, cut-out 3.8 Kg/cm2.

Control Governor

When BP drops due to any reason, such as parting of train or application of

emergency brakes by the guard this governor will trip and disconnect the LT supply

to line switches and finally TMs out of power.

RETROFITMENT OF DC EMU

The existing DC EMU stock which were having long service life particularly

their bogie frames were in good condition have been retrofitted with AC-DC equipment

to make them suitable for operation both on 1500 V DC and 25000 V AC. First

Retrofitted rake was commissioned on 25.03.2011.

The following major work was involved in retrofitment

1. Design of 1250 KVA Traction Transformer.

2. Design of Main Silicon Rectifier.

3. Design and development of control system for Dual Voltage operation.

4. Preparation of HT & LT cable layout.

5. Roof modification of Motor coaches to fit AC equipments.

6. Mechanical & Electrical modification in High Tension compartment.

7. Under gear modification of Motor coaches.

RETROFITTED AC-DC EMU

DC EMU

POWER CIRCUIT

Panto set trip valve

Pneumatic pressure

VSD

Transformer

Rectifier

TM

DESCRIPTION AC EMU

25 KV AC BG Electric Multiple Units EMUs and MEMUs are having similar

technical characteristics but differ in dimensions, layout and uses. EMU/MEMUs are

specially designed for high rate of acceleration and deceleration with frequent stop.

COMMON FEATURES OF EMU/MEMU TYPE, WAU4

Bogies drive arrangements : Single reduction through spur gearing.

Wheel arrangement : Bo - Bo

Gear Ratio : 20:91

Axle Capacity : 20 tones

Type of Brake : Electro pneumatic

Continuous rating of TFR : 1000 kVA at 25 KV.

Traction motor per unit : 4 nos.

Traction motor HP (one hour rating) : 251 HP

Traction motor HP (continuous) : 224 HP

TM Current (continuous) : 340 Amps.

TM Current (one hour) : 380 Amps

TM Voltage : 535 volts.

Battery : Lead Acid, 50 cells

Battery Ah rating : 90 AH. 5 hour rating

SALIENT FEATURES OF MEMU TYPE, WAU4

Motor Coach

Seating Capacity

No of seats : 81

No of Standing passengers : 162

Total No of passengers : 243

No of doors aside : 3

Length over body : 21337 mm

Distance between bogie centers : 14783 mm

Wheel base : 2896 mm

Width : 3245 mm

Height : 3886 mm

Height of roof equipment : 4255 mm

Height of buffer from rail level : 1105 mm

Height of floor level from rail level : 1278 mm

Distance between buffer centers : 1956 mm

No of fans : 38

No of lights (fluorescent sunk type) : 8

Emergency openable windows : 2

No of ventilators : 7

Trailer Coach

No of seats : 108

No of standing passengers : 216

Total no of passengers : 324

No of doors aside : 3

Passengers for doors aside : 108

Length over body : 21337 mm

Distance between bogie centers : 14783 mm

Wheel base : 2896 mm

Width : 3245 mm

Height : 3886 mm

Height of over buffer rail level : 1035 mm

Axle capacity : 13 tones

No of fans(400 mm sweep) : 37

No of lights (fluorescent sunk type) : 28

No of emergency light (sunk type) : 7

Emergency operable window : 4

No of ventilators : 10

Height of floor level from rail level : 1192 mm

Height of panto (locked down) : 4398 mm

Min. Clearance to rail level : 1145 mm

ABBREVIATION

S.No. Abbreviation Description

1. ABB Air blast circuit breaker

2. ABR Air blast circuit breaker relay

3. ARR Air blast circuit breaker reset relay

4. AOVR Auxiliary over voltage relay

5. ASR Auxiliary supply rectifier

6. AF1,2,3,4 Auxiliary fuse for Auxiliary I & II

7. AWL Auto warning light

8. AB Alarm bell

9. AS Ammeter shunt

10. BIR Buchholz indication relay

11. BIS Battery isolating switch

12. BPS Battery paralleling switch

13. BIC Bogie isolating cock

14. BCFR Battery charger failure indication relay

15. BA Battery

16. CHBA Battery charger

17. CHT Cable head termination

18. CR Compressor relay

19. CBR Current balancing relay

20. CBAR Current balancing auxiliary relay

21. CLR Current limiting relay

22. CLAR Current limiting auxiliary relay

23. CG Compressor governor

24. CIC Compressor isolating cock

25. CT Current transformer

26. DL Dropping reactor

27. EFR Earth fault relay

28. EFRA-II Earth fault relay in Aux.-II circuit

29. EFRP Earth fault relay primary circuit


30. EPIC Electro Pneumatic brake isolating cock

31. GD Grounding

32. GTB Gear teeth broken

33. HOBA Earthing switch for battery negative

34. HEFRA-II Switch for Earth fault relay in Aux.-II circuit

35. HL Head light

36. HC Head code

37. ICA Isolating cock for auto brake

38. KF-1 & 2 Radiator fan motor 1 & 2

39. K1 & 2 Reverser 1 & 2

40. LTR Low tension proving relay

41. MCS Motor cut out switch

42. MSWL Motor switch white light

44. MCB Miniature circuit breaker

45. MP Master controller

46. NVR No volt relay

47. NR1 & 2 Notching relay 1 & 2

48. NC1,2,3,4 Negative contactor 1,2,3,4

49. OLP Over load Primary

50. OVR Over voltage relay

51. OP Oil pump

52. OL1,2,3,4 Over load relay for TM 1,2,3,4

53. OL5,6 Over load relay for tap changer

54. PB Parking brake

55. PTB Pinion teeth broken

56. Panto Pantograph

57. RF Rectifier fan motor

58. RFR Rectifier fan relay

59. RFAR Rectifier fan Aux. relay

60. SL Smoothing reactor

61. SR Starting relay

62. SB Signal bell


63. TL Tapping reactor

64. TT Transformer thermostat

65. TTR Transformer thermostat relay

66. TSS Test sequence switch

67. TLC Train line cable

68. T1 to T9 Tap changing contactor 1 to 9

69. TR Transition resistor

70. UFL Unit fault light

71. VCB Vacuum circuit breaker

72. WGR Winding grouping relay

73. WCO Winding change over switch

JUMPER & COUPLER:

Four inter vehicular jumper/couplers are used for communicating the electrical

feed from driving unit to all its trailer coaches for control & light, fan circuit. These four

jumper/coupler arrangements are named as ‘A’, ‘B’, ‘C’, ‘D’. New coaches (with air

spring) are provided with 5th jumper named as ‘E’.

JUMPER ‘A’

Pin No. Wire No. Concerning Circuit

1. 14. Control +ve / BA +ve

2. 14 -do-

3. 14. -do-

4. 9. ABB Close

5. 44. Fan Phase for row – 1


7. 10. ABB Trip

8. 12. CR Set

9. 42. CR Trip

10. 1452. Audio Visual ckt.

11. 7. Panto Raise

12. 40. EP Brake circuit negative

13. 8. Panto Lower

14. 36. EP Brake supply positive

15. 37. EP Unit holding positive

16. 38. EP Unit application positive

17. 3904. Parking Brake release in 20034-20035, 20036-20037 and

20038-20039

1404C Auto Flasher circuit in 653-654-655 and Spare in other rakes.

18. 39. Parking brake indication 20034-20035, 20036-20037 and

20038-20039.

19. 40. EP Brake circuit negative

JUMPER ‘B’


1. 5. Forward

2. 6. Reverse

3. 1. Shunt

4. 2. Half Power

5. 3. Full Power

6. 25 Alarm bell in air spring rakes.

7. 3A AOVR coil’s positive

8. A261. AC N/L Neutral

9. A226. AC N/L Phase


11. 33. Driving cab emergency light positive

12. 46. Fan circuit Neutral

13. 46. -do-

14. 11. Overload Reset coil’s positive


16. 13. Main Compressor Synchronizing

17. 3604 Parking Brake application in all MEMU rakes.

UFL communication in EMU rakes with air spring.

Spare in other rakes.

18. 1501 PFD fuse blown indication in EMU coaches provided

with air spring rakes.

4 Weak field in MEMU rake 20038-20039. Spare in other

rakes.

19. 14A. Control Changeover feed (BPS).

JUMPER ‘C’


1. 16. ABB open indication

2. 19. Rectifier fuse blown indication

3. 18. Motor Switch white light

4. 17. Aux. Rect. Fuse blown indication

5. 15. Indication ckt. positive

6. 17A. Battery charger failure indication





11. 15A AWL ckt. in EMU HWH end driving coaches.

12 15A AWL ckt in EMUs in KGP end driving coaches.

3605 Indication for Parking brake application in MEMUs

except 20034-20035, 20036-20037 and 20038-20039

13. 31. Emergency light positive

14. 31. Emergency light positive

15. 25. Alarm bell positive

16. 26. Signal bell positive

17. 14B. BPS positive for Battery paralleling

18. 14B. BPS positive for Battery paralleling

19. 20. Guard’s supply positive

JUMPER ‘D’






5. 21. Light ‘ON’ positive

6. 22A 50% light relay ckt. in air spring rakes.

7. 22. Light ‘OFF’ positive

8. 23. Fan ‘ON’ positive

9. 24. Fan ‘OFF’ positive

10. 20. Guard’s supply positive

11. 41. DC 110V negative

12. 41. -do-



15. 46. Fan ckt. Neutral



18. 32. Intercom in EMUs without Air spring & MEMUs

JUMPER ‘E’


1. Spare Intercom in EMUs with Air spring

2. 1404A Auto Flasher light circuit in 653-654-655. Spare in other

rakes.

3. 3606 Parking brake release in EMUs with Air spring

4. 3604 Parking brake application in EMU coaches with Air spring

5. 3605 Parking brake application indication in EMU coaches with

Air spring

MAJOR EQUIPMENT OF EMU/MEMU

PANTOGRAPH

Pantograph acts as mobile current

carrying equipment which is mounted on the

roof. It collects power from the overhead

equipment under both static and dynamic

conditions and transfers it to EMU. The whole

assembly of pantograph is mounted on the four

foot insulators on roof. It is operated for its

raising/ lowering positions with compressed air

through servomotor.

Its frame is made of several metallic tubes & springs. Ball bearings are provided

for easy movement of articulation at each joint. Flexible shunts are provided to give

continuous flow of current. The design of pantograph and its electromechanical

interaction with OHE contact wire is very significant. To improve the reliability of the

pantograph, life of the OHE contact wire and to reduce the cases of panto entanglements

with OHE, RDSO has carried out continuous study and issued various modification

sheets, special maintenance instructions and technical circulars etc. In the panto pan, two

wearing strips are provided. They will be replaced in case of worn out or grooved.

Normally the panto is in the lower position by the tension of the lowering springs

provided inside the servomotor.

When the compressed air is admitted inside the servomotor, its piston is

operated and compresses the lowering spring. The piston rod is attached to the rocker

arm and releases the actuating rod, there by the cam is released and operates the lower

articulation arm. When the lower articulation arm is operated by the action of rising

spring, the lower articulation rod is raised upwards. The upper articulation arm which is

connected to the lower articulation arm at the free end will also raise by the action of the

push rod there by the upper articulation arm will raise and touches the contact wire.

Since the tension of the lowering spring is more than the raising spring, so it is

necessary to admit compressed air inside the servomotor. There by, with the action of

lowering spring the operating rod is operated in other direction, this in turn operates the

lower articulation rod against the tension of the raising spring. Due to this action the

lower articulation is pulled down and also upper articulation is pulled down

simultaneously by the action of pull rod.

Make : Stone India Ltd

Type : AM12

Min. Air pressure required : 4.5 kg/cm2

to 7 kg/cm2

For upward trust

Weight without foot insulators : 205 kg

VACUUM CIRCUIT BREAKER

It is the most important switching and

protecting equipment which connects &

disconnects the 25 kV OHE power supply to the

EMU through pantograph. It is a single

interrupter type vacuum circuit breaker.

Vacuum has excellent insulating

properties and therefore a small contact gap can

withstand high voltages. The most beneficial

characteristic of switching in vacuum is that it

allows high fault current during interruption

with minimal contact wear.

TECHNICAL DATA

Type : 22 CB

Make : ALSTOM (AREVA)

Rated voltage : 25kV, Single phase

Rated continuous current : 1000 Amps (rms)

Rated frequency : 50 Hz

Rated short time current : 16 kA rms/ 3 seconds

Rated short circuit breaking current (sym) : 16 kA rms (400 MVA)

Rated short circuit making current : 40 kA peak

Rated lightening impulse voltage withstand : 175 kV peak

Rated power frequency voltage (Dry & Wet) : 75 kV rms

Number of phases : One

Total weight : 125 kg (approx.)

Life time

Mechanical : 3,00,000 operations

(Under no load conditions)

Electrical : 1,00,000 operations

It is located on the roof of the EMU to control the 25 kV supply from the panto to

entire equipment. It can be closed or opened by control circuit from the driver’s cabin. It

trips automatically due to the operation of various protective devices.

MAIN TRANSFORMER

Transformer is one of the most

important traction equipment of AC

EMU/MEMU. It is double wound with primary

and secondary windings interleaved together to

give a sandwich construction. It is a under gear

mounted step down transformer and have three

separate secondary windings, 1st traction, 2nd

Aux-I and 3rd Aux-II.

Current at 25 kV is taken from OHE to

its primary winding via the pantograph, the

vacuum circuit breaker and the high tension

main bushing. The return path for this current is

via the earthing brushes mounted in the axle cap of each traction motor and running rails.

The secondary winding of the transformer is in two sections, one section having

five tapped sections, other being untapped. This arrangement gives a total twenty-two

voltage steps by various connections of transformer tappings and voltage dropping

reactors. This voltage, which is controlled by the tap-changing switchgroup, is applied to

the silicon rectifiers, the full wave output of which is fed to the traction motors via the

smoothing reactor.

Two tertiary windings, auxiliary I and II are provided. Auxiliary I, 266 V

winding feeds the single phase AC auxiliary machines. Auxiliary II, 141 V winding

supplies power to normal lights & fans, head lights stabilizer, the auxiliary rectifier for

main compressor motor. The transformer is oil-immersed type and oil is forced

circulated and cooled in radiator by blower set.

TECHNICAL DETAILS

Make : BHEL

Continuous Rating : 1000 KVA at 25 kV

Primary winding : 25 kV/40 Amp.

Secondary winding : 782 Volt/ 1280 Amp.

Auxiliary winding I : 266 Volt/55 Amp.

Auxiliary winding II : 141 Volt/250 Amp.

Frequency : 50 Hz

Cooling : OFAF

Rating : 1000 KVA at 25 KV.

Traction secondary : 782 V.

Aux. I : 266V/55 Amps.

Aux. II : 141V/250 Amps.

The transformer oil circuit consists of a main transformer tank, a reactor tank

(including smoothing, tapping and dropping reactors), oil pump and a radiator. The

cooling air for the radiator is drawn through the radiator block from the coach sole-bar

level by two axial flow fans mounted behind the radiator. The direction of oil flow is

from the main transformer through the oil pump to the radiator inlet. From the radiator

oil flows to the reactor tank and back to the transformer oil inlet. The oil supply to the

transformer is maintained by a conservator tank mounted in the HT Compartment and

which is connected to the transformer via. the Buchholz Protection relay, also located in

the HT compartment. A newly developed Pressure Relieve Valve is fitted in the

transformer body itself.

RECTIFIER

In AC EMU/MEMU, DC

Traction Motor is used. Silicon

rectifier converts Alternating

current into Direct current. In this

unidirectional current also there

may be some AC Ripples.

Smoothening reactors are

provided to reduce these ripples.

Additional smoothening reactors

are also provided to obtain pure

DC.

TRACTION MOTOR

Traction motor is one of the

most important equipment of AC

EMU/MEMU. In AC EMU/MEMU,

Traction Motor type 4601

AZ/BZ/BY/BX manufactured by BHEL

is used. It is a D.C. series wound, four

poles, self ventilated motor arranged for

axle mounting on sleeve bearings and

supported on the opposite side by

resilient suspension unit. The flanges of

the axle suspension bearings limit transverse movement. Since this is a D.C. series

motor, it is having commutator and brush assemblies, therefore it requires regular

maintenance.

Changing direction of rotation of traction motor is achieved by changing the

direction of flow of armature current in traction motors by reversal of field terminals. It

is done by one electro pneumatic equipment called as reverser.

TECHNICAL DATA

Rating

Continuous One hour

Voltage 535 V 535 V

Current 340 A 380 A

RPM 1260 rpm 1182 rpm

Power 167 KW 187 KW

Resistance Values (Average at 25 deg. C in ohms)

Armature winding 0.0186

Series field winding 0.0103

Commutating field winding 0.009

Weights (Approximate)

Motor complete with gear & gear case 2035 Kg

Motor complete including axle caps, axle bearings & pinion 1812 Kg

but without gear wheel gear case

Armature 520 Kg

Gear case 85 Kg

Pinion 9 Kg

AUXILIARY MOTORS

There are 4 auxiliary motors used in the EMU.

1. Oil Pump 2. Rectifier fan 3. The Radiator fan 1 4. Radiator fan 2

Oil Pump motor (OP) is used to circulate the TFR oil from the transformer tank

to choke box (SL, DL, TL) and radiator.

Rectifier fan motor (RF) is used to cool the main rectifier 6 bridges and one

ASR bridge.

Radiator fan motors 1 & 2 (KF1 & KF2) are used to cool the TFR oil by forced air.

BATTERY CHARGER

In EMU, 266 V AC battery charger is connected in the auxiliary I circuit with

35A MCB and 32 A fuse in the neutral side. It charges the battery and feeds supply to

the control circuit. Battery charger failure relay (BCFR) is connected across the battery

charger out put supply. In case of any failure in charger circuit, this relay will de-

energise & BCFR light will glow.

BATTERY

Battery feeds necessary supply to operate baby compressor and control circuit.

Total capacity of the battery in each motor coach of EMU is 110 V 90 AH. 10 batteries

are connected in series. Each Battery consists of 5 cells. Maximum volt produced by

each cell is 2.2 V. Specific gravity of the battery should be maintained at 1260.

AUXILIARY COMPRESSOR

Auxiliary compressor works at 110 V DC and produces compressed air initially

required to raise the pantograph and to operate the circuit breaker or to test the tap

changer operation (LT test). This compressed air is stored in an auxiliary reservoir up to

7.0-kg\cm².

When the pressure is raised to 6.3 Kg/ cm² the AUX Comp governor stops the

working of the Auxiliary/ Baby compressor. If the governor fails to stop the Baby

Compressor the safety valve will blow at 7.0 Kg/ cm².

MAIN COMPRESSOR

The compressor fitted below under frame on AC EMU/MEMU supplies

compressed air for operation of electro pneumatic brakes, horns, wipers and other

pneumatically controlled equipments. It is fed with 110V DC by auxiliary rectifier which

is connected to 141-volt auxiliary winding.

It is horizontal, three cylinder, two stage and air cooled compressor. It is directly

driven through an extended crankshaft by an integral electric motor and forms a

monoblock. The cylinders and cylinder heads are covered by an aluminium shroud and

cooled by air drawn in by the common fan to cool the motor and the compressor.

At present in BG AC EMU/MEMU KPC’s 3HC-55 and ELGI’s TRC-1000 DCM

are in use.

MASTER CONTROLLER

Master controller is used to close the motor contactors, to operate the tap

changer, to control the notching sequence, and to change the current flowing through

the field of the traction motor with the help of reverser. Thus it controls the operation of

EMU.

In this, dead man’s handle is provided. The function of this handle is to apply

brake and to stop the train, whenever driver took his hand away from the handle; it is

lifted and there by disconnected supply of the tap changer and traction motors. BP

pressure is also exhausted through the pilot valve leads to apply brakes. In the master

controller LT fingers are kept corresponding to the necessary operations. Different types

of cams are present for closing and opening the LT fingers.

TAPCHANGING

SEQUENCE

CHARTNOTCH

(MPT)

W1/W2 TAPCHANGING

CONTACTOR

TRANSFER

SWITCHES

OFF 0 W1 - -

SHUNT 1 W1 T1 T7 & T9

2 W1 T1 T8

HALF 3 W1 T2 T8 & T9

4 W1 T2 T7

5 W1 T3 T7 & T9

6 W1 T3 T8

7 W1 T4 T8 & T9

8 W1 T4 T7

9 W1 T5 T7 & T9

10 W1 T5 T8

11 W1 T6 T8 & T9

12 W1 T6 T7

FULL 13 W2 T1 T7 & T9

14 W2 T1 T8

15 W2 T2 T8 & T9

16 W2 T2 T7

17 W2 T3 T7 & T9

18 W2 T3 T8

19 W2 T4 T8 & T9

20 W2 T4 T7

21 W2 T5 T7 & T9

22 W2 T5 T8

POWER CIRCUIT OF AC EMU TYPE WAU4

Current is collected from 25 KV single phase AC OHE supply by means of

pantograph and enters to transformer primary through circuit breaker (ABB/VCB), surge

diverter and bushing (condenser or cable head type).

The 25 KV is connected to the primary winding of EMU transformer. The

another end of the primary winding is brought out by a negative bushing and an insulated

cable which is connected to the traction motor earth brushes bearing on the four axles.

The earth brushes are insulated from the motor frames thus keeping the transformer

return current independent of the farthing of the equipment cases and under frame.

The transformer secondary output is 700V. The secondary winding consists of

two separate windings each of 350 V. One half is tapped into five sections each of 70 V

whereas the other half is untapped.

Upto half power of the notching sequence, the tapped portion of the winding is

used, while for the remaining notches, the two sections are connected in series. The

changeover is operated by means of contacts W1 and W2 on the winding changeover

switch (WCO). W1 remains closed upto half power and on full power W2 closes and W1

opens. This arrangement gives a total of 10 equal voltage steps by means of 22 regular

notches of tap changer through various connections of transformer tapings and voltage

dropping reactors.

The switching of the transformer sections is carried out by the tap changing

contactors T1 to T9. Contactors T1 to T6 are connected to the transformer tapings and

the required voltage is selected. Tap changing is carried out by means of a reactor TL, in

conjunction with the two contactors T7 and T8 to give alternate notches with and without

the reactor in circuit. The selected output voltage is fed through the overload relay trip

coils OL5 & OL6 to the main rectifier unit.

2 capacitors of 0.05 microfarads are connected between the two secondary

windings and earthed to prevent the build up of high voltages to earth on the windings

when they are not connected to traction circuit earth.

The voltage tapped from TFP secondary by tap-changing contactors is converted

to DC by main rectifiers. This DC voltage is smoothened by the reactor `SL’ and further

smoothening is done by ASL which is connected in series with traction motors.

An ammeter shunt is connected across traction motors 1 & 3 for measuring the

flow of current in the traction motors. Ammeter is deviated through Ammeter Selector

Switch. In the same manner CLR 1 & 2 are connected in traction motors 1 & 3 to control

the current of traction motors. The knife type switches called MCOS 1 to 4 are provided

to isolate the traction motors from negative side. An earth fault relay called EFRP is

provided to protect the circuit from earth fault.

PO

WE

R C

IRC

UIT

OF

BG

AC

EM

U (

WA

U4

)

PA

NT

O

OH

E

AB

BL

A

EA

S

OL

P

M8

M7

M6

M5

M4

T1

T5

T4

T3

T2

M3

0.0

5

Mfd

W.1

W.2

T6

M9

DL

M2

M1

0.0

5

Mfd

M14

SURGE ARRESTER

AU

X-I

266 V

AU

X-I

I 1

41

V

MAIN TRANSFORMER

6

M1

M2

M3

M4

M34

M33

M32

M31

OL

4

M4

M25

4A

4A

A4Y

OL

3

M3

M22

3A

3A

A3

YY

OL

2

M2

M30

2A

2A

A2Y

OL

1

M1

M17

1A

1A

A1

YY

M16

A

AS

S

M19

M29

24 30

1Y

OV

R

VA

RIA

BL

E

RE

SIS

TO

R

SL

2Y

Y3Y

4Y

Y

K1

K2

K2

K1

P F D

P F D

P F D

P F D

540V

MC

OS

1M

CO

S2

MC

OS

3M

CO

S4

CL

R 2

500A

CL

R 1

500A

M35

M36

M37

M38

OV

R

BR

IDG

ER

EC

TIF

IER

500A

500A

HE

FR

P

RP

PE

FR

PC

OIL

G

M27

GP

1

GP

2

GP

3

TO

+V

e 1

10

V D

C

7K

Oh

m

B2

T8

M11

M12

OL

6

400

0A

OL

54

00

0A

T7

M10

TLT9

RTL

M15

M13

CT

P4

(6 N

os)

A S L

A S L

AS

AS

85 O

hm

900A

900A

900A

900A

NF

AUXILIARY CIRCUIT-I, WAU4

After energizing transformer primary 266 V AC is induced in secondary

auxiliary circuit-I. NVR (No Volt Relay) relay ensures the Aux I- 266 V AC supply. If

this relay is not energized SR will not energize and thus unit will not respond. 4 AC induction machines i.e. Oil pump-OP, Rectifier fan motors-RF and

Radiator fan -KF1 & KF2 started immediately. This 266V AC supply is also fed to the static battery charger (SBC) and also to

operate the control circuit like MCP, Tap changer and brake system when the unit is in

energized condition. BCS socket is provided in the battery circuit to perform LT test

from the other battery source.

One BA volt meter is provided in control circuit (DC side), to find out the BA

voltage. 5 Nos emergency hand lamp sockets (HLS), one control change over switch

(CCOS) is provided to get the rear MC’s battery supply when the leading MC’s supply

is below 85 Volts.

One protection device called HOBA is provided to secure the DC side

equipment from earth fault.

AUXILIARY CIRCUIT-II, WAU4

After energizing transformer primary 141 V AC is also induced in secondary auxiliary circuit-II. By this supply through a 300 A fuse Auxiliary Supply Rectifier (ASR)

is energized automatically. The output of ASR i.e. 110 V DC is supplied to start the main

compressor. This supply is monitored by Low Tension Proving relay (LTR). If it is not in

energized condition ABB/VCB will not hold.

Volt meter is connected across the 141 V AC supply to find the OHE voltage. (i.e.

the 141 V AC supply reaches the volt meter the reading will show 25KV). Head light

voltage stabilizer (HLVS) stabilizer is connected through a double pole breaker (5A).

In the EMU the compartment fans are operated in 141 V AC directly through a 63

A fuse by closing the Fans contactors 1&2 (FC 1&2) for ten 60 W fans. 2 circuits are

provided in zig zag connection, each circuit =10x60 W.

Normal lights voltage stabilizer (NLVS) 110 V AC is connected through 63 A fuse

and double pole breaker (15A). Two circuits are provided in zig zag connection, each

circuit=10x40 W.

The fans and lights can operate after switching the guard’s supply ON by using the

guard’s key only.

Across this 110 VAC supply, one emergency lights relay (EML1&2) is connected for the

emergency lights purpose when the ABB tripped condition in neutral section, no tension in OHE

wire or if any other abnormality in the normal lights circuit. After obtained the normal condition,

the EML relay gets deenergised and again the normal lights will glow.

There is one relay is connected for the protection of the circuit that is called EFRA2.

CONTROL CIRCUIT

In EMU, control circuit is fed from 110 volt Battery supply. A 32 amps fuse (control fuse) is

provided for protection of the circuit. Control circuit is charged through wire no. 14 from

Battery positive (BP 14) and negative path is connected to wire no.41.

Important control circuits are as following:

Panto and ABB circuit

MPT, Panto and ABB circuit Motor contactor and ABB circuit

Tap changer circuit

PANTO AND ABB CIRCUIT WAU4

901

15A ( PANTO & ABB MCB)

MPT N/C

PT DNPT UP

701

SET

ABR

ABB

1408

7

1406

PT RAISE

BL KEY

PT LOWER

8

(PRE. RESETTING VALVE)

OL 5&6

EFRA II

OLP/EFRP

BIR

1431

1432A

TSS (RUN)

ABB

1432B

HOLD

10

ABR TRIPARR

41

LTR

10 w500

ABB Gov. BY PASS

ABR

OPEN

HVCB

9

CLOSE

HVCB

1428

1428 A

To W/LV coil

1426

1427

1425

ARR

1433

ARR

ABB

1434

ABBCLOSE

opens at 4.5 kg/cm2

closes at 5.6kg/cm2

1432

GOV ABB

PRV

ABR(SET)

14

To indication Lamp circuit

(ABB FAULT MCB)15A

(TEST)

OL 3&4

CONTROL CIRCUIT OF MOTOR CONTACTOR & ABB

F FR

K1

501

3,2,1, MCS2MCS1

512

R

K2

M1

out1&2

M2

513

out1&2

M4M3

out

515

3&4

511

LS1

601

OL 1&2

514

LS3

RFAR

510

509

TTR

503

MCS2 3&4 INMCS1

1&2 IN

K2

K1

502

'F'

'F'

501

5

CONT. GOV

508

K2 'R'

602

K1 'R'

OUT1&2

1MCS

601

GS1

GS2

507

508OUT3&4

CBAR

2MCS

TSS

EQ. GOV

506

1&2 IN

MCS1

6

503

1427

4,

HV

516

3&4out

LV

10 w500

ABBHOLD

1432B

BIR

CLOSEABB

1434

ABB

1441

505LTR

LV

WGR

HV

1428

TSS (RUN)

ARR

1432A

1432

ARR

1433

GOV ABB

1431

BIR

14

35

41

RF

AR

CB

AR

TT

R

14

37

14

36

14

42

14B (+)

1424

1426B

1426

1425

OLP/EFRP

EFRA II

FA

ST BUD

OL 5&6

ABR

ABB FAULT15A

(B)

RF

R

SL

OW

CB

R

TT

KEY

DRIVER'SA

BB

TR

IP

10

CONTROL CIRCUIT OF MPT, PANTO & ABB

HP

SH

1412A

OFF3 2 1

DMH

PA

NT

O R

AIS

E &

AB

B

FA

UL

T I

ND

IC

AT

IO

N

MA

ST

ER

CO

NT

RO

LL

ER

BIV

(EK only)BY-PASS

L & T

14

12

14

10

14

09

14

06

5A5A 5A

14

11

FP

MPT N/O

PANTO UP

R

14

13

14

14

R F

F

1408

CONTROL

14

15

Spare

AB

B C

LO

SE

PA

NT

O L

OW

ER

PA

NT

O R

AIS

E

14

07

RESETOL

6 75 23 111 15 8 9

OL

P/E

FR

P

OL

5 &

6

C16-OL1 & OL2

C15-OL3 & OL4

C14-OL5 & OL6

C13-EFRP OLP

C12-ABR TRIP

C11-ARR

C10-ABR SET

C9-PANTO DOWN

C8-PANTO UP

C10

GU

AR

D'S

SU

PP

LY

BU

ZZ

ER

EP

BR

AK

E

MA

IN

CO

MP

RE

SS

OR

14

53

14

02

14

04

5A 5A

2.5

A

14

01

15A

C8

C9

COILSRESET

41

C13

C12

C11

C15

C14

C16

EP

SU

PP

LY

ON

14

52

MC

P T

RIP

MC

P S

TA

RT

14

05

14

03

GU

AR

D'S

KE

Y S

WIT

CH

AB

B

12 42 36 40 4141 20 14 7 8

ABR

901

9 10 11

CONTROL CIRCUIT OF TAP CHANGERCONTROL CIRCUIT OF TAP CHANGER.

T5/

T5

W6

CONTROL CIRCUIT OF TAP CHANGER.

155

154

153

152

M4

M3

M2

M1

157

SR

MCS2

WGR

156

MCS2

MCS1

MCS1

T2/

5SR

1371

SR W3

6T1/

T23

41

139W6138

6

6

T3

T3/6

W5

6

T4

T4/5

140

126

M3M1

158

4SR 2

T1

125

1 2

LV

106A

106A

2T9

1064 HV

1T3T2

1

127

2

211

212

T4

128

2 3 2

213

T2/T1/ 6 6 T3/ 4

MCS1 CLOSED 4 OUT 3&4 OUT


MCS1 CLOSED 2OUT 1&2 OUT


106A

145MCS2

MCS1

MCS2

MCS1

M2

144

143

M3

M4

142M1

209T71

207

T84

18

3M3NVR

NR2

T7

112

T8

1144 4

CL

R2

141A

141B

W/HV

10

6 3

T6

141

T6/ 6

W/LV

SR2

T1

3

CL

R1

4

41

NR16

T73 6

NR2

3T5

T5

129

1

130

T61

214

131

215

W/LV4

16uf

T4/ 6

210

10T5/133

T86

106

1T8

NR

1

120

121

122

136T62

T4

4T1 T5

4

111

NR

2

116

T2

113

T9

NR

1

NR

2

117

3

T8

T3

NR

1

2

110

OPENMCS2

OPEN

134118

IN1&2

IN3&4

MCS1T7

4

115

109

5

CLR1

107

CLR2

108

AOVRWGR2

T9

151

T5303

149

4T6

T7

150304

T41

T25

2 3

WG

R

148

5

T65

T1

147

146

T35

5

106

T59

OVR

MCS2MCS1

W/HV

WGR

TSSNR2206

205

M1

6T6

NVR

204

W/LV

CLR1

SR

203

CLR2

104

W/LV

TSS102

1&2

IN

CL

101

3&4IN

CL

1 2

MCS2CL

MCS1

202

W/HV

AOVR

202A

301

8T5201

302A

IN1&2

IN

CL

3&4

33

Type of MEMU Coaches

There are following two types of MEMU coaches in service:

Driving Motor Coach (DMC)

It has a driving cab and other equipment including traction motors. It can be driven by itself and can also pull attached coaches.

Trailer Coach (TC)

It does not have any driving cab or traction motors etc. and works as trailer only. It cannot be driven by itself, therefore it is always attached to DMC.

Unit Formation

A MEMU unit is formed by attaching 1 no. of DMC as leading coach followed by 3 no. of TCs in rear to DMC. Thus a MEMU unit is consists of 1-DMC and 3-TCs.

Rake Formation

A MEMU rake is formed by attaching more than one unit. 2 unit and 3 unit formation rake are in service. For a 2 unit formation 2 DMCs are required to attach at both ends of a rake, cab facing outside. However, for a 3 unit formation one more DMC is attached cab facing MCT end as 5th coach counting from MCT end.TCS having electrical sockets at one end and jumper cables at other end for multiple operation are always attached with sockets on MCT end.

a. Two unit Rake Formation

2 no. DMCs at the ends, their cab facing outside are coupled with 6 nos. TCs all having multiple coupler sockets towards MCT side to form a 8 coaches rake (1+3=4 per unit x 2 =8).

b. Three unit Rake Formation

2 no. DMCs at the ends, their cab facing outside are coupled with 6 nos. TCs all having multiple coupler sockets towards MCT side to form a 8 coaches

DMC = TC = TC = TC= TC = TC = TC = DMC

DMC = TC = TC = TC

74

rake (1+3=4 per unit x 2 =8), then 1-unit (i.e. 1-DMC cab facing MCT end attached with 3-TCs) is attached at MCT end of the 8 car rake.

c. Four unit Rake Formation

2 no. DMCs at the ends, their cab facing outside are coupled with 6 nos. TCs all having multiple coupler sockets towards MCT side to form a 8 coaches rake (1+3=4 per unit x 2 =8), then 2-units (i.e. 1-DMC cab facing MCT end attached with 3-TCs and another DMC cab facing outside with 3-TCs) are attached at MCT end of the 8 car rake.

DMC = TC = TC = TC= DMC = TC = TC = TC= TC = TC = TC = DMC

DMC=TC=TC=TC=DMC=TC=TC=TC=DMC=TC=TC=TC=TC=TC=TC=DMC

75 ENERGY CONSERVATION IN EMU/MEMU’S

Role of motorman

1. Improved driving techniques.

2. Adhere the coasting and powering boards strictly for EMU/MEMU’s.

3. Switching OFF power to EMU/MEMU whenever it is stabled / line clear is delayed more than 30

minutes.

4. Switching OFF the rear MC while hauling empties to shed movement.

5. Motorman to run at max. Permissible speed and coasting wherever is possible.

6. Approach foot of the gradient at maximum Permissible speed so as to reduce traction motor

current while negotiating the gradient.

Role of Guard/Maintenance Staff

1. Switching OFF fans and lights in coaches as the service completes.

2. Avoiding brake binding in the formation.

Energy conservation also can be done by

1. Creating awareness among commutaters by display of posters on energy conservation so as to

switch OFF fans and lights when not required in coaches.

2. Provision of fluorescent lights in lieu of incandescent lamps in EMU/MEMU’s.

3. Rail flange lubrication to reduce frictional losses.

4. Providing energy meters in EMU/MEMU’s to monitor specific energy consumption.

5. Counseling of motorman, guards and maintence staff on the need for energy

6. Conservation by intensive monitoring on foot plate

7. Conducting seminars

8. Using Audio-visual aids, display of posters on energy conservation at crew booking points,

running bungalows and maintence sheds.

76

CHAPTER 3

BOGIE& UNDER GEARS

INTRODUCTION

The bogie frame is a welded construction with two longitudinal girders and a cross bar and

two frame ends. The tractive or brake force is transmitted via a bogie pin from the bogie to the

body.

The frame ends are used to take up the brake cylinder and the brake rigging. This vehicle

features tread brakes, which have a direct effect on the wheel.

Furthermore, 4 steel cables are each located between body and bogie. These are used as a

lifting supports.

For primary suspension, buffer height, brake rigging, wheel and axle, hydraulic shock

absorbers of AC EMU, DC EMU, AC-DC EMU bogie referCMI – K001 (April 2000) and amendment slip

Primary

springs

Secondary air

suspension Lifting support

Primary

springs

Secondary air

suspension Lifting support

Figure: Basic design of bogie frame

77

no.1(Feb. 2007)and for maintenance of air suspension refer CMI-9802 (Rev.2) , February 2008

issued byCarriage Directorate, RDSO,Lucknow .

BOGIE FRAME

(Ref: CMI- K001)

Bogies of motor coaches (MC),high carrying capacity coaches (HCC) and trailercoaches (TC)

are of all welded, light weight construction. The axles, with self aligning roller bearings mounted

inside cast steel axle boxes, arerigidly guided by telescopic dash pot and axle box guide assemblies.

Helical springs working in parallel with dashpots are used for primary suspension.

Coachbody is supported on two side bearers located 1700 mm (TC) and 1200 mm (MC & HCC) apart

on a floating bogie bolster which in turn rests on air spring supported on a springplank hung on

swing links from bogie frame. The air springs at each end of bolster are damped by hydraulic shock

absorbers.Side bearers consist of metal slides immersed in oil baths well protected fromdust ingress.

Refer drawing no. ICF/MRVC/M-0-0-001 (sheet 1 &2),AC/DCEMU/D2-0-0-201 (sheet 1 &2)

and AC/DCEMU/C2-0-0-201 (sheet 1 &2) for bogie general arrangement of motor coach,D coach and

C coach respectivelygiven in Annexure for drawings.

Refer drawing no. ICF/MRVC/M-0-3-001 (sheet 1 &2) and ICF/MRVC/D-0-3-001 (sheet 1 &2)

for bogie frame arrangement of motor coach and D/C coach respectivelygiven in Annexure for

drawings.

No weight is transferred through the bogie (center) pivot, which is located in the centre

ofthe bolster. The pivot acts merely as a centre of rotation and serves to transmitacceleration and

retardation forces.

The floating bolster in TC bogie is secured in the longitudinal direction to bogieframe by

means of two anchor links with silent block bushes, located diagonallyopposite to each other and

transmit draw and braking forces between bogieframe and coach body through the centre pivot. The

MC & HCC bogie bolster islocated between bogie transoms and transmits draw and braking forces

throughrubbing plates fixed at the bolster ends.

WHEEL & AXLE

The EMUcoaches are provided with composite design of wheels consisting of rolled steel

wheel centres with renewable tyres. The tyres of TC bogies are fastened to the wheel disc with glut

rings whereas the MC/HCCbogies have, in addition to the glut rings, 4 locking keys to ensure more

positivesecuring.

78

Refer drawing no. ICF/MRVC/M-0-2-001 for axle and wheel set given in Annexure for

drawings.

79 Tyre Profile

1. The new/re-turned tyre profile shall be as per ROSO Sketch No. 91146 atl. 2.

2. The condemning limits for the flange wear, root wear, deep flange, sharpflange, hollowtread wearand flat surface on tyre shall be as per the condemning gauge shown in plate 45 of I.R.CA Part IV.

3. Wheel gauge should be within the tolerance of +2/-1 mm.

Wheel Diameter

Bogie New Condemning Last Shop Issue Size

1. MC 952mm 877mm 885mm

2. TC 952mm 857mm 865mm

3. HCC 952 mm 865mm 873mm

Permissible Variation on Wheel Tread Diameter

The permissible variation in tread diameter of wheels at the time of tyreturning or wheel replacement are as follows:

1. Wheels of the same axle : 0.5mm

2. Wheels of the same bogie : 5.0mm

3. Wheels between two bogies under the same coach : 13.0 mm

No separate service limits are specified as the above figures have beenfixed to allow for the differential wear likely to develop betweensuccessive tyre turnings/ wheel changing. It is, therefore, not necessary towithdraw EMU/MEMU stock from service specifically for restoring thedifferential between wheel diameters to be within the prescribed limits.

Material Specification for Wheel and Axle

The material specification applicable to the wheels and tyres are as follows:

1. Tyres : IRS Specification R-15/95.

2. Axle : IRS Specification R-16/95 for TC bogies

80

IRS Specification R-43/92 for MC & HCC bogies

ROLLER BEARINGS

MC & HCC Bogiesare fitted with direct mounted, double row, self aligningroller bearings No.

22328 C/C3.TC Bogiesare fitted with direct mounted, double row, self aligning roller bearing No.

22326 C/C3.

Under normal service conditions, roller bearing axle boxes do not require any maintenance.

Their maintenance is, therefore normally limited to inspection and re-lubrication when the EMU

coach comes in for POH.

AXLE BOX HOUSING

Double row self-aligning spherical roller bearings are housed in accuratelymachined cast

steel axle boxes. The axle boxes are also provided with lightalloy front and back covers secured by

four bolts.

Refer drawing no. ICF/MRVC/M-0-2-002 (sheet 1 &2)for axle roller bearing housing and

gear-wheel assemblyof motor coachgiven in Annexure for drawings.

Axle boxes and covers shouldbe thoroughly cleaned and checked for cracks particularly at

the holes of thecovers which have shown proneness to failures. The bolts should be examined for

worn threads, straightness, etc. before re-use and should be well tightenedand locked by spring

washers and split pins to ensure that the covers and theaxle box housing form a water tight

assembly and protect bearing from dust andmoisture.

AXLE BOX SPRINGS

Axle box springs are of helical type manufactured from centreless ground chrome vanadium,

silica manganese steel. These springs are also shot-peenedto obtain higher fatigue life. It is

necessary to check these springs for cracks and measure their free height to ensure that they meet

the design requirements.

81

All springs shall be grouped in threecategories and used on bogies as perinstructions

detailed in RDSO Technical Pamphlet No.C-8419 (Rev 1).

LOWER SPRING SEAT

Lower spring seat on the axle box wing in which guide bush of dashpot moves upand down

does not normally wear in service.In the absence of inadequatequantity of oil in the dashpot. the

inside surface is likely to wear. If the surface isworn more than 0.4 mmin diameter or if the surface

is scored or otherwisedamaged, the lower spring seat should be reclaimed.

All lower spring seats should be carefully checked for cracks before reuse.

82 DASHPOTS AND AXLE GUIDE ASSEMBLIES

Axle box guides are accurately machined hollow forgings welded to the bogieframe to

ensure that the wheel sets are rigidly guided in parallel. These guidesare fitted with acetal/ bronze

bush at the lower end for close guidance of thewheel set both in lateral and longitudinal directions.

The lower spring seat isfilled with oil and the assemblies sealed with rubber ring to make it oil tight.

Theprovision for topping-up oil in the dashpot of MC & HCC bogie are made. In the trailer

coach bogies, holes on the bogie side frame above eachguide are provided to top up the damping

fluid when required.

BOLSTER AND BOLSTER SPRING

Bolster rested on both ends on air springs as shown below. More details are given in chapter

on ”Suspension”.

Refer drawing no. ICF/MRVC/M-0-4-001 (sheet 1 &2) and DMU/DPC/10-0—4-001 (sheet 1

&2) for bogie bolster arrangement of motor coach,D coach/C coach respectively.

83 LOWER SPRING BEAMS

HYDRAULIC SHOCK ABSORBERS

The hydraulic shock absorbers are fitted to work in parallel with bolster springs.These shock

absorbers normally give trouble-free service and require noattention in between POHs.However,

shock absorbers which are found either leaking or physically damaged should be replaced.

84

As the resistance of these shock absorbers is likely todeteriorate in service, it is necessary to

attend to them as per instructions givenin the manufacturer's maintenance manual.

85

RUBBING PLATE IN MC AND HCC BOGIE

Nylon rubbing plate has been fitted to the bolster which serves as cushion between the

bolster and bogie frame. Initial clearance of 1mm on each side has been provided between the nylon

rubbing plate and steel rubbing plate.

During POH,' this clearance must be maintained by fitting steel packings of suitable

thickness. During service, this clearance should not exceed 3mm on each side. Any higher clearance

may cause excessive longitudinal oscillations and may strain stay tubes (connecting the bolster to

the spring plank) and cause their breakage.

Vertical and Horizontal Shock Absorbers

86 EQUALISING STAYS

Equalising stays connecting thespring plank and bolster, pin jointed at both ends, have been

provided to preventlateral thrust onbolster springs. It is necessary to remove the pins at every

POH,clean and oil them to ensure that they are free to rotate when re-assembled.

Anyrestricted movement at these joints is likely to prevent free movement ofbolster. The

free movement of pins can be ensured by greasing the assembly.

The pins should be provided with washers and split pins to ensure that they donot fall out in

service.

Figures given for Equalising stays of MC / HCC and TC bogies:

87 CENTRE PIVOT (MC & HCC bogie)

The centre pivot arrangement is shown in Fig. given below. The body bolster of theunder-

frame is provided with a bush of inner dia 90mm in the top and 150mm diahole at the bottom and

the centre pivot pin, when fitted to the body bolster, perfectly fits into these holes as shown in

diagram given below.

Any wear due to bogie rotationis taken up by the upper and the lower bushes between the

centre pivot pin andthe bogie bolster.

88 CENTRE PIVOT (Trailer Coach)

The centre pivot arrangement is shown below. It is not designed to transmitany vertical load but

transmits only tractive and braking forces.

89 SIDE BEARERS

Side bearers consist of a hard wearing ground steel plate immersed in an oil bath with a

floating bronze wearing piece, which has a self aligning spherical top surface on which the body rests

and transmits the vertical load. The oil well is provided with acover to prevent ingress of dust.

The hard ground plate and the spherical bronze wearing piece are likely to wearin

service.The hard ground plate should be renewed when the wear exceeds 1.5mm orridges are

observed on the plate. The bronze wearing piece should be renewedwhen the wear on the mating

surface reaches 3mm or damages occur to the oilgrooves. Sharp edges which are known to develop

at the periphery of thewearing pieces are likely to impair lubrication and should be rounded off

beforere-using.

90

For filling up oil in side bearer without lifting the coach, oil filling nipples havebeen provided

on the oil well.

Any of the following oils can be used for the side bearers and the quantityrequired per side

bearer is 2.5 litres.

IOC : Servoline-68

HPC : Yantrol-68

BPC : Bharat Univol-68

91 ANCHOR LINKS (Trailer bogies)

Anchor links should be carefully examined for cracks at the weld. The rubber inthe silent

bloc should also be carefully examined for deterioration. Appearance offretting on the edges of the

rubber is an indication of deterioration of rubber.

Whenever a silent bloc is to be replaced, it must be from those that have beenduly tested.

To avoid pre-loading ofthe anchor link while assembling on thebogie, ensure that the assembly can

be done without forcing the link intoposition. This can be done conveniently after lowering the body

on the bogies.

HANGER AND HANGER BLOCKS

Hanger and hanger blocks shown in Fig. given below should be thoroughly cleanedafter

dismantling and examined carefully for cracks /wear and other damages.

The extent of permissible wear on these components is given below:

Trailer bogie

Components Size/New Condemning Wear Shop Issue Size

Hanger block 8 6.5 1.5 7.00

Pin 45 43.5 1.5 44.0

Hanger 354 357 3.0 355.5

Motor Bogie

Hanger block 9.5 8 1.5 8.5

Pin 45 43.5 1.5 44

Hanger 246 249 3 247.5

93

BOGIE BRAKE GEAR

Maximum radial clearance of 1 mm between the brake gear pins and bushes is permitted. If

the clearance is more, the worn out part should be replaced and the standard clearance to be

maintained.

Brake block should be replaced when they wear out to thickness of 16mm byremoving the

looped key from the brake head.

An adjusting palm pull rod with holes displaced at regular intervals is provided inthe brake

rigging to take up slack in rigging due to tyre wear. Adjustment should bedone by relocating the pin

in different holes on this palm pull rod.

94

Refer drawing no. EMU-M-3-2-064 (sheet 1 &2) bogie brake arrangement for 20T axle

bogies.

95 BUFFING & DRAW GEAR

The EMU/MEMU coaches are provided with semi permanent/semi automaticschaku

couplers. These are to be maintained as per the instructions contained inthe Maintenance Manual

supplied by the manufacturers.

96

BUFFER HEIGHT ADJUSTMENT

The maximum centre buffercoupler height from rail level is as follows (mm):

Motor HCC Trailer

ICF 1035 1064 1035

Jessop 1035 1064 1041

BEML 1035 1064 1035

Reasons for lowering the buffer height

1. Wear of wheel tyres. 2. Wear on wearing piece and wearing plate of the side bearers.

3. Wear on hanger, hanger block and pins of the secondary suspension

4. Loss in free heights of primary and secondary coil springs

5. Load deflection characteristics of the primary and secondary springs not being within the

prescribed -limits.

97

CHAPTER 2A

AIR SUSPENSION

SUSPENSION

The bogie features two types of suspension, a primary and a secondary. The primary spring

are arranged in parallel as coil springs.

Each coach having two bogies provided with 16 Nos. of metal bonded conical rubber spring

(8 Nos. per bogie) between the bogie frame and axle boxwhich acts as a primary suspension system.

Each metal bonded conical rubberspring is subjectedto variable, heavy dutydynamic loadingin

vertical, lateraland longitudinal directionduring running.

To increase ride comfort, a secondary spring was fitted. This type of suspension is an air

spring suspension. In the event of a defect (mechanical damage), this can be disabled via a shut-off

valve. This is located below the body. The bogie was equipped with an air spring valve. This ensures

that the same body height is maintained independent of additional load.

Fig.: Primary spring suspension

98

Furthermore, additional damping was provided on the secondary spring in the form of an

hydraulic shock absorber to avoid rocking movements.

Fig.: Secondary air spring suspension

99 AIR SUSPENSION

(Ref: CMI-9802 (Rev.2), February 2008)

Carriage Directorate of RDSO has issued CMI-9802 (Rev.2), February 2008 for “Maintenance

Instructions on Air Suspension for DC, AC & AC-DC EMU/HHP DMU Coaches”. This CMI may be

referred for details.

WORKING PRINCIPLE OF PNEUMATIC (AIR) SUSPENSION

Air suspension is a suspension where properties of air are used for cushioning effect

(springiness). Enclosed pressurized air in a pre-defined chamber called air spring, made up of

rubber bellow & emergency rubber spring, provides various suspension characteristics including damping.

Air springs are height-controlled load leveling suspension devices. With changing loads, air

spring reacts initially by changing the distance between air spring support and vehicle body. The

height monitoring valve (called leveling valve) is in turn actuated, either taking the compressed air

pressure to the air spring or releasing air pressure from it to the atmosphere. This process continues

until the original height is restored as shown in figure given below:

100

WORKING PRINCIPLE OF PNEUMATIC (AIR) SUSPENSION

101

This mechanism ensures a constant floor height on coaches provided with air springs,

irrespective of the load. This greatly reduces problems associated with low buffer/coupler heights.

ADVANTAGES OF AIR SUSPENSION

• Capable to sustain Super Dense Crush Loads typical of suburban traffic.

• Maintain constant floor height of coach.

• Provide superior ride comfort.

• Virtually constant natural frequency from tare to full loads, reducing passenger fatigue.

• Isolation of structure borne noise, this improving comfort.

• Improved reliability, reduced maintenance effort.

• Flexibility to choose characteristics as per requirement at design stage.

CHARACTERISTICS FEATURES OF AIR SUSPENSION

• Soft flexible characteristics in vertical direction- Achieved by compression of air.

• Excellent lateral spring characteristics, as desired- Achieved by variation in effective area in lateral

direction.

• Avoids excess air consumption due to instantaneous modes of vehicle oscillation or change in

air pressure - Achieved by designing delayed reaction leveling valve.

103 CONSTRUCTION DETAILS

The construction of Air Spring is a

robust design which sustains high static and

dynamic loads. It consists of a thick flexible

neoprene rubber bellow which is

sandwiched between top plate and pedestal.

The shape of rubber bellow is suitably

designed to provide uniform pressure on

supporting surfaces which in turn gives

vertical and lateral stiffness. A vertical

marshmallow spring of high stiffness, which

is popularly known as emergency spring is

provided in series with the air cushion and

housed in series with the rubber bellows.

The emergency spring comes into

action when the air spring gets deflated for

some reason or other viz. bursting of Air

spring. When air spring is installed, the top plate is connected to the bolster whereas the pedestal

holds the spring on to the cradle which is the part of bogie frame. An additional air reservoir of 20

litres capacity is connected to the air spring which acts as a buffer for holding the air. Orifice of

adequate size is provided between air spring and additional air reservoir which provides self-

damping characteristics. During motion air keeps flowing between air spring and 20 litres reservoir

through orifice.

Construction details of air spring are shown in figures given below for air spring withoutside

emergency spring &air spring with inside emergency spring.

CROSS SECTIONAL VIEW OF

AIR SPRING

104

AIR SPRING WITH OUTSIDE EMERGENCY SPRING

AIR SPRING WITH INSIDE EMERGENCY SPRING

105 SCHEMATIC LAYOUT OF PNEUMATIC SUSPENSION CONTROL EQUIPMENTS

A schematic layout of pneumatic suspension control equipments has been provided in Fig.7

atpage no. 17 of CMI 9802 which is reproduced below:

OPERATING INSTRUCTIONS

Motorman to maintain 7 bar pressure in compressor.

In case of heavy leakage of air from air spring system, Isolate the affected bogie andobserve speed restriction at 50 kmph up to the terminal point for maintenance.

INSPECTION &MAINTENANCE OF AIR SPRING

• Inspect for any water collection in rubber bellow of air spring.

• Inspect the air spring for any damage or leakage.

• Inspect air spring seat and top plates for corrosion, if corrosion noticed, paint withprimer &

black paint.

INSPECTION OF PIPE LINE

The air spring piping may be checked for any leakage/damage by soap test and repair ifrequired.

106 INSPECTION & MAINTENANCE OF LOWER SPRING BEAM

Inspect all welding joints of the lower spring beam (cradle) and repair ifrequired.

Inspect air spring fixing holes of lower spring beam for elongation, if elongated buildthem to dia.I3 mm or dia. 22 mm.

Inspect the corrosion on top surface of lower spring beam, Remove the corrosion, paintwith primer and black paint.

TEST FOR LEAKAGE

• Connect the hosepipes on the under frame piping with the leveling valves of the bogies.

• Connect pressure gauges to the drain plug locations of I50-litre reservoir.

• Provide packing in the gap between bolster & bogie frame.

• Connect the 150-litre reservoir on the under frame to the compressed air source ofpressure

9.0 kg/cm2.

• Allow air into the air springs to a value of 9.0 kg/cm2in the pressure gauge by adjustingthe

horizontal lever of the leveling valve and keep it in the same position.

• Close the isolating cock connecting MR pipe with 150 litre reservoir.

• Test all pipe joints for leakages.

• Check the pressure gauge readings after one hour. The pressure drop should be within 1%of

the test pressure 9.0 kg/cm2.

• Release the air completely by dropping the horizontal lever.

• Remove the packing.

AIR SUSPENSION CONTROL SYSTEM (SUPPORTING SYSTEM)

Point Control System

In a vehicle supported at four points by independent spring bellows (4-point support), the

asymmetric centre of gravity location and spring compression travel resulting from manufacturing

variations load to supporting force differences and consequently to unequal bellows pressures and

wheel contact forces. If the deadband of the airspring valves is exceeded during spring compression

as a result of track distortion, the disturbance of the spring height geometry causes improper

regulation of the air springs. During this process, a diagonal pair of bellows is supplied with air while

the other pair is exhausted. In this manner, a supporting moment is built up at each bogie resulting

in additional relief of wheel load.

AIR SPRING ACCESSORIES

107

The pneumatic or air suspension system is an active form of suspension which has the

following accessories:

(a) Leveling valve:

This is a height sensing device provided with each air spring. Relative vertical

displacement between bolster and bogie frame is transformed into angular rotation of

leveling valve arm with the help of installation lever. Positive or negative rotation of

leveling valve arm either allows the air to come in the air spring or go out from it. Air

is allowed to either let in or let out through this valve in a controlled manner. For

small vertical oscillation of air spring air does not flow in or flow out as the valve is

provided with a dead-band in central position. Beyond the dead-band in either

direction air flows in throttled, depending upon the magnitude of the vertical

displacement. The total number of leveling valves required per coach is four.

(b) Reservoir 20 lt. Capacity :

This is an integral part of air spring which is mainly provided to increase the

volume of air cushion. On account of load differential during the vertical oscillatory

motion, the locked air tries to flow between air spring bellows and 20 lt. Reservoir

through an orifice which provides inherent damping properties. The 20 lt. Reservoir

is connected to the air spring through a flexible tube. Total no. of such reservoirs

required per coach is four.

(c ) Reservoir 150 lt. Capacity :

The 150 lt. Capacity reservoir acts as a localised air backup in the pneumatic

suspension system. Air is contained in this reservoir at a pressure of 7.0 kg/cm²

which in turn is supplied to individual air springs. One such air reservoir is provided

in each coach.

(d) Two-way Air Filter:

The two-way air filter is provided in the pneumatic suspension system to provide

clean air to air spring and control system equipments. The filter is located after the

main air reservoir having 150 lt. capacity on the outlet side and supplies dust-free air

to both the bogies. The number of two way air filter required per coach is one.

(e) Check Valve (Non-return valve):

The check valve provided in the system is a non-return valve which allows the air to

flow unidirectionally from feed pipe to main reservoir. In the event of failure or

breakage in the feed pipe, the check valve will not allow the air to flow off the

pneumatic suspension system and thus keep the system operative for some time. The

number of check valve required per coach is one.

108

(f) Isolating Cock:

Isolating cocks are provided in the pneumatic suspension system at pre-determined

locations to stop the air supply in either bogies or in the main reservoir for

undertaking local repairs. The total number of cocks required per coach is three.

(g) Duplex Check Valve:

The duplex check valve is a bi-directional valve which allows the air to flow in either

direction, provided the air pressure difference is more than 1.5 kg/cm². This valve is

provided in series with the pipe line joining the two air springs in the same bogie. The

limiting air pressure differential provides roll stiffness for the coach body.

109

CHAPTER 4

BRAKING SYSTEM

EMU is provided with air brake system. This system is operated by Electro

Pneumatically (EP brake system) and also through direct reduction of BP (auto brake

system). BP pipe runs throughout the rake, all angle cocks in between the coaches are kept

open for the BP continuity. BP charging is done from the leading motor coach by turning on

BIV key.

All coaches are fitted with an EP unit under the bogie frame for brake application.

After charging of BP, the whole system i.e all EP unit and auxiliary reservoirs become ready

for EP and Auto brake application.

Each motor coach is provided with eight brake cylinders and each trailer coach is

provided with four brake cylinders. Brake cylinder pressure is set at 1.5 kg/cm² for motor

coaches and 1.8 kg/cm² for trailer coaches. All trailer coaches are provided with brake

cylinder pressure gauge under the bogie frame.

In every coach one EP isolating cock (EPIC), one auto isolating cock (AIC), and two

bogie isolating cock (BIC) one for each bogie are provided. Each coach is also provided

with a release valve for manual releasing of brake, which can be operated from either side

of the formation ( BRH ).

In every driving cab a duplex gauge is provided for indicating MR and BP pressure.

One brake cylinder pressure gauge and one BP pressure gauge is also provided for guard.

An emergency brake valve is provided in every driving cab. Braking of EMU is

effected by brake rigging arrangement, by wheel clasping or gripping by brake blocks both

sides.

TYPES OF BRAKE IN EMU/MEMU

There are following types of brakes provided in EMU/MEMU:

Electro-pneumatic (EP) brake.

Auto brake.

Driver’s emergency brake.

Guard’s emergency brake.

Dead-man brake.

Hand brake in conventional EMUs.

Parking brake in MEMUs and EMUs fitted with air spring.

MAIN COMPONENTS OF THE BRAKE SYSTEM

110

A main reservoir system consisting of a main compressor in each Motor coach

feeding into main reservoirs on Motor coaches & supplementary reservoirs on Trailer

coaches interconnected from end to end of the train by a main reservoir (MR) pipe with

flexible couplings in between the coaches.

The MR pressure is maintained between 6 to 7 kg/cm2 by means of pressure governor

(MCP Governor) controlling each compressor.

All the main compressors in a train are synchronized to start & stop together.

A brake pipe (BP) from end to end of the train with flexible interconnections between

coaches. The pressure in this pipe is maintained at 5 kg/cm2 to keep the

automatic brakes released.

A brake unit in each coach consisting of the controlling valves for control of

EP & Auto brakes.

The brake cylinders on each bogie with automatic slack-adjusters and

associated brake rigging. Usually the number of brake cylinders are 4 per bogie on

Motor coaches & 2 per bogie on Trailer coaches. However the number of brake

cylinder is 4 in motor and trailer coach bogies fitted with air spring arrangement.

A brake controller in each driving cab. The controller in the driving cab is being

made operative by means of an “isolating valve switch” operated by the

driver’s Brake Isolating Key.

A brake application relay in each driving cab. The one in the operative cab

responding to the operation of the brake controller to control the supply to the brake

control train wires carried along with the other control wires through inter-

vehicular jumpers/couplers.

Five train wires, viz. EP supply wire, brake application wire, brake holding wire,

brake application indication wire & EP return wire.

A pilot valve & emergency valve to operate the brakes if the dead-man’s

device is released.

Isolating cocks, pressure gauges, pressure governors & control switches.

Release valve with pull chain for manual release of brakes in each coach.

DIFFERENT ISOLATING COCKS

The isolating cocks are provided in the different areas of pneumatic pipe lines

to facilitate the isolation of a particular circuit or equipment whenever required. When

the handle of the isolating cock is parallel to the pipe line it indicates the cock is opened

to air supply & when the handle is at 90, the cock is closed to air supply. Various isolating

cocks are:

111

i) CIC – Compressor isolating cock to stop air supply from the main compressor.

ii) BIC – Bogie isolating cock to stop air supply to the brake cylinder of a

particular bogie. Each bogie is having an individual isolating cock.

iii) EPIC – EP unit isolating cock to stop air supply to the EP unit of a particular

coach.

iv) ICA – Isolating cock for auto brake to isolate auto brake of a particular coach.

v) MR Isolating Cock – Provided at both end of each coach for cutout MR

pressure supply to a particular coach whenever required.

vi) BP Isolating Cock – Provided at both end of each coach for cutout BP

pressure supply to a particular coach whenever required.

vii) Horn Isolating Cock – Provided in driving cab to stop air supply to the horn

circuit.

viii) Dead-man Isolating Cock - To stop air supply to the dead-man valve & is provided

on BP pipe line below driving cab.

ix) Isolating Cock for Control circuit - To stop air supply to the pneumatic control

circuit of tap-changer and switch group & is provided in HT compartment.

Generally this cock is known as control cock.

x) Panto Isolating cock - To stop air supply to the Panto circuit.

xi) Air dryer isolating cock – To stop air supply to the air dryer in case of air

leakage/non- functioning of air dryer. There are three cocks viz. ‘A’, ‘B’ & ‘C’.

In normal condition, cock ‘A’ & ‘B’ are to be kept open and cock ‘C’ will

remain closed. In case of isolation of air dryer, cock ‘C’ is to be made open and

cock ‘A’ & ‘B’ are to be made isolated.

xii) Parking brake isolating cock with vent hole (located in driving cab/LT

compartment where parking brake is provided) - To stop air supply to the parking

brake and release the air from parking brake cylinder. Thus parking brake needs

to be uncoupled mechanically when parking brake is isolated since parking

brake gets applied when there is no air in the parking brake cylinder.

In new EMU rakes parking brake isolating cock is provided in each bogie

xiii) Parking brake magnet valve by-pass cock (where parking brake is provided) -

Normally the cock will remain in isolated condition. In case of failure of

parking brake magnet valve, the cock is to be made open so that MR pressure will

directly go to the parking brake cylinder by-passing the magnet valve. The cock

is located in LT compartment/driving cab.

In modified parking brake arrangement, Rotex make magnet valve is provided

which is having two push button, application & release. Therefore by-pass

arrangement is not required in the coaches provided with modified parking brake

arrangement.

112

Following isolating cocks are provided in newly supplied coaches provided

with air spring:

i) Air spring isolating cock (ASIC) – To stop air supply to the Air spring in

entire coach.

ii) Air Spring bogie isolating cock (ASBIC)- To stop air supply to the Air spring

in each bogie.

DRAIN COCK

In the pneumatic system the hot compressed air delivered from compressor

carries moisture particles which in turn get accumulated in the reservoirs & dust-collectors

and pipe lines. It is essential to drain the accumulated water periodically to improve

the reliability of pneumatic equipments. To facilitate periodical draining, drain cock is

provided in main reservoir, supplementary reservoir, horn reservoir, panto reservoir,

ABB reservoir & centrifugal dust collectors. The drain cock handle when remain parallel to

the pipe line indicates cock is closed & when the handle is at 90 indicates cock is 0

open for draining.

DIFFERENT AIR RESERVOIRS

MAIN RESERVOIR

It is located in the under-frame of the Motor coach. Compressed air created by the

main compressor is stored in main reservoir & is called MR pressure. During EP

brake application, compressed air is fed to the brake cylinder from main reservoir

through EP unit.

The main reservoirs are fitted with drain cocks for draining off the condensate.

SUPPLEMENTARY RESERVOIR

Each Trailer coach is provided with two supplementary reservoirs connected in

parallel and located at under-frame. These reservoirs are connected with the main

reservoir of Motor coach meant for storing the compressed air. During EP brake

application, compressed air is fed to the brake cylinder from supplementary reservoir

through EP unit.

AUXILIARY RESERVOIR

This reservoir is a part of brake circuit and is connected to brake pipe through

triple valve of EP unit & remains charged at a pressure of 5 kg/cm when the brakes

are released. During auto brake application, compressed air is fed to the brake cylinder from

auxiliary reservoir through EP unit.

Equalizing Reservoir:

This reservoir is located in the underneath of driving cab and connected with

equalizing discharge valve through isolating valve switch of brake controller & contains

compressed air at a pressure of 5 kg/cm2.

HORN RESERVOIR

113

It is located in the under-frame below the driving cab & is connected

to the MR pipe line. Requisite compressed air supply needed for horn sounding is made

available by this reservoir.

CONTROL & PANTO RESERVOIR

These two reservoirs are provided in HT compartment. Control reservoir is provided

for supplying compressed air to the tap changer & switch groups. Panto reservoir is provided

for supplying compressed air to the Servo motor of pantograph and ABB.

DIFFERENT TYPES OF GOVERNORS

i) ACP (Aux. compressor) governor

This is located at HT compartment and controls the working of aux.

compressor. The governor is set at 5.2 kg/cm2 (cut in)/ 6.7 kg/cm (cut out). There is a

bypass switch (located in driving cab) in parallel with this governor. This is a

normally closed type governor i.e. after building up of requisite pressure it’s inter

lock opens to switch off the ACP.

ii) MCP (main compressor) governor

This is located at HT compartment and controls the working of main

compressor. The governor is set at 6 kg/cm2 (cut in )/7 kg/cm2 (cut out). There is

a bypass switch (located in driving cab) in parallel with this governor. This is a

normally closed type governor i.e. after building up of requisite MR pressure it’s inter

lock opens to switch off MCP.

iii) ABB governor

This is located at HT compartment and prevents the closing of ABB in

low pressure. The governor is set at 4.5 kg/cm2 (cut out) & 5.2 kg/cm2 (cut

in). This is a normally open type governor i.e. after building up requisite

pressure its inter-lock gets closed.

iv) CONTROL governor

It is provided in driving cab on BP pipe line to prevent the closing of

Motor contactors till BP line is charged. This governor is set at 3.2 kg/cm2

(cut-out)/4.2kg/cm2 (cut-in) and is having a bypass switch located in driving

cab. This is a normally open type governor i.e. after building up requisite pressure

its inter-lock gets closed.

114

v) Equipment governor

It is connected to incoming pipe line of tap changer and switch groups

to prevent closing of EP contactor at low pressure and is located in HT

compartment. This governor is set at 3.2kg/cm2 (cut-out)/4.2kg/cm2 (cut-in) and is

having a bypass switch located in driving cab). This is a normally open type governor

i.e. after building up requisite pressure its inter-lock gets closed.

vi) Parking Brake governor

This is provided in newly received motor coaches and MEMUs in

which provision of parking brake is made. It prevents closing of motor contactors

and extends feed to indication lamp if parking brake is in applied condition.

This governor is set at 3kg/cm2 (cut in) and 2kg/cm2 (cut out).

DIFFERENT SAFETY VALVES

The safety valves are provided in pneumatic circuit to protect the related circuit from

building up of excessive pressure in the system.

ACP Safety Valve

This is provided in control circuit and located in HT compartment. The safety valve is

set at 7.75kg/cm2

MCP Safety Valve

This is provided in main compressor pipe line and is set at 7.75kg/cm2.

Low pressure Safety Valve

This is provided in LP delivery of main compressor and is set at 3.5kg/cm2.

Brake cylinder

This is provided in EP unit of each motor coach and trailer coach. Safety Valve is set

at 2.7kg/cm2 for motor coach) and 3.5kg/cm2 for trailer coach.

116

PNEUMATIC CIRCUIT OF MOTOR COACH

117

Auxiliary compressor and its associated pipe line in HT compartment is

responsible for creating air pressure initially to raise the pantograph, closing of ABB

and operating the EP contactors. The ACP will cut off automatically at 6.7 kg/cm2 pressure

through ACP 2 governor. The governor can be bypassed by a switch called ACP bypass

switch. A safety valve is provided which acts whenever air pressure rises beyond 7.75

kg/cm2. Air produced by ACP is stored in three reservoirs, called control reservoir,

panto & ABB reservoir.

The pressure required to raise the pantograph and to keep it in raised condition,

is fed to servomotor from panto reservoir through panto operating valve and throttle

valve. A panto isolating cock is provided before panto operating valve to isolate the

concerned pneumatic circuit whenever necessary. The raising and lowering of

pantograph is controlled by means of two latch type operating valves (called raising valve

and lowering valve) which are operated from driving cab through BL switch, fed from 110V

DC supply.

The minimum air pressure required to raise the pantograph is 4.5 kg/cm2. The throttle

valve regulates the raising time (6 to 10 seconds) and the lowering time (10 seconds) of

pantograph. The required air pressure for closing the circuit breaker goes from ABB

reservoir. The ABB reservoir is fed from ACP through a non-return valve for protection

against any loss of pressure in its preceding circuit. A pressure switch called ABB governor is

connected with ABB reservoir to prevent the closing of ABB in low pressure.

The pressure required for operation of EP contactors (in tap-changer and switch

group cubicle) is fed from control reservoir. This reservoir is initially fed from ACP

through a limiting valve which reduces the pressure to 5 kg/cm2. An isolating cock (named

control cock) is provided before control limiting valve to isolate control circuit whenever

necessary. A pressure switch called Equipment governor is provided in control reservoir

pipe line after the limiting valve which prevents the closing of EP contactors at less

air pressure to avoid unwanted flashing and welding of the contactors.

The pneumatic circuit in HT compartment is interconnected with the main reservoir

air supply through a non-return valve so that once coach is energized and MCP starts

working, ACP will not work further. Thus the whole pneumatic circuit is fed from main

compressor.

119 AUXILIARY COMPRESSOR

Auxiliary compressor is provided in each motor coach for building up air pressure for

initial energizing of EMU. This air pressure is stored in panto reservoir, ABB reservoir and

control reservoir. It is used to raise the pantograph and to close ABB initially. It is also used

for low-tension test conducted by maintenance staff.

COMPRESSOR

Make : ElgiFesto

Type : Single cylinder, Reciprocating,

Monoblock

Power required : 1 H.P.

Maximum operating pressure : 8 kg/cm

Piston Displacement : 150 lpm

Speed at 8kg/cm : 1500 rpm

Crank case lubrication : 300ml

MOTOR

Make : Elgi Electic

Type : Open TYPE, Screen protected

Power Supply : 110V DC

Current : 8.5A

120 MAIN COMPRESSOR

MCP is a horizontal three cylinders, two stage, pipe ventilated and flood-

proofed machine of light weight construction, directly driven through an extended crank shaft

by an integral electric motor. MCP sucks atmospheric air through oil bath suction

filter, compresses it to a pressure of about 3kg/cm2 in low pressure (LP) stage.

This hot and compressed air passes through inter cooler where it gets cooled and then

enters the high pressure (HP) suction side. In HP stage of the MCP, the air is finally

compressed to a pressure of 6 to7 kg/cm2 and passes through after cooler and finally

gets delivered into 2 main reservoir through a non-return valve.

Presently two types of main compressor are used in EMU/MEMU motor

coaches. These are KPC 3HC55 and ELGI TRC 1000 DCM.

Specification of KPC make compressor:

Model : KPC 3HC 55

Type : Reciprocating, Air Cooled, Forced Feed

Lubricated,

Mono-block.

No. of Cylinders : 3 (LP-2 & HP-1)

No. of Stages : 2

Nominal Speed : 1150 rpm.

Swept Volume : 1560 lts/min.

Free Air Delivered : 1075 lts/min.

Power Input at 7 kg/cm2 : 8.5 KW

Sump Capacity : 6.24 lts. Max. & 3.12 lts. Min.

Recommended Lubricant : Servo System 68 or Enklo 68.

Specification of ELGI Compressor:

Model : ELGI TRC 1000 DCM

Type : Reciprocating, Air Cooled, Forced Feed

Lubricated,

Mono-block.

No. of Cylinders : 3 (LP-2 & HP-1)

No. of Stages : 2

Nominal Speed : 1160 rpm.

Free Air Delivered : 1100 lts/min.

Power Input at 7 kg/cm2 : 9 KW

Sump Capacity : 6.25 lts. Max. & 3.25 lts. Min.

Recommended Lubricant : Servo System 68 or Enklo 68.

Specification for Motor for ELGI Compressor:

Model : 160 EMC/1

Voltage : 110V DC

Current : 99A

121

Output : 9.12 KW

RPM : 1160

Weight : 265 kgs (Approx.)

Make : Elgi Electric & Industries Ltd.,

Specification for Motor for KPC Compressor:

Model : To suit 3HC 55 KPC compresor

Voltage : 10V DC

Current : 96 A

Output : 11.38/9.12 KW

RPM : 1150

Weight : 245 kgs (Approx.)

Make : Laxmi Hydraulics Pvt. Ltd.

Twin tower heatless regenerative type Air dryer is provided in EMUs/MEMUs

to ensure supply of clean & dry air and does not allow any condensation of the moisture in

the system for trouble free operation of electro-pneumatic and pneumatic equipments. It is

light weight (not exceeding 100 Kg.) equipment, mounted in under frame on

compressor delivery pipe line. The air dryer is capable to work at nominal MR pressure

between 6-8 kg/cm2in EMUs/MEMUs.

IMPORTANCE OF AN AIR

DRYER IN PNEUMATIC

CIRCUIT

Moisture in a

compressed air system can

corrode air pipe lines and

equipments, wash away

122

equipment lubrication, decrease reservoir volumes. Moisture & oil may disturb

specified timing of air brake valves. Moisture & oil may also cause damage to the rubber

components of air brake valves & other equipments.

Major components of air dryer:

1. Coalescing filter assembly

2. Drain valve

3. Desiccant housing

4. Purge valve

5. Humidity indicator

6. Electronic control module

7. Solenoid valve

8. Pressure switch

Coalescing filter assembly functions to remove volume moisture, oil aerosols

and debris from compressed air before entering desiccant element.

Drain valve is pneumatically operated & piloted by air furnished by solenoid valve. It

is a double seated valve which operates to exhaust the coalescing filter housing air

upon each cycle of the dryer.

Desiccant housing contents desiccant element with cap screw. Desiccant element is

cylindrical shaped nylon felt bag, approximately 11” L X 4” dia. Each bag contains just less

than 5 pound of air brake quality molecular sieve desiccant.

Purge valve is located at the bottom of the desiccant tower. The purge valve

acts to direct the volume in the desiccant tower to atmosphere by tenderization of

solenoid valve.

Humidity indicator is used to determine the operating condition of the dryer. A

litmus paper is provided, with the change of its colour condition of the air dryer can

be determine as follows:

Blue - Satisfactory

123

Pink - Approaching saturation

White - Saturated

Brown - Desiccant element is saturated with oil & needs replacement.

Electronic control module alternately energizes & de-energizes the solenoid

valve to provide purging & regenerative cycles of the desiccant tower.

Solenoid valve is provided in each side of the dryer for its controlling. One

valve is energized at a time. On energization of solenoid valve air is sent to inlet check

valve, outlet check valve, purge valve & drain valve.

Pressure switch is the component of electronic controls. It delays the operation of

dryer until the main reservoir system pressure reaches to 7 bar.

Normally by-pass cock ‘C’ will remain isolated, cock ‘A’ & ‘B’ will remain open. In

case of failure of air dryer due to air leakage or non-functioning cock ‘C’ to be made open

to bypass the air dryer and cock ‘A’ & ‘B’ are to be isolated.

In no case cock ‘A’ or ‘B’ & ‘C’ are to be kept isolate simultaneously since it will

stop the passage of air flow generated by the compressor and thus air pressure will be

excessive high in compressor delivery pipe line between the isolating cocks and compressor

which may cause bursting of after cooler/ inter cooler pipe line. To prevent the same

an additional safety valve (set at 8 Kg. /cm) has been provided 2 after the air cooler to blow

out the excess pressure in the pipe line at said zone.

Inter cooler and after cooler are provided to reduce the temperature of the compressed

air. In general, they are lengths of plain pipes and are exposed to a definite flow of

external cool air.

The compressed air coming out of main reservoir is called MR pressure and is

at a pressure of 7 kg/cm2. This MR pressure is utilized for feeding following circuit:-

For feeding entire pneumatic circuit in HT compartment when the motor coach is

energized.

For feeding supplementary reservoirs in trailer coaches and MR reservoir in

motor coach required for supplying compressed air to brake cylinders during EP brake

application.

For feeding horn reservoir in driving cab required for horn sounding.

For feeding entire BP pipe line and its associated reservoirs in the rake

through reducing valve in brake controller.

Brake pipe pressure is obtained through reducing valve of Brake Controller

which reduces incoming MR pressure to a pressure of 5kg/cm. Aux. reservoirs in motor

coach 2 and trailer coach are connected to brake pipe through triple valve of EP unit

and is maintained at a pressure of 5kg/cm. This brake pipe pressure is utilized to

supply 2 compressed air to brake cylinder during ‘Auto’ brake application, Dead-man-

brake application, Guard’s emergency brake application. During Driver’s emergency

brake application BP pressure is destroyed to actuate Auto brake application with EP

brake simultaneously.

124

Brake pipe is 1 inch. in diameter and green in colour, whereas MR pipe is ¾ inch in

diameter and red in colour.

Pipe line air filters with drain cocks are fitted in the MR pipe at the junctions

of the branch pipes leading to the brake controller. The purpose of these filters is to

prevent water and possibly other impurities from entering the brake controller.

Duplex pressure gauge and single pressure gauge are mounted near the brake

controller in the driver’s compartment. The former indicates the pressure in the main air

reservoir pipe and in the automatic brake pipe, while the later shows the pressure in

the brake cylinder.

Isolating cocks are fitted in the supply pipes leading to the EP brake unit.

These isolating cocks may be used in the event of a defect occurring in the EP circuit, to cut

off the air supply. Isolating cocks are also provided in the brake cylinder pipe leading to the

bogies. In the event of failure of brake in one of the bogies for instance rupture of

hose connection, the pipe leading to that bogie can thus be isolated, while the brake in other

bogie continues to operate. The passage of brake cylinder pipes from bogie frame to the

brake cylinder is connected through rubber hose.

BRAKE CONTROLLER

Electro-pneumatic brake controller is installed in the driving cab of the train to control

the application and release of both the EP and Automatic brakes. Presently two types of

brake controller are used in EMU/MEMU and these are:

ED-6 type brake controller of Westinghouse make

Modular brake controllers of Escorts make (Type- ESBC-II, ESBC-III, ESBC-III M).

Each type of brake controller is provided with a controlling handle with following

positions:-

Position I - Release & Running

Position II - Full service EP

Position III - LAP

Position IV - Service Automatic

Position V - Emergency

Selection of type of brake to be applied is decided by Motorman by keeping the handle in

desired position. The EP brake is controlled in between position I and II while the

automatic brake in positions I, III and IV. Both EP & Auto brakes are applied in position V

(Emergency position).

WESTING HOUSE BRAKE SYSTEM (WSF)

The parts of the brake controller are

1. Brake controller handle,

2. Self-lapping cylinder,

3. Puppet valve group, (A, B, C & D)

4. Equalizing discharge valve,

125 5 Pressure reducing valve,

6. Equalizing reservoir

7. Brake isolating valve switch key operated.

8. Application and holding contacts.

EQUALISING

ISOLATING VALVE SWITCH

REDUCING VALVE

DISCHARGE VALVE

PUPPET VALVE GROUP

SELF LAPPING CYLINDER

EXIT

BPBCMR

ER

5 KG/SQ.CM

7 KG/SQ.CM

B

C

DIAGRAM OF BRAKE CONTROLLER

RELEASE AND RUNNING POSITION

D

M.R. GAUGE

A & B VALVES OPENEDC & D VALVES CLOSED

CLOSEDCLOSED

OPENED OPENED

(NO ACTION)

A

126

Main

parts of

Modular

brake

controlle

r:

T

he ‘C’

bracket

T

he Auto

valve

unit

H

and

operated

isolating

valve

M

R

isolating

valve

R

educing

valve

E

qualising

Discharge Valve

BC feedback cylinder isolating valve

In each type of brake controller, above parts are mounted on the controller pipe bracket.

Pneumatic connection between the valves and pipe bracket are made through

ports in the fixing flanges and bolting faces. The connections are sealed by synthetic

gaskets.

The external pipe work is permanently connected to the pipe bracket and

compressed air is distributed within the controller by passages in the pipe bracket casting.

127 EP UNIT

Each motor coach and trailer coach in a rake is provided with an EP brake unit,

through which, depending on the pre-controlling action of the brake controller, air is

admitted to or exhausted from the brake cylinders. This EP unit is connected to the MR pipe

as well as to the BP pipe. Centrifugal filters with drain cocks are provided at the

junction of branch pipes, for the separation of condensate.

Presently two types of EP units are used namely WSF type and EK (Escorts-Knorr)

type EP unit.

Main parts of WSF EP unit

• Triple valve:

The diaphragm operated triple valve is part of the automatic brake

equipments and controls the application and release of the brakes in conjunction

with the auxiliary reservoir when the air pressure in the brake pipe varies. This valve

consists of:-

i. Graduating valve- This valve connects the auxiliary reservoir to BC

line when the brake pipe pressure is reduced during auto brake application.

After recharging of BP pipe, when BP pressure and auxiliary reservoir’s

pressure becomes equal then this valve disconnects the aux. resv. supply to BC

line.

ii. Quick Service valve - This valve connects the brake pipe to the triple

valve bulb and causes a local reduction in brake pipe pressure. This

decreases the time required for the brake pipe pressure to reduce sufficiently

to actuate operation of the triple valve on the next vehicle to the rear, when a

similar local brake pipe pressure reduction occurs. The action of successive

triple valves in increasing the rate of brake pipe pressure (which was

reduced during auto brake application) ensures an even and nearly

simultaneous response of the brakes throughout the train.

iii. Bulb Exhaust valve – Through this valve the brake pipe pressure

temporarily stored in triple valve bulb gets exhausted to atmosphere when the

triple valve is in release condition. This empty bulb then ensures storing of

brake pipe pressure (thus ensuring additional drop in BP pressure) through

quick service valve during next auto brake application.

iv. BC Exhaust valve- This valve closes the exhaust port of BC line to atmosphere

during auto valve application and connects the same during release of auto

brake.

• Magnet Valve Unit (EP portion) consists of:

i. Holding Magnet valve - During EP brake application this valve closes the

BC exhaust port to atmosphere and during release connects BC pipe to

atmosphere.

ii. Application Magnet valve- During EP brake application this valve connects

MR line to BC line and thus supplies compressed air to brake cylinder required

for brake application

128

iii. Application Check valve- This valve retains the compressed air in the brake

cylinders while the brake is held at constant pressure with the application

magnet valve de-energized.

• Stabilizing valve- This valve and its associated bulb ensures that the triple valve is

always in the ‘Release’ position when the EP brake is being used.

• Limiting valve- The maximum brake cylinder pressure which can be obtained during

EP service brake application is determined by the setting of the limiting valve.

• Safety valve- Safety valve releases any excessive pressure, which may arise in the

brake cylinders under abnormal conditions.

Main parts of EK type EP unit:

• Holding magnet valve- During EP brake application this valve closes the BC

exhaust port to atmosphere and during release connects BC pipe to atmosphere.

• Application magnet valve – During EP brake application this valve connects MR line

to BC line and thus supplies compressed air to brake cylinder required for brake

application.

• Triple valve –This valve is responsible for auto brake application and supplies

compressed air to brake cylinder by connecting the auxiliary reservoir to BC line

when there is a drop in brake pipe pressure.

• Stabilizing valve- This valve is used in conjunction with the EP brake. The

purpose of this valve is to reduce the pressure in the auxiliary reservoir to about 0.2

kg/cm (3psi) below the pressure reigning in the automatic brake pipe. This

reduction is necessary in order to prevent the direct-release triple valve connected to

the EP brake unit from being moved out of release position into lap position by pressure

fluctuation that may occur. The stabilizing valve reduces the pressure in the auxiliary

reservoir by connecting it with a bulb in the valve support. The pressure in the

brake cylinder controls this valve.

• Limiting valve- The function of the pressure limiting valve is to limit the air

pressure in BC pipe line to a specified value (3.2kg/cm).

• Safety valve- This valve protects the brake cylinder line from over-pressure thus

preventing consequent damage on brake-block and wheel.

• Check valve- During purely pneumatic application, the check valve prevents the

escape of air from the brake cylinders through the exhaust port of holding magnet valve.

129 ELECTRO-PNEUMATIC (EP) BRAKE:

The EP brake is an electrically controlled and pneumatically applied straight

air brake which admits compressed air to the brake cylinders under the control of two

magnet valves i.e. holding magnet valve and application magnet valve on each coach of the

train.

It is referred as service brake for EMU.

All the magnet valves and brake controller are connected by train wires

(usually with contactors included in the ckt.). Movement of the brake controller handle

between position I (Release and Running) and position II (Full EP) connects the

holding contact first. This in turn closes the holding contact of EP relay and energizes

wire no. 37. As a result holding coil of each EP unit provided in each coach is

energized and brake cylinder exhaust port to atmosphere is closed. The system is now

ready to hold the pressure. Further movement of the brake controller handle closes the

application contact which in turn closes application contact in EP relay thereby energizing

wire no. 38. Charging of wire no. 38 actuates application magnet valve in each EP

unit and allows MR pressure to brake cylinder line through limiting valve which is

set at 1.6 kg/cm in motor coach and 2 kg/cm in trailer coach. In HCC bogies fitted

with air spring the brake cylinder pressure in trailer coach is 1.2 kg/cm whereas the

brake cylinder pressure in motor coach remains same i.e. 1.6 kg/cm

Gradual application of EP brake is determined by the amount of handle

movement of brake controller from position I and is controlled through self lapping

mechanism in brake controller. Maximum EP service braking is obtained with the handle in

position II.

During release of EP brake, brake controller handle is moved towards position

I. As a result application contact gets opened de-energizing wire no. 38. Consequently

application magnet valve in each coach gets de-energized stopping further supply of MR

pressure to brake cylinder line. Further movement of brake controller handle at position

130

SIMPLIFIED CIRCUIT OF PNEUMATIC SYSTEM IN WAU4

131

I open the holding contacts and thus cut the feed to wire no 37 resulting in

de-energization of holding magnet valve in each coach. This results in opening of

exhaust port and connects compressed air of brake cylinder to atmosphere. Hence release

of EP brake is achieved.

AUTOMATIC BRAKE:

This is a purely pneumatic brake and during parting of train this brake comes

into action automatically and hence the term AUTO BRAKE is coined to it. Automatic

brake is controlled by varying the air pressure in the brake pipe which a continuous

pipe is carried through out the length of the train. The brake pipe is charged with

compressed air delivered at constant pressure of 5kg/cm by the reducing valve

mounted on the brake controller pipe bracket. The high-pressure air supply to the

reducing valve is obtained from main reservoir system.

LIMITING VALVE

LIMITING VALVE

WHEEL BC

BRH

BIC

ADDITIONAL

3.5 KG/CM2

BC WHEEL

SV 2.0 KG/CM2

HMV

Ex Port

1.5/1.8 KG/CM2

BIC

Ex Port

BLOCK DIAGRAM OF EP.BRAKE

EPIC

MCP

38

MR

37

AMV

7.0 KG/CM2

7.0 KG/CM2

EP.UNIT

CONTROLLER BRAKE

BIV KEY

BC

1.5/1.8 KG/CM2

BCWHEEL

BRH

AUX. RESERVOIR

BIC BIC

Ex Port

ALV

prk

WHEEL

SV 2.0 KG/CM2

BLOCK DIAGRAM AUTO BRAKE

5.0 KG/CM2

BRAKE CONTROLLER

EP.UNIT

7.0 KG/CM2MCP

VALVE

TRIPPLE

AIC

MR

Ex Port

BIV KEY

132

The automatic brake is applied by discharging air from the brake pipe and

released by restoring the air pressure in the brake pipe.

A triple valve on each vehicle is connected to the brake pipe and applies or

releases the automatic brake in response to the brake pipe pressure variations.

Graduated application of auto brake is achieved through graduated destruction of

equalizing pressure of brake controller. Bringing the brake controller handle first to

‘Auto’ position and then to ‘Lap’ position can do this. Equalizing reservoir in driving

cab is charged to brake pipe pressure. The reduction of pressure in the equalizing

reservoir is reproduced in the brake pipe by the equalizing discharge valve, which

closes slowly and prevents pressure surges from being set up in the brake pipe.

During AUTO brake application BP pressure is reduced by bringing the brake

controller handle to AUTO position. This pressure reduction acts on the triple valve in

the EP brake units, through which the auxiliary reservoirs are connected to the brake

cylinders.

Depending on the degree of pressure reduction, a corresponding pressure rise is

produced in the brake cylinders. By reducing the pressure in the automatic brake pipe

step by step, the brake cylinder pressure can be increased step by step, until, in the full

application position, the maximum brake cylinder pressure is reached. This is limited by a

safety valve in the EP brake unit to 4kg/cm .When the handle is moved back towards

running position, for release the pressure in the automatic brake pipe is raised again,

whereupon the brake cylinders are fully exhausted. Thus graduated release is not

possible when using the automatic brake. During release, the auxiliary reservoirs are

simultaneously recharged with air pressure from the automatic brake pipe.

DRIVER’S EMERGENCY BRAKE:

This brake is provided to the driver to initiate brake application in case of an

emergency and driver has no time to opt for a particular type of brake e.g. EP brake or AUTO

brake.

To affect emergency brake application, the brake controller handle is to be

kept in emergency position.

In the emergency application position the automatic brake pipe is rapidly and

directly exhausted via the brake controller, so that when the electrically controlled

brake is in operation the automatic air brake also comes to action. Thus rapid application

brake is ensured.

133 DEAD-MAN BRAKE:

As EMU/MEMU train is single man’s drive, it is necessary to provide a device

of brake application as well as cut off the traction feed to bring the train to a stop in the

event of incapacitation of the driver. This is arranged by means of a dead-man device

associated with the master controller. With the reverser key thrown in the either

position (forward or reverse), the MP handle has to be kept under continuous pressure. If

the pressure on the handle is released for any reason, power for traction control circuit

is interrupted and brake is applied automatically.

The application of brake is being done through the pilot valve and dead-man

valve. The dead-man valve has two chamber-upper and lower chambers. The upper

chamber is connected to the pilot valve of MP, while the lower chamber is connected to

exhaust. In normal condition the pressure in both chambers are equal. The pilot valve

is fitted on MP and mechanically coupled with MP handle. If the MP handle is

released while reverser is thrown in either direction then the pilot valve will vent BP pressure

slightly.

This will cause an imbalance of pressure in two chambers of dead-man valve

resulting rapid exhaust of BP pressure through dead-man valve lower chamber

connected with exhaust. This reduction of BP pressure causes auto brake application.

GUARD’S EMERGENCY BRAKE:

This brake is provided to guards for application of brake under emergency.

This is a kind of auto brake actuated by rapid destruction of BP pressure through a

guard’s emergency valve provided at guard’s side in the driving cab.

This valve is basically an isolating cock, one end of which is connected to brake pipe

and the other end to atmosphere. Normally this valve is kept closed. In case of an emergency

the guard operates the handle to make it ‘ON’ which results in rapid exhaust of BP

pressure to atmosphere, thus causing auto brake application.

PARKING BRAKE:

This system of brake is provided in all the MEMU motor coaches and EMU

motor coaches provided with air spring in secondary suspension. Parking brake is

applied while the rake is stabled and thus to prevent rolling. Hence parking brake is a

substitute of hand brake.

Four numbers of parking brake cylinders have been provided in each motor

coach adjacent to wheel number 1, 3, 5 and 7. These cylinders are mechanically coupled

with existing brake cylinders’ piston through lever arrangement. Function of parking

brake cylinder is just opposite to the normal brake cylinder.

When the air pressure is applied to parking brake cylinder, the brake gets

released and when there is no pressure in the parking brake cylinder the brake is

applied by the spring action. The spring is provided inside the parking brake cylinder.

Working of the cylinder is being controlled by a magnet valve provided in MR pipe line

and is located in driving cab. The magnet valve is energized through a switch in BL

box in driving cab.

134

During running condition the switch will remain in ‘ON’ position and thus air

will be supplied to the parking brake cylinder through a limiting valve (known as parking

brake limiting valve set at 5 kg/cm and is provided in driving cab) and parking brake will

be in released condition. In stable condition, the parking brake switch is to be put ‘off’

and thus brake will be applied.

A governor is provided on parking brake cylinder line. This governor has two

interlocks- one N/O contact connected in motor contactor control circuit and one N/C

contact provided for indication of parking brake application in driver’s LED indication

panel.

When parking brake is applied, there is no air in the parking brake cylinder. Then

N/O contact of the governor will be opened causing non-closing of motor contactor and at the

same time parking brake application indication will glow through its N/C interlock.

During release of parking brake air will be available in parking brake cylinder line.

This will cause closing of N/O contact resulting in closing of motor contactor and

opening of N/C contact to extinguish the parking brake application indication. A

bypass switch is connected in parallel with parking brake governor, so that in case of non-

functioning of governor, the switch is to be put ‘ON’ to bypass the governor. A

manual release device (release handle) is provided in the system to uncouple the

parking brake manually if required.

A bypass isolating cock is provided in parallel to parking brake magnet valve

and is normally kept isolated. In case of failure of magnet valve, this cock is to be made

normal to supply air to the parking brake cylinder bypassing the magnet valve.

During shunting work in dead condition of motor coach, it is required to

release the parking brake. So the release handle is to be operated to uncouple the

parking brake lever which is coupled with the brake cylinder piston.

137

Conditions warranting for mechanical release of Parking Brake.

1. Parking brake not released by putting PB switch in ‘on’ position

due to any electrical fault or defect in magnet valve.

2. Non-availability of MR pressure.

3. Disconnection of ‘B’ jumper (parking brake in rear M/C to be

released manually).

4. For movement of loose M/C in dead condition.

5. Any mechanical fault in the system.

Instructions for motormen & maintenance staff for mechanical release of parking

brake on line due to any of the reasons mentioned above.

1. Provide skid, release EP & Auto brake.

2. Keep the parking brake switch ‘on’ in BL box.

3. Ensure parking brake MCB in driving desk is ‘on’.

4. Isolate parking brake isolating cock in affected M/C.

5. Manually release the parking brake on wheel no. 1,3,5,7 in affected

M/C & ensure brake blocks are released from wheels.

6. Put the parking brake governor bypass switch ‘on’ in affected M/C.

Note: In case of manual release of parking brake, ‘parking brake on’ LED indication

in driver’s desk will remain glowing.

Improved version of Parking brake

In improved version (modified arrangement) of parking brake system, if there

is a pressure drop in MR, PB system will not be affected as there is a 3/2 way selector

valve & this valve will not allow the PB cylinder to exhaust until PB application

valve is operated. Also there is an 9 ltr. capacity auxiliary reservoir which will keep

the PB released in case of MR pressure drop. In case this air reservoir also gets exhausted

then only PB are to be released manually by manual release mechanism.

In modified system electrical failure will not cause PB application or release

because unlike earlier the present magnet valves used are energize to apply & energize to

release (two separate 3/2 way magnet valves are provided).

138

In modified arrangement air will always be in PB system for keeping the PB in

released condition. But if this air also leaks out then manual release mechanism has

to be operated. This will happen in case of extreme emergency only.

A current pulse has to be given to the release magnet valve, which will shift the spool

in the selector valve so the air supply from MR is connected to the PB cylinder to

release. Similarly for application of PB the application magnet valve is to be made energized.

This will shift the spool in the selector valve so the air in PB cylinder will be

connected to atmosphere through exhaust port & PB will be applied. The magnet

valves are not always energized.

There is an electrical signal in the driver’s cab. Whenever there is a pressure drop in

the PB system due to bursting of air pipe or any air leakage & PB gets applied this

indication will glow in driver’s desk. At the same time there will be traction cut through

the pressure switch (set at cut in 3Kg./cm & cut out 2 Kg./ cm) provided in PB circuit.

A separate MCB is provided in PB circuit.

In modified arrangement PB application is independent of power failure as it has

energized to apply & energize to release type magnet valves. In case of disconnection

of ‘A’ jumper PB is to be released manually in rear M/coaches.

Mechanical arrangement is same as in earlier PB system. Quality of manual

locking/ release mechanism has been improved.

In conventional non-HCC trailer bogies 60 mm. stroke Brake cyl. are to be used

& in case of HCC bogie 40 mm. stroke Brake cylinders should be provided.

SPRING-LOADED BRAKE

139

Figure: Overview of spring-loaded brake

The spring-loaded brake is suitable for securing the units. It acts on the two bogies of

the DTC / NDTC. Compressed air is required to release the brake. In the case of a broken or

defective hose, the spring-loaded brake is applied automatically. However, this fault can be

eliminated via the emergency release device, i.e. one funicular traction per spring-loaded

brake on the bogie. It is no longer possible to apply the spring-loaded brake after a fault of

this kind. In addition, the shut-off cock of the spring-loaded brake must always be shut-off

for an emergency release.

Air

reservoir

Emergency

release

device

Holding

valve

Compressed-

air brake

cylinder

Spring-loaded

brake cylinder

BP connection

Solenoid valve

Manometer in

the driver's

cab

Figure: Shut-off cock of the spring-loaded brake and emergency release device

Release device

Shut-off cock of the

spring-loaded brake

140 HORN

Diaphragm type horn is provided at both side in front of driving cab (in new

coaches position of horn is provided in under gear behind the cattle guard). It is

connected to horn reservoir through a three way cock & double check valve. A horn padel

is provided to sound the horn. Presently both the horns are being shifted to cab roof for

better sound effect.

WIPER

Wiper is provided in EMUs &

MEMUs to wipe out the rain water/dew drops

from front look out glasses. Movement of wiper

is achieved through a servomotor which is

operated by MR pressure. A switch with

regulator is provided on driver’s desk to switch

‘ON’/’OFF’ and regulate the wiper

movement.

Since failure rate of pneumatic wiper

is high, electrical wiper has been

developed.

Provision of sprinkler arrangement in

wiper is under development to avoid

scratches on look out glass occur due to

movement of wiper blade on dry surface of

glasses during testing. All the existing

pneumatic wipers shall be replaced by electrical wiper for better reliability.

SOME MUST FOR BRAKE EQUIPMENTS

While carrying out works on pipe lines or valves, make sure that the relevant ckt.

has been properly isolated and there is no air pressure in the parts to be attended.

While isolating CIC of a motor coach, always disconnect electrically MCP governor

of that motor coach through MCP control MCB. Otherwise NC interlock of the

governor will not open in absence of air pressure and will keep MCPs of other

motor coaches working through synchronization. This will result in excessive

building up of air pressure and MCP safety valve will blow continuously.

If ICA cock is to be kept isolated for leakages etc., also isolate EPIC and release

BC pressure and then isolate both BICs. Isolation of ICA cock alone will result in brake

binding and if not instantly then during EP brake application afterwards.

Draining of condensate from coolers and relevant reservoirs should be carried out

to the extent possible as this enhances the reliable operation of brake equipment.

While isolating cocks during brake binding, first isolate ICA & EPIC, then release BC

pressure by pulling release chain and then isolate both BICs.

Never left MCP governor-isolating cock in isolate position alone. If it is to be kept

isolated then disconnect the concerned governor electrically.

141

During replacement of brake block, the lever arrangement of PB system has to be

open to adjust the service brake cylinders.

SOME IMPORTANT GUIDELINES OF RDSO

1. Permissible brake power in EMU stock as per RDSO’s letter no. MC/EMU/AVB dtd.

23/24.08.2004:

Rakes leave car shed should have 95% effective brake cylinder.

Rakes leave night stabling points should have 90% effective brake cylinders.

During the day’s service if the number of effective brake cylinders goes below

90% but above 85% the service may be continued at a restricted speed of 75 kmph.

If the number of effective brake cylinder goes below 85% the motor man

should operate at the restricted speed of 70 kmph or which he feels is safe

and the rake should be withdrawn from service after the completion of the service.

142

GENERAL DESCRIPTION

1.0 INTRODUCTION

The AC-DC EMU (Electrical Multiple Unit) is a newly designed train equipped with state-of-

art IGBT control technology. These trains are especially designed for running over DC as well as AC

territory in Mumbai sub-urban area to cater growing demand of passenger traffic. These vehicles are

equipped with a driver’s friendly diagnostic display (MMI) unit.

This Maintenance Manual for AC-DC EMU (Siemens Rake) is prepared for the use and

reference for maintenance staff of EMU Car Sheds and Workshops. Maintenance and overhauling

procedures of various electrical, mechanical equipment and all other accessories of Siemens Rake

are briefly described in this manual.

1.1 ABBREVIATIONS

ACU - Auxiliary Control Unit

ADC/COS - AC/DC Changeover Switch

AFB - Automatic Traction/ Brake Control (Cruise Control

AM - Shut Off Valve (Parking Brake Circuit)

AWS - Auxiliary Warning System

BCU - Brake Control Unit

BW - Braking Resister

CCU - Central Control Unit

DCS - Driver’s control switch (Master key)

DM - Diagnostic Message

DTC Driving Trailer Coach

143

EBU - End Basic Unit

EBL - Emergency Brake Loop

ES - Electronic Cabinet

FML - Traction Motor Fan

GTO - Gate Turn Off Thyristor

HB - Main Air Compressor

HBL - Main MR Pipe

HL - Main Brake Pipe

HSCB - High Speed Circuit Breaker

HTC - High Tension Compartment

IGBT - Insulated Gate Bi-Polar Transistor

MBU - Middle Basic Unit

MMI - Man Machine Interface

MPS - Motor protective switch

MS - Main Switch

MVB - Multi Vehicle Bus

NDTC - Non Driving Trailer Coach

PBC - Power brake controller

PIS - Passenger Information System

PT - Potential Transformer

PTS - Position of Train System

RDM - Rescue Drive Mode

SB - Signal Bell

SC - Shunting Cab

SIBAS - Siemens Bahn Automatisierungs System

SKS - SIBAS KLIP Station.

SW - Software

TCC - Traction converter cabinet

TCU - Traction Control Unit

VCB - Vacuum Circuit Breaker

VSD - Voltage Sensing Device

VVVF - Variable Voltage Variable Frequency

1.2 THREE-PHASE TECHNOLOGY

The vehicle is equipped with a state-of-the-art three-phase drive with asynchronous motor. The

advantages over direct current drives are as follows:

Smooth (Step-less) acceleration.

Reduced weight

Wear-resistant drives hence less maintenance and high level of reliability as no wearable part like carbon brushes and commutator.

144

Good starting properties

High tractive force over the whole speed range

Wear-free regenerative brake for reduced maintenance, increased wheel and other mechanical component life and energy conservation as well

Easy starting even on gradients

The stator winding of the asynchronous motor consists of coils, which are electrically offset by

120°. If these are connected to a three-phase network, they generate a rotating magnetic field, also

known as rotating field.

The rotor consists of one winding which is designed with rods whose ends are short-circuited

by means of rings. This kind of rotor is therefore called short-circuit rotor.

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. If the rotor rotates faster than the rotating magnetic field, the engine

automatically switches into braking mode. This means that by changing the voltage and the

frequency, the output (torque) and the speed (number of revolutions per minute) can be altered.

The frequencies and the voltages are generated in the current converter. The main components are

the four-quadrant converter, the intermediate circuit and the pulse width modulation inverter.

In DC mode, the voltage is fed into the intermediate circuit via a line filter. The transformer

and the four-quadrant converter are therefore not required. After an automatic commutation from

AC to DC, the transformer cooling is automatically switched off.

In braking mode, the vehicle can feed the generated energy back into the contact line

network. This is only possible if the network is able to receive the generated energy. If the network is

not able to do this, the pneumatic brake is activated.

1.3 CONTROL TECHNOLOGY

There are two central control units called CCU. These are located in the driver's cab. Apart

from the control of the entire train, the CCU also controls the display. The vehicles of one unit and

the units themselves are connected to each other via an MVB bus. The MVB is designed redundantly

with line A and line B. If the MVB bus is not available despite of this fallback, the vehicle can be

operated in degraded operation via the rescue drive mode. This function is only used for clearing the

track. In this operating mode, the display is switched off and the auxiliary tell-tale lamps are

switched on. All switches, buttons and devices which are controlled via the control technology are

connected to a KLIP station.

1.4 DISPLAY SUPPORT

145

The MMI (Man-Machine Interface) is installed in the driver's cab in the DTC and informs the

driver of the current state of all important functions in the train. The states of functions are

indicated to the driver by means of coloured icons. The driver can detect faults at a glance. The

display assists the driver during the subsequent error detection. For information on further actions,

the driver can call up the corresponding remedy for the error message. Automatic vigilance device

has been implemented via the master controller. If the driver releases the vigilance monitoring

button during the journey, the brakes are applied automatically and the power of the train is

switched off. This only happens during the journey. If the speed is below 5 km/h, this function is

disabled. In rescue drive mode, the automatic application of the brakes is immediately initiated even

if the vigilance monitoring switch is not actuated and if the speed is below 5 km/h.

1.5 AUXILIARY EQUIPMENT

The three-phase auxiliary equipments are supplied by an auxiliary inverter. The inverter for

auxiliary equipment generates the following voltages:

415 Volt AC for fans / main air compressor and pumps

110 Volt AC for passenger compartment fans and lighting

110 Volt DC for the auxiliary air compressor, plugs, battery bus bar, instrument and emergency lighting.

The inverter for auxiliary equipment supplies the three-phase components with a fixed

frequency (50Hz) and voltage. The auxiliary equipment is connected by means of contactors.

146 1.6 UNIT & RAKE FORMATION OF EMU

There are two types of basic units

o End basic unit

o Middle basic unit.

1.6.1 End Basic Unit


Motor Coach (MC)

Driving Trailer coach (DTC)

Trailer Coach (TC)

Motor-Coach

This is the coach responsible for the movement of the EMU as desired by the driver command.

This consists of propulsion equipments viz. transformer, traction motor, traction converters, (Four

quadrant chopper), PWM inverters, brake chopper etc.

Driving Trailer Coach

This is non-powered coach with facilities for driving. These coaches are equipped with Master/

Brake Controller, Drivers Desk, Passenger Information System, Light & Fans etc.

Trailer Coach

This is also non-powered coach but without Drivers desk. Passenger Information System and

Light & Fans are provided in this coach.

1.6.2 Middle Basic Unit


Motor Coach (MC)

Non Driving Trailer coach (NDTC)

Trailer Coach (TC)

Figure 1 : End Basic Unit

147

Non Driving Trailer Coach

This is non-powered coach without facilities for driving. These coaches are equipped with Light

& Fans etc.

1.6.3 Train Formation

For the EMU, following train formations are possible:

(i) Nine Car Rake : It comprises of 3 basic units

(ii) Twelve Car Rake : It comprises of 4 basic units

(iii) Fifteen Car Rake : It comprises of 5 basic units (Only in WR)

Figure 3: Nine Car Rake

Figure 4: Twelve Car Rake

Figure 5: Fifteen Car Rake

Figure 2 : Middle Basic Unit

148

1.7 MAJOR EQUIPMENT OF DTC

1.7.1 Driving Cab

1 Side panel left + RDM signal lights 7 Speedometer

2 Signal lights 8 Radio /PIS panel

3 Display, MMI 9 Side panel right

4 Pressure panel 10 Pneumatic control valve (master brake

controller)

5 Key switch and master controller 11 Wiper valve

6 Power brake controller 12 Horn valve

1.7.1.1 Driving Desk

a. Brake controller

b. Master controller

c. Left hand side panel for push buttons, rotary switches and indications.

d. MMI

e. Different gauges

Figure 6: Driving cab

149

f. PIS

g. TMS (Train management system)

h. Foot operated valve for hooter

i. AWS indication panel

j. Analog speedometer

k. ESMON

l. SIBAS KLIP Station (12 & 13)

m. Cocks for AWS

1.7.1.2 Guard’s Desk

a. Brake pipe pressure gauge

b. Panel for push buttons

1.7.1.3 Electronic Cabinet

a. CCU

b. Push buttons

c. Rotary switches

d. MCBs (1st layer & 2nd layer)

1.7.1.4 Driving Cab Front View

a. Head Light

b. Flasher Light

c. Tail light

d. Blinker

e. Marker light

f. Electronic head code

g. Look out glass

h. Cattle guard

i. Buffer & couplers

1.7.1.5 Panel in Passenger Area of DTC

a. SIBAS KLIP Station (11)

b. Different rotary switches MCBs, MPS for MCP, Ventilation fans, light & fans for passengers.

Figure 7 : Driving Cab Front View

150 1.7.1.6 Roof Equipment:

a. Ventilation fans

1.7.1.7 Under-frame Equipments

a. Main compressor

b. Battery box

c. Different reservoirs

d. Combined brake unit

e. Parking brake equipments

f. Air suspension equipments

g. Mechanical weight transfer equipments

1.7.2 Indication Panels

1.7.2.1 Control Elements in the Driver's Desk on the Left-Hand Side

Figure 8: Control Elements in the Driver's Desk on the Left-Hand Side

151

1. Mounting Plate 11. SB I (Signal Bell)

2. Flasher Push Button 12. Emergency Brake

3. Head Light Main / Auxiliary. 13. Emergency Off

4. Head Light On / Off 14. RDM Active

5. Audio visual push button 15. Fire Alarm

6. SB II Alarm bell (HW) 16. Spare

7. Head Light Bright / Dim 17. Minimum 1 Brake applied

8. Fire Alarm (Buzzer 18. Minimum 1 Panto up

9. Audio Visual (Buzzer) 19. Minimum 1 CB On

10. AWS vigilance 20. Lamp Test Driver

A. All switches/push buttons on this panel have metallic border

B. All indications on this panel have black border 1.7.2.2 Auxiliary Tell-Tale Lamps

Figure 9: Auxiliary Tell-Tale Lamps

152

A 1 Not all Pantos up B 1 Emergency brake

A 2 Not all main switches on B 2 Emergency OFF

A 3 Spare B 3 Spare

A 4 Min. 1 brake applied B 4 Fire Alarm

A 5 Spare B 5 Spare

A 6 Spare B 6 Spare

A 7 Spare B 7 Spare

1.7.2.3 Pressure Panel

1. Brake Cylinder Gauge 2. MR/BP/Duplex Gauge

3. Panto Up / Down 4. Main Circuit Breaker On / Off

5. Cruise Control 6. Neutral Section Push Button

Figure 10: Pressure Panel

153 1.7.2.4 Man Machine Interface (General View)

1 Display ON / OFF

2 Not Connected

3 Legends of Symbols (Meaning)

4 Event Overview

5 Trouble Shooting Guidelines for Motorman

6 Not Connected

Figure 11: Man Machine Interface (General View)

154

7 Brightness Control Dialog

8 Not Connected

9 Not Connected

10 Clear

11 Cursor Up

12 Cursor Down

13 Curser Left

14 Curser Right

15 Enter

16 to 25 Soft keys 0 to 9

155 1.7.2.5 Train Radio and Passenger Information System

1.7.2.6 Control elements in the driver's desk on the right-hand side

1 PIS MMI

2 Train radio hands-free

module

3 Train Radio MMI

4 Pressure Gauge Parking

Brakes

5 Train radio Handset

Figure 12: Train Radio and Passenger Information System

156

1 Mounting plate

2 Cab tube light for driver

3 Cab spot light for driver

4 Cab emergency light for driver

5 Cab fan for driver

6 Parking brake release

7 Parking brake apply

8 PIS release button for microphone

9 PIS Microphone

Figure 12: Control elements in the driver's desk on the right-hand side

157 1.7.2.7 Guard Panel Right-Hand Side

1 Mounting Plate

2 Ventilation Release Off

3 Fan Release Off

4 Spare

5 Train Light 100 % Off

10 Flasher Light On / Off (Guard)

11 Tail Light On / Off

12 SB I Signal Bell (Guard) SW

13 SB II Alarm Bell (Guard) HW

18 Spare

Figure 13: Guard Panel Right-Hand Side

158

19 Spare

20 Spare

21 Train Light 50 % Off

26 Cab Spot Light (Guard)

27 Cab Tube Light (Guard)

28 Cab Fan (Guard)

29 Lamp Test

159 1.7.3 Electronics Cabinet Dtc

1.7.3.1 Level 1

Figure 14: Electronics Cabinet DTC level 1

160 1.7.3.2 Level 2

Figure 15: Electronics Cabinet DTC level 2

161 1.8 MAJOR EQUIPMENT OF MOTOR COACH

1.8.1 SHUNTING CAB

1.8.1.1 Shunting Desk

a. Brake controller

b. Master controller

c. Shunting desk, rotary switches and indications.

d. Different gauges

e. Foot operated valve for hooter

f. SIBAS KLIP Station (21)

g. Shunting desk control panel

1 Mounting Plate 11 Lamp Test

Figure 16: Shunting Desk

162

2 Panto is Up 12 Parking Brake Released

3 MC is On 13 Panto Up / Down

4 OHE is available 14 Main Switch On / Off

5 Emergency Brake 15 HTC Tube

6 Min. 1 Brake Applied 16 HTC Fan

7 Summary Fault 17 Battery Volt Meter

8 Cab Tube Light 18 Test battery Voltage

9 Cab Emergency Light 19 Parking Brake Applied

10 Cab Fan 20 Start Fire Extiguishing

1.8.1.2 Electronic Cabinet

a. DC earthing switch

b. Push buttons

c. Rotary switches

d. MCBs

1.8.2 HT COMPARTMENT

a. TCC

i. AC-DC converter (4Quadrant Chopper)

ii. DC-AC converter (Pulse width modulated inverter)

iii. Traction Control Unit

iv. Converter cooling blowers

v. Various contactors and relays

vi. Voltage & current sensors

b. Electronic Cabinet: Brake Electronics Control Unit (BECU)

Electronics cabinet MC (top)

163

Figure 17: Electronics cabinet MC (top)

164 Electronics cabinet MC (bottom)

c. Aux. converter unit

d. Aux. compressor

Figure 18: Electronics cabinet MC (bottom)

165

e. HSCB

f. VSD

166 1.8.3 ROOF EQUIPMENT

a. Pantograph

b. Surge Arrestor

c. AC-DC change over switch

d. Brake resister

e. PT

f. HVCB

g. CT

h. Ventilation fans

1.8.4 UNDER FRAME EQUIPMENT

a. Traction Motors

b. Traction Transformer



e. Air suspension equipments

f. Mechanical weight transfer equipments

1.8.5 PANEL IN PASSENGER AREA OF Motor Coach


b. Different rotary switches, MCBs, MPS for, Ventilation fans, light & fans for passengers.

1.9 ELECTRICAL EQUIPMENT IN MOTOR COACH

1.9.1 PRE-CHARGING AC CONTACTOR

This is AC contactor working under AC OHE supply. The traction transformer has two secondary

windings. This contactor is connected in one of the circuit. One resistor is connected across the HT

contact of the pre-charging AC contactor. Initially this contactor remains open, keeping pre-charging

resistor in power circuit of four quadrant chopper module. As a result, initial inrush of charging

current for DC link is reduced considerably which ensures the safety of semiconductor devices of the

four quadrant chopper module.

1.9.2 PRE-CHARGING DC CONTACTOR

This is DC contactor working under DC OHE supply. Its function is to connect the equipment to

power supply under DC condition. One resistor is connected across the HT contact of the pre-charging

DC contactor. Initially this contactor remains open, keeping pre-charging resistor in power circuit of

167

DC link. As a result, initial inrush of charging current for DC link is reduced considerably which ensures

the safety of semiconductor devices in the HT circuit.

168 1.9.3 TRACTION CONVERTER CUBICAL

The traction converter cubicle is a completely assembled unit installed in the HT compartment of the

motor coach. The traction control unit (TCU) is situated inside the cabinet. It consists following

modules:

i. Four Quadrant Chopper Module (4 QC)

ii. Pulse Width Modulated Inverter

iii. Brake Chopper

1.9.4 EARTH FAULT DETECTOR

It is connected across the circuit of 4-QC module for protection of 4-QC module against the

Earth Fault in AC side i.e. Transformer side of the HT circuit.

1.9.5 LINE FILTER

This is an inductor connected in series with DC link capacitor. This is LC (resonance) circuit to

suppress the harmonics or ripples of DC supply to obtain pure DC supply across the DC link.

1.9.6 AUXILIARY CONVERTER UNIT

Auxiliary converter unit basically consists of two PWM inverter modules with two primary

windings. Input supply for inverter modules is obtained from DC bus-link. There are three different

secondary windings for different purposes.

i. Three Phase AC 415V 50Hz Output

One secondary of auxiliary converter having 3 Ø AC, 415V, 50 Hz (121A/ 87kVA) supply is

used for Main compressor & other auxiliaries.

ii. Single Phase 110V AC 50 Hz Output

One secondary of auxiliary converter having 1Ø AC, 110V (20 kVA) supply is used

for light & fans in the passenger compartment. One tapping is taken out for

redundancy lines of supply for adjacent units.

iii. DC 110 V Output

One secondary of auxiliary converter having 3 Ø AC supply for battery charging

equipments is used. Battery having 110 V DC supply is connected across this battery

charging equipments to charge continuously. This 110 V DC supply is used for

control supply as well as for emergency light supply when normal light & fan supply

of 110 V AC is failed due to any reason.

169 1.9.7 PANTOGRAPH (TYPE AM-1882)

It is provided to collect H.T. Supply from OHE contact wire. The OHE supply may be 1500 VDC or

25 KV AC, 50Hz. This is fitted on foot insulator on the top of the roof of the motor coach.

1.9.8 SURGE ARRESTOR

It is provided on the top of the roof of the motor coach to protect the coach from lightening.

170 1.9.9 LINE VOLTAGE TRANSFORMER

It is provided on the roof of the motor coach. It is a step down transformer for voltage sensing (AC or

DC)

1.9.10 LINE CURRENT TRANSFORMER

It is provided on the roof of the motor coach. It senses the current through primary winding of

traction transformer. It provides over current protection by opening VCB.

1.9.11 VOLTAGE SENSING DEVICE

The voltage sensing device is provided to sense whether the OHE supply is AC or DC.

1.9.12 CHANGE OVER SWITCH AC/DC

It is provided on the roof of the motor coach. It is an air operated switch with two positions i.e. AC

and DC. Default position of the switch is AC. It changes its position to either AC or DC depending

upon the OHE voltage.

1.9.13 BRAKING RESISTER RS 25.10

1.9.14 High voltage AC Circuit Breaker (HVCB)

This is an air operated single pole AC circuit breaker. It is used as a line circuit breaker to open/ close

the power circuit and also to break the circuit under overload and short circuit conditions. It is

provided on the roof of the motor coach.

1.9.15 High Speed DC Circuit Breaker

This circuit breaker works under DC catenaries.

1.9.16 AC EARTHING SWITCH

171

It is provided across the VCB. During off position of VCB it is connected to Earth primary side of the

traction transformer while opening H.T. compartment.

1.9.17 DC EARTHING SWITCH

It is provided across the HSCB. During off position of HSCB it is connected to Earth DC link while

opening H.T. compartment.

1.9.18 SURGE ARRESTOR AC

These are two in numbers. It is provided on the roof of the motor coach to arrest AC surges during

AC operation.

1.9.19 SURGE ARRESTOR DC

It is provided on the roof of the motor coach to arrest DC surges during DC operation.

172 1.9.20 TRACTION MOTORS

Four number of traction motors are provided in one motor coach. Two pairs of traction motors are

connected across two different PWM inverters.

1.9.21 TRACTION TRANSFORMER

The transformer is designed for a nominal rating of 1250 kVA. It consists of a primary winding and 2

secondary windings. Therefore, 625 kVA is available at each secondary. This corresponds to a

secondary side nominal current of 731 A at a secondary voltage of 855 Volt (22.5 kV mains voltage).

1.10 TRAILER COACH

1.10.1 PANEL IN PASSENGER AREA OF TC


b. Different rotary switches, MCBs, MPS for Ventilation fans, light & fans for passengers.

1.10.2 ROOF EQUIPMENT

Ventilation fans

1.10.3 UNDER FRAME EQUIPMENTS

a. Different reservoirs

b. Combined brake unit

c. Air suspension equipments

d. Mechanical weight transfer equipments

1.11 NON DRIVING TRAILER COACH

1.11.1 PANEL IN PASSENGER AREA OF NDTC


b. Different rotary switches, MCBs, MPS for MCP, Ventilation fans, light & fans for passengers.

1.11.2 ROOF EQUIPMENT

Ventilation fans

173 1.11.3 UNDER FRAME EQUIPMENTS

a. Main compressor

b. Battery box



e. Parking brake equipments

f. Air suspension equipments

g. Mechanical weight transfer equipments

174 1.12 TRANSDUCERS AND SENSORS

Transducers are the equipments which are utilised for converting the electrical or mechanical

quantities into suitable electrical signals so that these signals can be processed by the control

electronics for efficient control of the system. Following transducers and sensors are used in Siemens

AC-DC EMU:

a. Voltage transducer

b. current transducer

c. pressure transducer

d. speed sensor

e. oil flow sensor

f. oil level sensor

1.13 BRIEF DESCRIPTION OF HT POWER CIRCUIT

The pantograph receives the supply voltage of either 25 kV catenary or 1500 V DC catenary. The

detection of AC or DC voltage is achieved through voltage sensing device which includes PT

(potential transformer) for AC voltage detection & in series resistors for DC voltage detection. In case

of AC voltage detection or no voltage detection, changeover switch AC/DC remains in the AC position

thus connecting VCB (Vacuum circuit breaker) to the pantograph. This is a failsafe method of

protecting the DC equipments against high voltage AC. For DC catenary, changeover switch AC/DC

moves to DC position connecting HSCB (High speed circuit breaker) to pantograph.

175

Figure : Overview of AC/DC electric circuit

A spark gap lightening arrestor is mounted directly on the pantograph to protect the complete

circuit from extreme over voltages.

The VCB is the main circuit breaker in case of AC catenary & the HSCB acts as the same for DC

catenary.

Each motor coach is equipped with a main transformer. The main transformer converts the 25 KV

overhead line voltages to lower operating voltages. There are two secondary windings each of 950V

(corresponding to 25 kV), 625 kVA. The transformer is oil cooled.

For AC catenary, as the VCB closes, the main transformer steps down the voltage & feed the 4-QC

(Four Quadrant Chopper Module) through two secondary winding of 950 V each (corresponding to a

ratio of 25 kV/ 950 V). The initial charging of the 4-QC is done through a pre-charging resistor (AC)

which is in series with secondary winding-1 of the main transformer. Once the voltage at the 4-QC

output is build up to certain voltage level of DC using rectification process, the contactor across the

pre-charging resistor are closed & the 4-QC builds up a fixed voltage of 1800 V DC to feed the PWM

inverter & the auxiliary converter through DC link capacitor.

176

Main functions of 4-QC’s are to maintain a fixed DC voltage at its output irrespective of the

catenary voltage variations & to maintain a near unity power factor for the current consumed from

or fed back to the AC catenary. It achieves these functions through two pairs of IGBT based modules.

An LC filter circuit is provided at the output of the 4-QC, to filter out the second harmonic

components from the rectified voltage & smoothen the DC link voltage.

The AC circuit is protected against surge voltages through gapless surge arrestors (AC). Similarly DC

circuit is protected through gapless surge arrestors (DC).

For DC catenary, Changeover switch AC/DC is in DC position. As the HSCB closes the DC link

capacitor is charged through pre-charging resistor (DC) to avoid heavy inrush current. After some

time delay Line Contactor is closed to bypass the pre-charging resistor & the full catenary voltage is

applied across the DC link.

Fig. 19: Current converter (AC operation)

177

Fig. 20: Current converter (DC operation)

179

Figure 21: Power Circuit

180

The function of the PWM inverter is to convert the DC link voltage into a variable 3 ØAC voltage of

variable frequency in order to feed the traction motors. This is achieved through IGBT based

modules. The voltage & the frequency of the 3 Ø output is determined by the control electronics

named SIBAS-32 (Siemens Bahn Automatisierungs System with 32 bit microprocessor) based on the

demand. The traction motors are ASM (Asynchronous Motor) or squirrel cage induction motors.

Inductor is used for smoothing & makes along with capacitor, a low impedance power source under

DC catenary for the inverter & auxiliary converter.

Protection resistors are externally connected to the brake chopper for protection. When any

serious fault is detected by SIBAS, it turns off all IGBT modules and fires chopper. During this, entire

DC link gets discharged through protection resistors. This is only for over voltage protection of the DC

link & no full duty braking resistor.

There are two Auxiliary Converter modules connected in series. These IGBT based modules convert

1500V/ 1800V DC to 3 Ø, 415 V AC supply. This supply is connected to two independent primary

windings of isolation transformer. There are three secondary windings out of which, two are 3Ø, 415 V

& one is 1Ø, 110 V AC. One 3 Ø, 415 V AC supply is extended to auxiliary machines which includes

main compressor. Another supply of similar voltage is given to battery charging equipments. One

battery of 110 V DC supply along with battery charging equipments are provided to extend control

supply & emergency light supply. 1Ø, 110V AC supply is extended for normal lights & fans in

passenger compartment. The same supply is also extended for redundancy lines to adjacent units.

Key data

Catenary voltage 25 kV AC 50 Hz and 1.5 kV DC

Maximum speed 100 km/h

Nominal rating (basic unit) 1100 kW

Wheel arrangement 2´ 2´ + Bo´Bo´ + 2´ 2´

Starting effort max. 135 kN (basic unit)

Vehicle weight 113.6 t (basic unit) 31.55t – 51.2t – 30.88t

Length (basic unit) 63 metres

Drive Integrated nose-suspended drive

Brake Compressed-air brake / electronic brake unit

Stop brake (basic unit) Spring-loaded brake 4 cylinder

Dynamic brake Catenary voltage-dependent network and

dynamic brake

Electric brake force max. (basic unit) 125 kN

Brake force max. (basic unit) 185 kN

181 PANTOGRAPH CONTROL

Compressed-air release

The compressed air for raising the pantograph is released via the key valve on the rear panel of the shunting

cab. If the key valve is closed, the pantograph cannot be raised because the air supply to the lifting cylinders

of the pantograph is blocked, irrespective of whether the solenoid valve is activated.

If the pantograph is raised and the valve is closed, the air supply line to the lifting cylinders of the

pantograph is bled and the pantograph is lowered automatically.

Control for raising the pantographs

The pantograph can be raised and lowered via a rotary switch in the driver's cab. The pre-requisite for this is

a sufficient supply of compressed air in the compressed-air reservoir. If no sufficient compressed air is

available, it is generated by the auxiliary air compressor. It is supplied by the battery.

The following conditions must be met to raise the pantograph:

* MCB switched ON

* Control voltage 110 V DC available

* Emergency stop switch not activated

* A shunting desk or driver's desk occupied / active

* Release via TCU

* Key valve open

* Release via push switch in the auxiliary air circuit

Change of driver's cab

In the case of a change of driver's cab, the pantograph may remain raised. The change of driver's cab does

not affect the pantograph control.

Lowering the pantograph

Figure: Pantograph valve

182 Normally, the pantograph is lowered by means of the "Panto down" rotary switch. In the case of a fault, the

pantograph can be lowered via the control unit in order to protect the drive unit.

Figure 41: Lowering the pantograph

MAIN CIRCUIT-BREAKER CONTROL

The AC main circuit-breaker, which is operated with compressed air, is located on the roof of the MC, the DC

main circuit-breaker in the HTC. Next to the AC main circuit-breaker, there is also the earthing switch. Every

unit has a separate AC and DC main circuit-breaker.

Control for switching ON the main circuit-breaker

The power system on the OHE is detected by the power detection system. Before the main circuit-breaker

can be switched ON via the TCU, a test run takes place in the TCU. This check determines whether all

requirements for switching ON the main circuit-breaker are met. If all of the requirements for switching ON a

main circuit-breaker are fulfilled, this is indicated by a white field and an MC symbol on the display.

As a next step, the driver can switch on the correct main circuit-breaker for the detected power system via

the "MCB ON" command.

MCB “Panto/MC) switched on

Control voltage 110 V DC available

Emergency stop switch not activated

A driver's desk occupied / active

Release via control technology

Key valve open

Release via push switch

40 l

approx. 4.2 kg/cm² Rotary

switch

"Panto"

up/down

Pushbutton "Panto up" is actuated

Lifting time exceeding

Emergency stop is operated

MCB “Panto/MC)” off

Pantograph key valve is closed

Panto down via control technology

Drop of pressure, pressure below 3.4 kg/cm²

Power system not recognised

TCU

MCB

183

In the process, the system selection switch is switched to the AC or DC position by the detected power

system. Depending on the position of the system selector switch, the corresponding main circuit-breaker is

released for connection and switched ON.

In the case of malfunctions as a result of system detection or the system selection switch, the main current

components are protected against dangerous overvoltage by means of lightning arresters.

Change of driver's cab

In the case of a change of driver's cab, the main circuit-breaker may remain switched ON. The change of

driver's cab does not affect the main circuit-breaker control.

Opening the main circuit-breaker

In the event of an emergency, the main circuit-breaker is opened via the rotary switch "MC OFF". In the case

of a fault, the main circuit-breaker can be opened via the control unit in order to protect the drive unit.

184

Figure 42: Requirements for switching on the main circuit-breaker

Earthing switch

It has to be ensured that the earthing switch is only actuated after the main circuit-breaker has been

switched OFF and the pantograph has been lowered. The earthing switch short-circuits the main circuit-

breaker directly with the chassis of the vehicle.

Earthing

Key concept for connecting the basic units to earth:

Prior to opening the HTC, the basic units have to be connected to earth. For personal protection, always

follow the procedure described below.

Requirements for switching on the main circuit-breaker

MCB “Panto/MC” switched on

Control voltage 110 V DC available

A driver's desk occupied / active

Emergency stop switch not activated

Release via control technology (ACU / TCU)

Correct position of the COS (AC / DC)

The main circuit-breaker of the other power system is switched off

Rotary

switch

MC on/off

TCU

Requirements for switching off the main circuit-breaker

Pushbutton "MC off" is actuated

Emergency stop is operated

MCB “Panto/MC” off

Pushbutton "Panto down" is actuated

Main circuit-breaker off via control technology (TCU / ACU)

Drop of pressure, pressure below 3.4 kg/cm²

Catenary voltage < 16 kV & > 30 kV (AC) / < 0.75 kV & 2.0 kV (DC)

Overhead current > 200A (AC) / 1200 A (DC)

MCB

185 Opening the door to the HTC with the green key

* Secure vehicles against un-intentional movement

* Switch OFF the main circuit-breaker

* Lower pantograph

* Remove the key for the pantograph (blue)

* Visual check ensuring that the pantograph of the unit to be

connected to earth has been lowered

* Use the blue key to connect the AC main circuit-breaker to earth and remove the yellow key

* Use the yellow key to connect the current converter and the DC main circuit-breaker and

remove the green key

* Use the green key to open the door to the HTC

Please take good care of the keys as these are the only one which fit here. To disconnect the basic units from

earth, proceed in reverse order.

Figure: Earthing switch, AC main

circuit-breaker Figure: Earthing switch, DC main

circuit-breaker

Figure: Lock to the HTC

187

AUXILIARY CONVERTER UNIT (ACU)

2.0 INTRODUCTION

The Auxiliary Converter Unit (ACU) contains all components needed to supply the power system load

including battery charger. The ACU is installed in the middle car (motor coach) of a basic train unit

and is designed for an input voltage of DC 1500V. It receives this from the traction link.

2.1 INSTALLATION POSITION

Every three-part basic train unit contains an Auxiliary Converter Unit. This is installed in the

HT compartment in the middle car (Motor Coach).

TC Trailer Car HT High Tension Compartment

TPC Transformer Power Car NDMC Non Driving Motor Car

2.2 SUPPLY SYSTEM

The input of the Auxiliary Converter Unit is connected to the traction link.

During AC operation of the driving train, the ACU is fed from the four quadrant regulators of the drive power converter.

During DC operation, the ACU is supplied via the input filter of the traction system from the contact line.

The rotary current output (3 phase AC 415V) of the Auxiliary Converter Unit feeds the rotary

current drives, e.g. for the primary air compressor or the components fan/blower.

The AC output (AC 110V) supplies the passenger compartment fan and the primary lighting.

188

The DC output (DC 110V) serves to charge the battery and feed the DC equipment, such as

electronic control devices, protective equipment and emergency lighting.

In normal operation, an Auxiliary Converter Unit supplies one three-part basic train unit. If

an ACU fails, the AC 110V and DC 110V equipment of the affected unit are supplied by a neighboring

unit.

2.3 COMPONENT LAYOUT IN THE CABINET

The following diagrams show the position of the major components in the Auxiliary Converter Unit.

Figure - Block diagram of one train basic unit

189 T1 Pulse-width-modulated inverter

T2 Pulse-width-modulated Inverter

T3 Battery charger

A1 Mounting plate A1 A2 Mounting plate A2

A3 Mounting plate A3 A4 Mounting plate A4

A5 Diode module A5 A6 Capacitor assembly A6

A8 Pivoting frame A8 R9 Sine filter resistor

R13 Ovp resistor R14 Ovp resistor

V6

Capacit

or

assembly Q7 Decoupling diode

Figure - Position of the power modules in the cabinet

Figure - Position of mounting plates and components in the cabinet

190

M1 Fan M2 Internal fan

M3 Internal fan R4 Line choke

R15 BC line choke R20 Air intake temperature sensor

T4 Main transformer

FUNCTIONS OF MAJOR COMPONENTS IN AUXILIARY CONVERTER UNIT

Sr.

No.

Component Designation Brief description and application in the Converter

1 PWMI Module T1,T2 These Pulse width modulated Inverter modules are

used for the basic inverter operation in the Auxiliary

converter. They are fed with DC supply and the

PWM outputs of these modules are then fed to the

transformer which connects them in series for high

DC link voltage operation.

2 Battery

Charger

Module

T3 The Battery charger is used to charge the battery in

the train. It is fed with DC voltage which is derived

form the main Transformer (3 Phase AC) through the

Battery charger rectifier and filter.

Figure - Back side of the cabinet

191

3 Master

Controller

K1 The M1300 SIBCOS Main controller is used to

control the overall operation of the Auxiliary

Converter and to take the feedback signals for fault

detection and preventive actions.

4 CAN Bus

Controller

K2 The M9000 CAN bus Communication card is used

for the communication between Auxiliary converter

and external devices.

5 Line Filter

Choke

R4 The DC Line choke is used to filter out the ripple in

the DC link voltage fed to the PWMI modules.

Sr.

No.

Component Designation Brief description and application in the Converter

6 Main

Transformer

T4 The PWM inverter Outputs are connected to the main

transformer, which has two 3 phase primary winding

and three secondary windings for 3 phase 415 volts

output, 1 phase 110 Volts output and 3 phase 500

Volts output.

7 BC Line Filter

Choke

R15 The Battery Charger filter choke is used to filter out

the DC voltage fed to the Battery charger module

after rectification from 3 phase supply from the

transformer secondary.

8 Main Blower M1 The Main blower is used for cooling of the modules

and transformer and line choke. It takes Air from the

duct and forces it on the module heatsinks, this air is

then forced on the main transformer and line choke

and goes out from bottom of the converter.

9 Aux. Blower M2, M3 The auxiliary Blowers are used for internal cooling

of

2.4 Cooling

The Auxiliary Converter Unit is forced-air cooled.

The cabinet contains one main fan and two internal fans.

2.4.1 External air flow

The Auxiliary Converter Unit receives its cooling air

from the auxiliary operator console. The cooling air is drawn in

via an intake air grate on the top of the cabinet.

192

Within the cabinet, the cooling air runs through the main fan to the heat sinks of the power

modules and to the main transformer.

The air leaves the cabinet via a ventilation grate on the bottom of the cabinet. The air leaves

downward into the bogie.

The main fan is switched ON as soon as the Auxiliary Converter Unit produces output voltage.

2.4.2 Internal air flow

The internal air circulation is produced by two internal fans

M2 and M3. They run continuously, i. e. they are switched ON

together with DC 110V supply of the unit.

1 Internal fan M2

2 Internal fan M3

2.5 Operating Modes

The following illustration is a simplified diagram of the Auxiliary Converter Unit.

Figure - External air flow

Figure - Internal air flow

1 Air inlet

2 Main fan

3 Power modules heat sinks

(4x parallel)

4 Main transformer

5 Air outlet

194 CKT DIAGRAM

2.5.1 Normal Operation

The Auxiliary Converter Unit is fed via the traction converter link. The nominal link voltage is

DC 1500V.

The prerequisites for operation of the Auxiliary Converter Unit are:

The ACU receives the activation signal from the vehicle control.

The input voltage lies within the valid range (see para 2.10.5.1).

No errors occur in the ACU.

If the activation conditions are met, the DC input voltage is fed to the PWMI modules via the

input fuses A2-F1 / A2-F2, the line choke R4 and the input diode A5-Q1. The two PWMI modules

connected in series are switched ON and started up. If the voltage at the PWMI output is in the

specified range, the output fuses A1-Q2 / A1-Q3 are closed. The ACU control sends a message to the

vehicle control that the 3phase AC output is ready for operation. Then the battery charger is

switched ON and a message is sent to the vehicle control.

The AC 110V and 3 phase AC 415V output is fed via the main transformer T4, sinus filter,

EMV filter and output fuses behind the PWMI modules.

EM

I

EMI

Battery

Output

Q-5 Battery Main Contactor

EMI

195

The battery charger operated via the main transformer and the battery charger input

rectifier A5-Q10 generates a DC 110V voltage at the output and supplies the DC 110V rail of the train

unit and charges the train battery with this.

Battery charging characteristic

The batteries used in the train are Lead acid batteries with a nominal voltage of DC 110V.

The load program corresponds to a IU-characteristic.

• Maximum device current: 82A

• Maximum battery charging current: I5=30A

• Charging voltage: U1= 115V

The battery is charged with the maximum battery charging current of I5=18A until U1=110V

is achieved. Then the charge continues with a constant charging voltage U1 (with decreasing

charging current).

2.6 Operating the Auxiliary Converter Unit

2.6.1 Switching-ON in Normal Operating

Special operation of the Auxiliary Converter Unit is not necessary. The ACU

automatically switches ON when

High voltage is present at the traction link,

The activation signal from the train signal is sent and

No error exists on the ACU.

2.6.2 Switching-off in Normal Operating

The Auxiliary Converter Unit automatically switches OFF itself when the activation signal is

withdrawn by the vehicle control.

196 2.7 Electrical Data

2.7.1 Input DC 1500V

Requirements Values Comments

Nominal input voltage 1500 V DC mode

1800 V AC mode

Voltage range, stationary 1000 - 1800 V DC mode

1700 - 1800 V AC mode

Short time minimum 800 V DC mode

Occasional maximum 2000 V DC mode

2100 V AC mode

Ripple 4% DC mode

+/- 135 V AC mode

2.7.2 Three Phase AC 415V 50Hz Output

One secondary of auxiliary converter having 3 Ø AC, 415V, 50 Hz (121A/ 87 kVA) supply is used

for Main compressor & other auxiliaries.

Output frequency 50 Hz ± 1 %

Output voltage 415 V AC, 3-phase

Static tolerance of output voltage ± 5 %

Dynamic tolerance of output voltage ± 15 %

Max. voltage rise of output voltage < 10 V/s

Total harmonic distortion < 10 %

Output filter EMC filter/ sinusoidal filter, isolation

transformer

Output nominal power: 87 kVA

at Cos = 0.85

Unsymmetrical load: ≤ 10 % of nominal power

2.7.3 Single Phase 110V AC 50 Hz Output

197

One secondary of auxiliary converter having 1Ø AC, 110V (20 kVA) supply is used for

light & fans in the passenger compartment. One tapping is taken out for redundancy lines of

supply for adjacent units.

Output frequency 50 Hz ± 1 %

Output voltage: 110 VAC, 1-phase

Static tolerance of output voltage: ± 10 %

Dynamic tolerance of output voltage: ± 15 %

Max. voltage rise of the output voltage: < 10 V/s

Total harmonic distortion: < 10 %

Output filter: EMC filter / sinusoidal filter, isolation

transformer

Output nominal power: 20 kVA at cos = 0.89

2.7.4 DC 110 V Output

One secondary of auxiliary converter having 3 Ø AC supply for battery charging

equipments is used. Battery having 110 V DC supply is connected across this battery charging

equipments to charge continuously. This 110 V DC supply is used for control supply as well as

for emergency light supply when normal light & fan supply of 110 V AC is failed due to any

reason.

Output Voltage 110 V DC ( Pay attention to battery charging

characteristic)

Static tolerance of output voltage: +20%, -30 %

Output nominal power 9 kW At nominal output voltage

Max. output current (continuous) 82 A

Control precision of battery voltage: ± 1.5 % At voltage detection point.

(Detection point = battery charger

output)

Control precision of the current

limiter:

± 5 %

Ripple on output voltage: ≤1 % RMS At Nominal output voltage

Output filter: EMC filter

2.8 SAFETY REGULATIONS FOR WORK ON THE ACU

Whenever working on the cabinet the following five operations must be completed.

1. De-energize the ACU

De-energize the Auxiliary Converter Unit according to the instructions of the person responsible for the train.

198

Then switch OFF the battery power. You can only disconnect the connection between the battery charger and car battery by pulling the battery plug or by removing the car battery fuse.

Switch off the master control SIBCOS-M1300 by interrupting the DC 110V supply. To do this, pull the plug "X040" from the control.

2. Ensure ACU cannot be switched ON again

Ensure power cannot be switched ON again and pantographs cannot be raised.

Mark points that have been switched to voltage free with a warning sign.

199 3. Check that the installation is dead on both parts of ACU

Measure the absence of voltage at the following points. The measured voltage should not be more than 60V.

DC 1500V

Component Measuring points

Spherical grounding electrode -E1

-E2

-E3

DC 650V (Input to battery charger)


Battery charger T3 T3: -X4 (+650V)

T3: -X5 (0V)

DC 110V (Output to battery charger)


Battery charger T3 T3: -X3:1 (0V)

T3: -X3:2 / -X3:3 (+110V)

4. Ground and short-circuit the ACU

Short-circuit the spherical grounding electrodes E1, E2 and E3 (refer to Figure 1)

using a suitable ground short-circuiting kit in order to ground and short-circuit the DC link of

the ACU.

NOTE

Use a three-terminal grounding and short circuit device (with short-circuit ropes and earthing cable) for ball fixed-points Ø20mm.

Note the correct order. First connect E3 to the grounding / short circuit device, then E1 and E2.

200

5. Cover or isolate parts

After opening the hatches, cover or isolate parts nearby that are live.

TRCTION CONVERTER CUBICLE

TRACTION CONVERTER CUBICAL

The traction converter cubicle is a completely assembled unit installed in the HT compartment of the

motor coach. The traction control unit (TCU) is situated inside the cabinet. The technical details are as

following:

Nominal input voltage 2 x 950 V AC, 50 Hz / 1500V DC

Input voltage range in AC mode 627 V – 1083 V AC

Which is related to a line voltage from

16.5 – 28.5 kV

Input frequency range in AC mode 46Hz – 54 Hz

Input voltage range in DC mode 800 V – 1800 V DC

Nominal DC link circuit voltage

traction operation

AC Mode 1800 V

DC Mode 1500 V

Power factor in AC at different loads

and line voltages

Approx. unity

Figure 1 – Position of the spherical grounding electrodes in the cabinet

201

ELECTRICAL SYSTEM

The traction converter works on dual voltage system i.e. line input of 1500V DC or 950V, 1ph, 50Hz AC (25KV

AC line). The converter consists of two four-quadrant chopper, one DC link, two PWM Inverters each

delivering two traction motors. The converter also includes DC link capacitors, contactors, transducers,

blowers etc. The function of the traction converter is controlled and monitored by Siemens’ Traction control

unit (TCU) SIBAS® 32S.

202

Functional sections of the traction converter in AC Mode

The traction converter consists of the following functional sections in the AC Mode operation:

• Input and pre-charging

• Four-quadrant chopper

• DC link circuit

• Capacitive earth-fault registration

• Pulse width modulated inverter & Braking chopper

Schematic of the converter

203

Input section in AC mode of operation

204 Input and pre-charging

Refer to Figure for the schematic of the functional input section in AC Mode. Two poles (K1.1 and K1.2) of a

double pole contactor (K1) isolate the transformer and 4QC module from each traction winding of the

transformer. A pre-charging unit is connected in parallel to this main contactor. The pre-charging unit

consists of a single pole pre-charging contactor (K4), One pole K4.1 connected in series with a pre-charging

resistor (R31). The pre-charging resistor comprises of two resistors R31.1 and R31.2 in parallel.

When the converter is put into operation, first the DC link capacitor of the inverter is pre-charged before the

main contactor is closed using diodes in 4QC modules. This prevents the high inrush current, which would

result if the input voltage was suddenly switched onto the empty converter. The main contactor is switched

on after the DC link voltage has reached 90 % of the theoretical final charge.

Four Quadrant Chopper Module (4 QC)

A four-quadrant chopper consists of a bridge as shown below in Figure. The purpose of the 4QC is to

transform the input voltage (generally single phase AC from the transformer) into a controlled direct

voltage for the DC link circuit. The term 4QC signifies that the phase angle between voltage and

current is freely adjustable while driving as well as while braking. Through the combination of phase

situation and mode of operation all four operational quadrants can be obtained.

The IGBT’s are used as switches with a high closing sequence. The function is described

exemplarily for rectifier-operation starting from a current less situation. To build up a current in the

self-inductance of the transformer LN one of the two IGBT’s A2 or A3 (positive half-wave, A1 or A4 at

the negative half-wave) is triggered. During this the secondary side of the transformer is short

circuited. As soon as the current has reached the desired value the IGBT is blocked. The current

continues to flow via the freewheeling diode into the DC link circuit and is reduced by this (UD UN).

Afterwards the process starts again and during it the IGBT’s are used alternately to put equal thermal

burdens on them.

Number of 4 QC per Traction

Converter Cubical (TCC)

2

Semiconductor IGBT

Type of phase module SIBAC BB S P 1500 FL

Pulse frequency 750 Hz

205

Pulse Width Modulated Inverter

The IGBT’s can be essentially defined as basic switches with a high clock frequency. This means

it is possible to connect 3 output terminals U, V, W as required to the + or of the voltage DC link Cd.

The switching sequences are selected so that a sinusoidal current is obtained. The voltages between

two output terminals are now observed. The maximum possible amplitude of the phase to phase

output voltage is a function of the magnitude of the DC link voltage Ud.

The RMS value of the output voltage can be reduced by clocking. This clocking comprises brief

turn-off operations within a basic fundamental. The frequency, with which the output waveform is

repeated, is the same as the PWM inverter output frequency.

When braking, the motor torque direction opposes the direction of rotation. There is

considerable phase shift between the voltage and current. By entering the basic fundamental, the

PWM inverter adjusts the phase between the voltage and current.

206

Figure: Pulse Width Modulated Inverter

Number of PWMI per TCC 2

Number of traction motors

per PWMI

2

Semiconductor IGBT


Pulse frequency Variable, up to 800Hz

Brake Chopper

Protection resistors are externally connected to the brake chopper for protection. When

any serious fault is detected by SIBAS, it turns off all IGBT modules and fires chopper. During

this, entire DC link gets discharged through protection resistors. This is only for over voltage

protection of the DC link & no full duty braking resistor.

Number per TCC

(per PWM inverter a double module (PWM inverter,

brake chopper)

2

Semiconductor IGBT


Pulse frequency 250 Hz

Capacity of DC link circuit 12 mF -0 % 10 %

Inductance of line reactor 6 mH -0 % to10 %

Control Voltage

Control voltage range

Max operating current at nominal voltage

110 V DC

77 V to 137.5 V DC, 10 Amp.

Auxiliary supply voltage

Continuous power demand

3AC, 415V, 50Hz

approx. 6.2 kW

Power rating

207

Parameter Continuous

rating

Short time rating

(2 min)

Input Power per 4QC 620 kW 720 kW

Input Current per 4QC 764 A 903 kW

Output Power per PWMI ( AC & DC) 535 kW 630 kW

Output Current

per PWMI

AC 322 A 371 A

DC 400 A 446 A

Out put voltage

(L-L)

AC 1217 V 1217 V

DC 986 V 1024 V

Capacity of DC link circuit : 12 mF -0 % +10% ( 4 X 3 mF)

Inductance of line reactor: 6 mH 0 % to +10 %

Air Flow: 1.9 m3/s ( 0.95 m3/s per blower)

Air Flow required: 1.6 m3/s

208

Forced Ventilation

Traction Converter Cabinet is a forced air-cooled system. The airflow direction is shown in

figure given below.

Fig. Principle of forced ventilation

209 List of Components

Type Number Description Functional

Unit

Designation

in cabinet

Quantity

per TCC

Part no

SP1500FL IGBT Module –

Single Parallel

4 Quadrant

Choppers

A1, A2, A11,A12 4 A5E00281205

SD1500FL IGBT Module –

Double

PWM

Inverters

A3, A5, A13,A15 4 A5E00281211

4PK9904-7AB Line Filter

Choke

DC Line L1 1 A5E00465421

LTHS-1250-2P Line Contactor

DC

DC Main-

/Line-

Contactor

K6 1 A5E00422750

LTHS-800-2P Line Contactor

AC

AC Main-

/Line-

Contactor

K1 1 A5E00307978

LTC-250-2P Pre-charging

Contactor DC

DC –

Precharging

Circuit

K5 1 1012253

LTC-250-1P Pre-charging

Contactor AC

AC Pre-

charging

Circuit

K4 1 A5E00406971

2CS7-410-

1RG11-0KK3

Main Blower Main blowers

for cooling

M1, M2 2 A5E00296015

148DH9LM

18230

Auxiliary

Blower

Auxiliary

blowers for

churning air

M11, M12,M13 3 1000263

DCMKP 2.2/

3mF or

E56.M45-

305680

DC Link

Capacitor

DC Link C1, C2, C3,C4 4 A5E00374704

P354.1-IGBT DC/DC Power

Supply

IGBT Driver

card power

supply

A91, A92 2 A5E00296016

CS1000BRVE or

LTC600-SFC-

SPxx

Current

Transducers

AC/ DC Input

output

currents

U1, U2, U3, U4, U5,

U6,U7, U8

8 A5E00307975

A5E00303286 Voltage

Transducers

DC Voltage

monitoring

U31, U32,U33, U34 4 A5E00303286

TV 1164 (CT) Intermediate

Transformer

Current

System

current

monitoring

T4, T5 2 A5E00422663

210

Type Number Description Functional

Unit

Designation

in cabinet

Quantity

per TCC

Part no

TV 1162 (VT) Intermediate

Transformer

Voltage

System

Voltage

monitoring

T3 1 A5E00422668

BNV 05.110.d/

0.5 X2

SIBAS Filter SIBAS Power

Supply Filter

Z1 1 621961

31138210 Temperature

Sensor – Air

Inlet

Air Inlet

Temperature

B1 1 279729

PVR900T or

GBS 60/370

60R +/-5%

Pre-charging

Resistor

AC/ DC Pre

charging

Circuit

R31.1,R31.2,R

32.1,R32.2

4 A5E00422669

PVR160 or

GWS 300 SB

33K +/-5%

Discharge

Resistor DC

Link

Discharge

and Earth

Fault

Detection

R42 1 A5E00422670

PVR160 or

GWS 300 SB

99K +/-5%

Discharge

Resistor DC

Link

Discharge

and Earth

Fault

Detection

R41 1 A5E00422672

B25835-

S2224-K057

Grounding

Capacitor

DC Link

Discharge

and Earth

Fault

Detection

C75 1 A5E00122720

3RT10172KF4

20LA0

Contactors

forBlower

Blower

Circuit

K92, K95 2 1012617

3RH11222KF4

00LA0

Auxiliary

Contactors

Auxiliary

Circuit

K51-K53 3 1010736

6FH4742-1A SIBAS 32 S Traction

Control Unit

A100 1 A5E00299514

343434 EMC capacitor DC link

circuit

C71 1 343434

211 Photograpghs of major compoenents

TCU with control connectors

IGBT module

4 Quadrant chopper IGBT module

PWM Inverter IGBT module

212

Position of K1 and K6 contactor

Assembly of C1 and C2 seen from

contactor side of cabinet

Assembly of C3 and C4

seen from SIBAS side of

cabinet

Fig. showing location of main blowers

213

Main blower motor cable connectors

Current transducers with bus bar

Auxiliary transducer

Auxiliary contactors

214

Pre-charging resistor plate

assembly

Auxiliary blowers

215

TRACTION MOTOR

TRACTION MOTOR

Four number of traction motors are provided in one motor coach. Two pairs of traction motors

are connected across two different PWM inverters.

TECHNICAL DETAILS

Type Designation : 1TB2022-0TA03

Make : M/s Siemens

Electrical data

Number of Poles : 6

Specific Electric Loading : 476 A/cm

Flux Density in Air Gap : 0.8 T

Flux Density in Stator Yoke : 1.0 T

Flux Density in Rotor Yoke : 0.75 T

Thermal Class : 200

Connection : Star

Supply cable : 1 x 35 mm2 per phase

Mechanical Data

Air gap: : 1.5 mm

Air ventilation: : 0.25 m2/s

216

Stator bore dia: : 325 mm

Rotor diameter: : 322 mm

Length of the core : 350 mm

Maximum rating

Max. Motor speed (fully worn wheel) : 3452 rpm

Max. torque (new wheel) : 2903 Nm

Max. Power (at tractive effort curve) : 84 kW

Gear ratio

: 5.71 (97 teeth gear wheel / 17 teeth

pinion)

Torque Fundamental

motor current

Cos Φ

(Power Factor)

Efficiency

DC-Mode 1147 Nm 167 A 0.81 95 %

AC-Mode 1147 Nm 150 A 0.79 95 %

Ratings

Parameter Continuous Operation One Hour Rating Two Minute Rating

Voltage 932 V 993 V 1043 V

Current 200A 211A 223A

Power 240 kW 270 kW 300 kW

Power Factor 0.79 0.79 0.79

Frequency 101.5 Hz 101.5 Hz 101.5 Hz

Speed 2000 rpm 2000 rpm 2000 rpm

Torque 1147 Nm 1290 Nm 1434 Nm

Efficiency 94% 93.5% 93.5%

Maximum Starting Current (0 to 950 rpm up to 14 seconds):

New wheel : 276A

Half worn wheel : 267 A

Motor Bearings:

DE : Cylindrical-Roller Bearing F-809035.01.NU-J20AA

Oil Lubricated/ Electrically Insulated)

217

Make : FAG

Lubrication oil : Gear Oil

Min qty required : 10 mm3/h

NDE : Deep Groove Ball Bearing

DIN 43283-6316.808916.J20AA

(Grease Lubricated/ Electrically Insulated)

Make : FAG

Bearing Grease : Shell RetinaxLX2

Motor Suspension Unit (Nose-Suspension) Bearings:

DE : Tapered Roller Bearing 566566.J20AA


Make : FAG


NDE : Tapered Roller Bearing 809055.J20AA (with flange)


Make : FAG


Gear& Pinion:

Make : M/s Flender

Type: Single slant toothed spur gear

2LB6095-3AA57

Material of pinion and gearwheel : 17rNiMo6

Material of gear case : casting material GGG40

Gear Ratio : 97/17

Gear Oil : Shell Spirax AX 80W-90 or A 85W-145

Maintenance Check List:

Stator Resistance : 85.35 mΩ + 5% at 20° C

With 10 A DC

Insulation Resistance : 2 MΩ with 500 V DC (Used)

10 MΩ with 500 V DC (commissioning)

218 High Voltage Test : 2100 V(AC 50/60 Hz) /1 min (Used)

3680 V(AC 50/60 Hz) /5sec (commissioning)

Oil Level:

Initial Quantity Refilling Quantity

Motor NDE Bearing 0.15 kg/Bearing 26 g/Bearing

Nose Suspension Bearing 1.2 Kg/Bearing 300 g/Bearing

Gear Oil 2.8 litre (approx) 2.5 litre (approx)

219 Earth Return Brush

Make : M/s Shunk metal and Carbon (India ) Pvt. Ltd.

Type : B 1726 10

No of working brushes : 2

No of safety brushes : 2

Brush Measurement : 20x40x55mm

Brush grade : BSQR

Nominal Brush pressure : 300 cN/cm2 (4.35 PSI)

Continuous load :

Effective working current: : 520 A (with 2 brushes)

Max. short term overload:

1 hour load(1.5 x) : 780 A

100 ms Load (15 x) : 5200A

Average brush wear : 3.5 mm/1,00,000 km

Wear Height : 33mm

221

TRACTION TRANSFORMER

TRACTION TRANSFORMER

The transformer is designed for a nominal rating of 1250 kVA. It consists of a primary

winding and 2 secondary windings. Therefore, 625 kVA is available at each secondary. This

corresponds to a secondary side nominal current of 731 A at a secondary voltage of 855 Volt (22.5

kV mains voltage). The transformer is cooled with a total of 530 litres of oil.

TECHNICAL DATA

Manufacturer : ABB Secheron SA

Type : LOT1250, Oil Immersed transformer

Identification No : XCH000000-AUC

Nominal Line Voltage : 25 kV (19 to 27.5 kV)

Line voltage min (2s < t < 10min) : 16.5 kV

Line Voltage max (2s < t < 5 min) : 30 kV

Traction Transformer Fitted Under Slung

222

Frequency : 50 Hz (46 to 54 Hz)

Installation point : Under slung

Dimensions (length x width x height) : App. 2800 x 2000 x 850 mm

Total weight, including oil : App. 3.3 t

Cooling : ODAF- mineral oil cooled

Installation point : Under slung

Technical data Primary Side

Rated power : 1250 kVA

Nominal primary Voltage : 22.5 kV

Rated current voltage : 58 A at 22.5 kV

Technical data Traction Winding

Number : 2

Rated power : 625 kVA

Secondary Voltage : 855 V

Standard current per winding : 731 A at 855 V (prim. 22.5 kV)

Leakage inductance : 1.465 mH 10% related to the secondary

Transformation ratio : 26.32: 1

Resistance : 50 m - Related to secondary side

Magnetisation Current : 0.17 A ± 30% , Under 22.5 kV

Efficiency : 96%

Cooling surface area : 4.37 m2

Turns Ratio : 26.294

Total Oil Volume at 20° C : 560 dm3

Winding Details

HV Winding Traction Winding

No of windings 1 2

Conductor Material Copper Copper

No of parallel conductors 1 per HV Coil associate to

traction winding, 2 Coils in

parallel

2 on each traction winding

Total X-section 8.74 mm2 128.35 mm2

Rated current at 22.5 kV 55.55 A 731 A

Current Density 6.4 A/ mm2 5.69 A/ mm2

Number of layers 18 layer winding 6 layer winding

223

Winding Resistance (DC) at 85° C 9.135Ω 15.4 mΩ

No of Turns 2682 102

224 MAJOR COMPONENTS OF TRANFORMER

225

i. Transformer oil pump

Flow-well Oil Pump for transformer is glandless Mono-bloc Centrifugal type suitable for circulating the oil. The pump has inline suction and delivery flanges. The pump-set is driven by 3 Phase, 50 Hz, 415 V AC supply.

General specifications:

Motor H.P. 3

Discharge in LPM 700

Total Head in Meters 10.8 Mtrs (0.9 bar)

Speed 2850 RPM

Class of Insulation `H'

Suction X Delivery 80 x 80 mm

Total Weight 39 Kgs.

Type 1530

Fabricant FLOWWELL PUMPS & METERS

ii. Air Dryer (Breather)

The transformer is equipped with two air driers. One is to dry the air in the oil expansion tank. The second one (smaller) is to dry the air in the bushing box.

The upper and lower parts of air drier consist of compact casting in aluminium alloy and the transparent hose, which contains the salts (Silica-gel) and it is protected by a stainless steel cylinder drilled in such a way as to allow the visual control of salts.

The air sucked into the transformer (due to thermal contractions of oil mass) passes through these drier.

In the lower part there is a closing system which prevents the contact between air and salts. This closing system allows the air passage in the two directions (inlet and outlet) only when there is a pressure difference between the inside and the outside of the transformer.

226 Silica-gel air dries are transparent tanks of salts of silicon chemically pure, with cobalt indicator or without cobalt. Silicagel has the purpose to absorb the air humidity signaling the reached degree of saturation by change of colour:

With cobalt Without cobalt

BLUE = completely dry ORANGE = completely dry

PINK = =completely saturated COLORLESS = completely saturated

The salts contained in the dehumidifier can be taken off and regenerated by heating them at 120-150°C until they get their original colour again. When more than the half of silicagel is became pink (or colorless) (water satured) it has to be fully changed or regenerated.

iii. Heat Exchanger (Radiator)

The aim of the cooling system is to transfer

the electrical losses created within the

transformer to the outside air. Two fans

provide the necessary airflow to cool down

the circulating oil through the cooler. The

oil is pushed through the cooler by the

circulating pump.

iv. High Voltage Bushing ( HT terminal)

The main insulation of the HV bushing, Elastimold 750 S, 18/30kV is a core of solid insulation with condenser layers for field control. The plug is particularly characterized by its space saving construction and simple assembly and disassembly.

The external cone of execution for the plug connection is always protected by a cap when the plug is not attached.

Before the HV plug is connected, the cone of bushing must be cleaned. No foreign bodies may be gotten jammed. While the plug is connected, it should make certain that no air is included.

227

v. Earth Terminal

vi. Butterfly Valves (Drain & Filling cock)

This valve is built with a aluminium casing. Sealing is realized with NBR gasket. The valve is equipped with a locking plate that indicated also the position (open or close). To operate the valve use a 19mm wrench. To lock the valve use M6 bolt or cadenas diameter 6 mm.

Ball valve

The ball valve is built in stainless steel with PTFE gasket. It is fixed by 4 screws M10 to

the tank. The exit is closed by a 1"1/4 plug. The operating arm is fixed to the tank to

insure the closed position

vii. Marshaling Box (Low voltage terminal)

The connection box is IP67 box equipped with IP 68 cable gland. All electrical devices are connected in the connection box to terminal blocks.

ADO terminal block provided to avoid wire

stripping and to have good safety and reliability. The

main point for ABB terminal blocks are:

• Elimination of conductor preparation risks

• No retightening

• Vibration resistant

• Corrosion resistant

• A tool which guarantees a safe connection

228

• Procedures simplification

viii. Name Plate

ix. Suspension Arrangement

The transformer is fixed under the coach body using rubber dampers. The rubber dampers are mounted to the transformer suspension arms by ABB Rubber dampers are chosen for their properties to limit the transmission of vibration from the transformer to the coach body and to absorb part of choc that coach body can transmit to the transformer. The arrangement also allows compensate flatness default,

x. Bellow (Flexible Coupling)

Bellow made from ductile metallic materials allows misalignment and thermal expansion of

229 piping. The basic element, which is a thin-walled cylindrical tube, is formed into parallel corrugations with hydraulic or mechanical pressure.

The bellows are protected against object projection (stones etc.) with stainless plates

placed in the exposed side around the bellows.

xi. Thermometer Sensor

The thermometer sensor is composed of 2

platinum resistance thermometers PT100.

The sensor is placed in oil. The thermometer

sensor is used to measure the oil temperature

in the transformer.

The sensor is screwed in a pocket, and it is possible to change the sensor without oil draining. For a good heat transmission, the pocket is filled with oil. Enough space is keep free of oil to allow dilatation.

xii. Pressure Relief Valve

The pressure relief valve (or over pressure valve) limit the

pressure in the transformer tank. The valve open when the

pressure over-pass 0.8 bar.

When the valve operates it causes a central rod to protrude from the protective casing commuting immediately the switch and giving an electrical and visual signal. When the over-pressure falls down, a spring closes the valve. But the signal returns to its initial position only by manually pushing inwards.

xiii. Oil Level Indicator

The oil level indicator is located at the expansion tank. The indicator shows the height of the oil level. The minimum and maximum Oil levels are displayed and also the oil level when the oil is 30°C.

The transformer is filled 100% with oil. The expansion of the oil is taken up by the expansion tank, which is connected to the transformer. The expansion tank is installed on the side of the transformer.

The min. mark is corresponding to an oil temperature of -20°C and max. mark is

corresponding to an oil temperature of +120°C.

230

Oi1 level detector

The oil level detector measures minimum level in the expansion tank using floats. If the oil level becomes too low, the oil level detector switches and the transformer has to de-energized.

Oi1 flow sensor

The flow sensor detects a minimum oil flow. A paddle moves related to flow volume and actuates a micro-switch.

New Oil Characteristics:

Requested Value Typical Value

Density at 20° C 1.0 kg/dm3(Max) 0.876 kg/dm3

Kinematic Viscosity at 40 35 mm2/s (Max) 7.6 mm2/s

Flash Point Min 250° C 144° C

Pour Point Max -45° C -63° C

Water content Max 200 mg/kg < 20 mg/kg

Neutralisation Value Max 0.03 mg KOH/g < 0.01 mg KOH/g

Total Acidity Max 0.3 mg KOH/g 0.04 mg KOH/g

Total Sludge Max 0.05 %/mass < 0.02 %/mass

Break Down voltage Min 45 kV 40-60 kV

>70 kv after treatment

Dissipation Factor at 90° C, 50 Hz Max 0.03 < 0.001

DC Resistivity at 90° C Min 2 G Ωm 5 G Ωm

Dissolved Gas Analysis:

Sr. No Gas Limit value in ppm ( Max)

1 CO2 12000

2 CO 1000

3 H2 400

4 CH4 (Methane) 200

5 C2H6 (Ethane) 200

6 C2H4(Ethylene) 300

7 C2H2(Acetylene) 30

231 TRANSFORMER OIL COOLING CIRCUIT

Figure: Cooling circuit diagram

Cooling System:

Make :

Type : Aluminium Plate Exchanger

Oil Volume : 20 litre

Case : Steel

Thermal data :

Air inlet Temperature : 50° C

Air outlet Temperature: 77.7° C

Oil inlet Temperature : 85° C

Oil outlet Temperature: 81.9° C

Oil flow : 655 lpm

Fan Data:

Numbers: 2

Transformer

Heat exchanger

Oil

pump

232 Type: Entry from Front,

Exit to the bottom.

Power consumption at rated capacity: 2 X 2.2 kVA (3.2 A)

Motor Data:

Make: ABB

Type: HX100 LB1004/2

Voltage: 3 Phase, 415 V

Low Speed High Speed

Starting Current/ Torque 450%/160% (4P) 600%/200% (2P)

Continuous Rating 0.4 kW 1.6 kW

Speed 1405 2825

Power Factor/ Slip 0.83/6.3% 0.92/5.8%

Monitoring System

Equipment Type Make Limit

Pressure Relief Valve T3(DN80) Sukrut 0.8 bar

Thermometer sensor Double PT100 Altop

Oil Level Indicator Float arm Sukrut

Oil Level Detector Nivofix RW1016PVK Honsberg (EU)

Oil Flow Detector UB1025HM Honsberg (EU)

Current Transformer Siemens

Maintenance Check List:

1. DGA : As specified above

2. Winding Resistance :

HV Winding : 9.135Ω

TR Winding : 15.4 mΩ

233

3. Insulation resistance :

Voltage Time Admissible Value at 20 ° C

1000V 30 seconds > 100 MΩ

60 seconds > 150 MΩ

234

OTHER ELECTRICAL EQUIPMENT

i. DC High Speed Circuit Breaker UR 6

ii. AC Vacuum Circuit Breaker (VCB)

iii. AC-DC Change Over Switch

iv. Surge Arrester

v. Automatic Power/phase control (APC)

vi. Braking Resistor

vii. Earthing Dis-connector and Switch

viii. Battery and Battery Charger

ix. MCBs

xi. Switches

xii. Solenoid valves

xiii. Signal Bell

xiv. Current transformers

xv. Potential Transformers (line voltage transformer)

xvi. Voltage Sensing Device

xvii. Governors

xviii. Auxiliary Air Compressor

xix. Main Air Compressor

DC HIGH SPEED

CIRCUIT BREAKER UR

6

235

The UR 6 circuit-breaker is a air cooled DC high-speed current-limiting circuit-breaker. It has

been designed to ensure a trip free, rapid opening of its main contact, on detection of a short circuit,

and to quickly extinguish the arc by generating a constant over-voltage during the whole

interruption process.

The circuit-breaker is made of independent mounted sub-assemblies, corresponding to the

different functions.

1. Fixed insulating frame made of glass-fibre reinforced insulating material.

2. Main circuit, consisting of a lower connection terminal, a moving contact, an upper

connection terminal, a fixed contact with horn (24) and another horn.

3. Over-current release.

4. Arc chute.

5. Closing device and fork.

6. Auxiliary contacts assembly.

Because of its short response time following the detection of an excess current (short-circuit,

over-load detection..), it is particularly suitable for the protection of the electrical equipment in

rolling stock used on DC lines.

Make M/s Secheron

Type U6.32

Rated operational voltage 1800 V

Rated insulation voltage 2000 V

236

Rated operational current 1000 A

Conventional free air thermal current (at Temp. = 40°C) 1000 A

Rated short-circuit breaking and making capacity Iss/T

Rated time constant T1 NA

Rated time constant T2 30 kA/15 ms



Direct over-current release 0.45 - 0.9 kA

0.6 - 1.2 kA

0.9 - 1.8 kA

1.2 - 2.4 kA

1.5 - 3.2 kA

Maximum arc voltage 1.5 - 2.1 Ue

237 AC VACUUM CIRCUIT BREAKER (VCB)

Technical Data

Make: M/s Autometers alliance Ltd

Type: VCBA25.10Tr

Maximum rated voltage 30kV

Nominal rated voltage AC (1-Ø) 25kV

Power frequency withstand voltage

(dry & wet) 75 kVrms

Lightning impulse withstand voltage 175 kVrms

Rated current 1000Arms

System frequency 50 Hz

Short circuit rupturing capacity 16kArms (440MVA)

Making current 40 kArms

Short time current capacity 16 kArms(3 sec.)

Opening time < 60 ms

Closing time < 100 ms

Control voltage 110 VDC

Input air supply pressure 4.5 to 10 kg/cm²

Rated operating sequence -- CO-3 min-CO

238 AC-DC CHANGE OVER SWITCH

The single-knife switch is designed to connect power supply from a pantograph to other circuits provided in

a traction vehicle. The advantageous features of this switch are as follows:

- Minimum space required,

- Sturdy structure,

- Minimum maintenance required, and

- Dependable operation under extreme conditions.

The switch ensures switching between two different power supply units. The switch is mounted on a

duralumin base plate of 15 mm thickness, bolted down on a traction vehicle roof. The switch incorporates a

moving contact knife fixed on an insulator and connected to a shaft which extends into a traction vehicle

area and contact springs mounted on the base plate via insulator. Under the plate, fitted on the shaft is a

lever designed to transfer the motion from a pneumatic cylinder, thus ensuring the moving contact knife

turning.

There is a split on the shaft which controls via pin and adapter four auxiliary contact switches. The base plate

contains a bracket connected via pin to the pneumatic cylinder; a switchboard and a pneumatic

electromagnetic valve 5/2 are used for the pneumatic cylinder control. Female panel connector mounted on

the holder is connected to power leads for the electromagnetic valves and cam switches connected.

On the upper side, the plate is provided with an M8 thread for a bolt used for the connection to a traction

vehicle earthing system. Up to position of moving contact are supplied by power from pantograph:

239 - contact C with the pneumatic cylinder piston rod shifted out

- contact B with the pneumatic cylinder piston rod slid in.

The switch is designed to switching power supply from the pantograph by disengaging of moving contact

(knife) from one contact spring, turning in approximately 60° and engaging into second contact

springs.

240 Technical Data

Make: M/s Secheron

Type: RS 25.10

Assembly drawing SP1800259DCZ

Dimensioned sketch SP1820479DCZ

Main circuit

Nominal voltage UN 25 /kV/ AC

Rated insulation voltage UNm 36 /kV/ AC

Rated operating voltage Ue 27.5 /kV/ AC

Frequency f 162/3; 50 or 60 /Hz/

Short-time withstand current: 1s Ik 25 /kArms/

Dynamic withstand current Ip 63 /kA/

Minimum conducting current (gold) 4mA/24V DC

Breaking knife angle of turning ° 60°

Mounting position horizontal

Weight 57 kg

Control circuit

Nominal voltage 110 /V/ DC

Tolerance of auxiliary voltage -30% / +25%

Pneumatic drive

Operating pressure range 0.4 - 1 /MPa/

Dielectric test voltage: control circuit-earth

(AC 50 Hz during 60 s) 1.5 /kV/

Change-over time (at pressure 1MPa) <3sec at

-30°C; +70°C

Breaking capacity of the auxiliary contacts 1A/110V (L/R=5ms)

Breaking knife angle of turning 60°

Rated mechanical durability C3/A4 min. 250 000

operating cycles

241 Inspection of the Contact Spring Force

Contact springs:

Contact pressure 20 to 40 N*

Contact opening 10 mm

* Force required for the knife to be drawn out of contact springs

242 SURGE ARRESTER

Surge arrester protects the insulation of high voltage and medium voltage devices against

over-voltages which are caused by lightning or switching operations.

Surge arrester is constructed from serially connected, non-linear metal-oxide (MO) resistors.

These MO resistors have an extremely non-linear resistance property. At the maximum operating

voltage of Uc, only a small capacitive current will flow in the mA range. With an increase in voltage,

the MO resistors enter a highly-conductive state practically without delay. Thus any further increase

in voltage is limited to the specified residual voltage values.

After the decline of the overvoltage the arrester immediately turns back to the non- or

slightly-conductive state. The MO arrester converts the energy of the surge into heat, which it

transfers to the surrounding air.

244 DYNAMIC BRAKING RESISTER

Technical Data

Make Heine Gmbh

Type BWD73

Nominal Resistance (Rn) 3Ω + 7% -5%

Maximum Resistance Rmax 3.96 Ω (referred to 600°C)

(Rn+ 7% + resistance rise due to

temperature rise)

Minimum Resistance Rmin 2.85 Ω: (referred to 20°C)

Inductance: 7μH at 1 KHz

Load Case-1 1600 kW (tb = 1s)

0 kW (tb =300 s)

Load Case-2 1240 kW (tb = 2.5s)

0 kW (tb =120 s)

Continuous Load 41 kW

Load Case 400 kJ (tb =100 ms)

245

(Intermediate short circuit) 2X within 10 s

There after shut down.

Creepage Distance ≥ 45 mm

Clearance Distance ≥ 18 mm

Energy Absorption Capacity 2456 kJ

Resistance Material CrNi2521, Strip Material

246 EARTHING DIS-CONNECTOR AND SWITCH

This earthing disconnector is designed to earth the circuits on both sides, i.e. before and

behind the main high-speed air switch in a traction vehicle. It is usually preceded by a control group

switch with a reverse lever and a pantograph locking box.

The following are advantages of this earthing disconnector:

- minimum space required, - sturdy structure, - minimum maintenance requirements, and - reliable operation in extreme conditions.

Description

247

The earthing disconnector ensures safety operation of a traction vehicle and safety of staff members

while performing the traction vehicle inspection and/or maintenance, and curing defects and/or making

repairs.

On the plate face side is a control lever aimed at controlling the move of breaking knife from one

end position (Operation) to other end position (Grounded). Blocked mechanically in a groove, the lever

must first be shifted out of the groove by pulling it towards oneself; only then it is possible to turn the

lever counter-clockwise by 60°.

Mounted on the base plate back side, the switch has the fixed contact knives connected to a traction

vehicle frame through a flexible bond when in the „Grounded“ position. When in the Grounded“ position,

the contact knives slides into the flexible contacts thus making ground connection.

248 BATTERY AND BATTERY CHARGER

Power supply 110V

The EMU features a 110 volt DC on-board supply system. The battery is located under the

DTC and NDTC. The battery charger with 110 volt direct current is accommodated in the ACU. The

battery charger in the ACU only charges the battery in the own basic unit.

The battery main switch is located in the shunting cab. This switch completely isolates the

battery from the on-board supply system. One switch per unit is provided. Before the battery can be

switched ON via the electronics cabinet in the driver's cab, all battery main switches in the shunting

cab must be switched ON. This is located in the cabinet below the shunting desk.

Battery box fitted under slung

249

Figure : Battery main switch, shunting desk

The battery voltage is monitored by a minimum-voltage relay. When a specific voltage is

reached, the driver can override it for the preparation of the unit via the "Isolated Under voltage"

switch on the driver's cab.

In the case of a defective battery, the unit can continue to operate within the train without

any restrictions. This is ensured by a battery bus-bar which leads through the entire train.

The emergency light in the driver's cab is connected directly behind the battery main switch.

Therefore, it has to be ensured that the emergency light is switched OFF when parking the train

(battery main switch is not switched OFF, vehicle is shut-down).

MINIATURE CIRCUIT BREAKERS (MCBS)

SWITCHES

SOLENOID VALVE

250

SIGNAL BELL

CURRENT TRANSFORMERS

251

POTENTIAL TRANSFORMERS

VOLTAGE SENSING DEVICE

TECHNICAL DETAILS

Make : Birkholz

Type : HK1.1A

Direct voltage : 1 000 V -- 4 000 V

Alternating Voltage : 25 kV 50 Hz (17 000 V -- 30 000 V)

Sr.No Type of signal Output

1 Filtered AC for more than 180 ms at AC Evaluation Unit AC

2 DC Current more than 5 mA at DC evaluation Unit DC

GOVERNERS

252

Sr.

No

Governor Make Type Setting

1 Main Compressor

Governor

Moller MCS-11-SOND910-G Set: 6.0 ksc

Trip: 7.0 ksc

2 Auxiliary Governor Moller

SMC

MCS-11-SOND910-G

ISG120-031-W

Set: 5.3 ksc

Trip: 6.3 ksc

3 Equipment

Governor

Moller

SMC

MCS-11-SOND910-G

ISG120-031-W

Set: 5.6 ksc

Trip: 4.6 ksc

4 Control Circuit

Governor

Moller

SMC

MCS-11-SOND910-G

ISG120-031-W

Set: 4.0 ksc

Trip: 3.2 ksc

5 Parking Brake

Governor

Indfos

Denfos

116X Set: 3.0 ksc

Trip: 2.0 ksc

253 COMPRESSED-AIR UNIT

The compressed-air unit consists mainly of two compressed-air circuits, which are connected

to each other by means of a non-return valve. The pantograph, AC main circuit-breaker and the

voltage change-over switch are located in one of the compressed-air circuits (auxiliary air circuit).

In normal operation, the other compressed-air circuit (main air circuit) supplies the auxiliary

air circuit with compressed air via the non-return valve, the compressed-air brake and parking brake

system, the air suspension, pneumatic horn and windscreen wipers.

AUXILIARY AIR COMPRESSOR

The auxiliary air compressor is located in the HTC and generates the compressed air required

for the operation of the components in the auxiliary air circuit if the pressure from the main air

circuit is not available. This is often the case when the motorised train is being prepared.

The auxiliary air compressor is supplied directly by the battery.

Auxiliary Air Compressor

254 MAIN AIR COMPRESSOR

A three-phase piston air compressor installed underneath the DTC / NDTC supplies the train with

compressed air. It is automatically activated at a pressure of 6.0 bar and deactivated at a pressure of 7.0 bar.

The starting takes place without any pressure.

The compressed air is lead to several air reservoirs via a non-return valve and an air drying system

with automatic drainage. The air reservoirs are also equipped with automatic drainage.

One main air compressor is provided for each unit. All vehicles are equipped with a continuous MRP.

In addition, several compressed-air reservoirs for the brake, the spring-loaded brake, the air

suspension and the horn are provided.

The compressed-air system is protected by a safety valve. This safety valve triggers when a pressure

of 7.8 bar is exceeded.

The motor compressor set consists of the following main assemblies:

Three-phase motor, compressor, resilient mounting and dry-type air filter. The resilient

mounting is available in the form of

rubber shocks,

spring wire shocks and

a combination of rubber and spring wire shocks. The compressor has rubber shocks, the motor is equipped with spring wire shocks.

Main Air Compressor fitted under slung

255 TECHNICAL DETAILS OF MOTOR COMPRESSOR SET

Compressor

Make : Knorr- Bremse

Type : VV120

Three cylinder reciprocating

Low Pressure Stage : 2 nos. Dia 95 mm

High Pressure Stage : 1 no. Dia 75 mm

Stroke : 60 mm

Lubrication : Oil Flash type

Oil Consumption : < 1 c.c. / operating hour

Cooling : inter cooler and after cooler

Oil capacity (Max/ Min) : 3.7 l/ 1.7 l

Max outlet pressure : 10 bar

Allowed duty cycle : 30-100%

Motor

Make : Knorr- Bremse

Type : KB/18-132MB

Voltage : 415V

256

PANTOGRAPH

PANTOGRAPH

It is provided to collect H.T. Supply from OHE contact wire. The OHE supply may be 1500 VDC or

25 KV AC, 50Hz. This is fitted on foot insulator on the top of the roof of the motor coach. The

pantograph is mounted on the roof with supporting insulators. The lightning arresters on the roof

protect the unit from hazardous over voltage surges. The current is guided via the transformer in AC

operation mode or directly to the current converter in DC operation mode.

Technical Details

257

Sr.No. Item M/s Shunk M/s SIL

1 Standard UIC 60494-1

2 Type WBL 23.03 AM-18 B2

3 Min. Height with Insulators 575±10 mm 575±10 mm

4 Insulation Distance 250 mm 250 mm

5 Min Height over resting position --------- -----------

6 Max Height in raised position Max. 2290 mm Max. 2290 mm

7 Maximum Extension Max. 2400 mm Max. 2400 mm

8 Operating Range 500-2000 mm 500-2000 mm

9 Width of pan head 1-17110.11856 2032 mm 2032 mm

Sr.No. Item M/s Shunk M/s SIL

10 Total length in resting position 2370±10 mm 2370±10 mm

11 Total weight including insulators ≈ 150 kg ≈ 290 kg

12 Current collecting strips spacing 250 ± 10 mm 250 ± 10 mm

13 Current collector - material Electrolyte copper Electrolyte copper

13 Pan base sheet thickness Old- 1.6 mm

Mod.- 2.0 mm

2.0 mm

14 Nominal Voltage 25kV AC/

1.5 kV DC

25kV AC /

1.5 kV DC

15 Nominal current 60A/1100 A

16 Maximum speed under good OHE 160 kmph 160 kmph

17 Ambient Temperature -10° C to 50° C -10° C to 50° C

18 Propulsion system Air bellow Servo motor

19 Air pressure for continuous operation 7.0 bar 7 bar

(5<b<10 ksc)

20 Contact Pressure 11.5

(11- 14 kg

recommended)

11.5 kg

( 12 kg

recommended)

21 Raising time to maximum working

height

10 second 0 m to 1.5 m in 6-10

s

22 Lowering time from maximum working

height

10 second 1.5 m to o m in 10 s

259

CONTROL SYSTEM (SIBAS 32)

i. CCU (Central Control Unit)

ii. TCU (Traction Control Unit)

iii. BCU (Brake Control Unit)

iv. MMI (Man Machine Interface)

v. Multi Vehicle Bus

vi. SKS (SIBAS Klip Station)

Control technology

The control technology was designed redundantly for this vehicle. At the heart of each train,

there are two central control units called CCU. These are located in the driver's cab: Apart from the

control of the entire train, the CCU also controls the display.

The vehicles of one unit and the units themselves are connected to each other via an MVB

bus. The MVB is designed redundantly with line A and line B. If the MVB bus is not available despite

of this fallback, the vehicle can be operated in degraded operation via the rescue drive mode. This

function is only used for clearing the track. In this operating mode, the display is switched off and

the auxiliary tell-tale lamps are switched on.

All switches, buttons and consumers which are controlled via the control technology are

connected to a KLIP station. The KLIP stations are distributed I/O stations for the CCU. They are used

to significantly reduce the length of the control lines to the CCU.

Traction controls

This vehicle is a three-phase vehicle which is controlled via a TCU. The TCU processes the

propulsion and braking commands (electronic brake) and transmits this information to the current

converter. If there is a TCU failure, the unit in question can no longer operate autonomously. This

does not pose a risk if the unit is part of a train, as there may be at least one basic unit failure per

train. This is described below in the "Unit failure concept" overview.

260

Figure: Overview of control technology / MVB bus

261 Brake control

All parts which affect the brake directly, except for the driver's automatic brake valve in the

driver's cab, are connected to the MVB bus. The brake commands from the joystick/brake lever are

thus transmitted to the CCU. The CCU calculates the brake forces for the EP and the ED brake and

transmits the value to the BCUs and TCUs. The EP unit converts the brake value generated by the

current into compressed air.

A pneumatic WSP is not available in this vehicle (sliding/skidding protection is only available

for the driven axles in the motor car). This means that the driver must brake earlier if the rails are

slippery in order to avoid wheel flats.

In the case of a brake malfunction, the driver can always stop the train by moving the

joystick/brake lever into the emergency brake application position. Furthermore, the function of the

driver's automatic brake valve can be used as a fallback at any time.

If there is BCU failure or defect, the TCU takes over all of the functions.

Display support

The MMI (Man-Machine Interface) is installed in the driver's cab in the DTC and informs the

driver of the current state of all important functions in the train. The states of a function are

indicated to the driver by means of coloured icons. The driver can detect faults at one glance. The

display assists the driver during the subsequent error detection. For information on further actions,

the driver can call up the corresponding remedy for the error message.

Automatic vigilance device

The automatic vigilance device has been implemented via the master controller. If the driver

releases the vigilance monitoring button during the journey, the brakes are applied automatically

and the power of the train is switched off. This only happens during the journey. If the speed is

below 5km/h, this function is disabled.

In rescue drive mode, the automatic application of the brakes is immediately initiated even if the vigilance

monitoring switch is not actuated and if the speed is below 5km/h.

262 MMI (MAN-MACHINE INTERFACE)

Man Machine Interface (General View)

1 Display ON / OFF

2 Not Connected

3 Legends of Symbols (Meaning)

4 Event Overview

5 Trouble Shooting Guidelines for Motorman

6 Not Connected

Figure: Man Machine Interface (General View)

263

7 Brightness Control Dialog

8 Not Connected

9 Not Connected

10 Clear

11 Cursor Up

12 Cursor Down

13 Curser Left

14 Curser Right

15 Enter

16 to 25 Soft keys 0 to 9

264 Different MMI Screens.

A. Top level screen

B. Unit Screen

1 Train No. Not commissioned

2 Screen designation

3 Date

4 Time

5 Main screen

6 Massage text

7 Short massage

8 Soft keys

9 Short massage

Figure: Top level screen

Figure: Unit Screen

265

C. Driver / Brake Screen showing percentage traction / Braking

D. Legend of Indications (By pressing ‘i’)

Figure: Driver / Brake Screen showing percentage traction / Braking

266

E. Legend of Indications (By pressing ‘i’ & 2)

267

Figure: Legend of Indications (By pressing ‘i’ & 2)

268

F. Legend of Indications (By pressing ‘i’ & 3)


269

G. Legend of Indications (By pressing ‘i’ & 4)

1 PIS MMI


270

Main Tasks of the TCU

The Train Control Unit (TCU) of the SIBAS 32 S system is used for processing, evaluating, storing and

transferring data and signals in electric rail vehicles. The main tasks of the TCU for the EMU are listed as

follows:

Data exchange via the MVB-Communication Module with the other Basic Units of the train set.

Data exchange via the MVB with ACU, BCU, KLIP etc. of the own 3-car-basic-unit

Control of power switches

Control of the defined tractive and regenerative braking effort

Generation of control signals for the traction converters

Monitoring (power switches, current, voltage, temperatures etc.)

Diagnostics

These tasks are fulfilled by TCU via hardware and software components inside the TCU.

Internal Structure and Method of Operation of the TCU

The TCU consists of a combination of electronic devices in a forced-air cooled rack. The

connection to the vehicle environment is implemented by front plugs.

The TCU SIBAS 32 S of the EMU vehicle consists of a Central Processing Unit (CPU) and three

lower-level sub-computers (signal processors). The CPU fulfils the Higher-level Traction Functions.

The three signal processors implement the Control of the traction converters itself. There

are two signal processors for the two Pulse Width Modulated Inverters (PWMI) and one signal

processor for the two Four Quadrant Choppers (4QC).

MVB-Communication

With the help of the MVB-Communication Module (located on the CPU-card) the CPU

exchanges relevant signals with the other MVB stations of the own Basic Unit (like BCU, ACU, KLIP,

etc.). Also the communication with the other 3-car units in the train set is realized with the MVB-

Communication Module.

2 Train radio hands-free

module

3 Train Radio MMI

4 Pressure Gauge Parking

Brakes

5 Train radio Handset

271

Higher-level Traction Functions

The central processing unit (CPU) also controls the higher-level functions of the traction

system. In response to the driver’s controls (e.g. driving set point) the CPU determines the required

power flows and thus generates set points for the two 4QC (not operated in DC-mode) and the two

PWMIs. The CPU enables closure of the main circuit breakers and controls the state of various

internal breakers and also wired train lines.

Therefore the CPU is able to input and output binary Signals via the internal bus with the

help of Binary Input/ Output Devices. The CPU provides monitoring and protection functions to

detect faults in the system. When a fault is detected appropriate action is taken to ensure the

system remains safe and to limit consequential damage.

Diagnostic information is provided to the train driver and to maintenance staff. With the

help of a Service PC and a special software tool (SIBAS Customer Monitor) the diagnostic information

of the TCU diagnosis memory can be read out and further maintenance tasks can be fulfilled.

Control of the traction converters:

Each of the signal processors implements the software control algorithm required to

generate the power semiconductor firing pulses in response to the set point values from the central

processing unit. Because the signal processors perform all time-critical functions of the traction

closed-loop control and converter open loop control, the CPU is relieved of computationally

intensive tasks.

Each of the signal processors interacts with special interface devices e.g. in order to actuate

the power semiconductors and to read in actual drive values like voltages, currents, temperatures

etc.

SIBAS 32 SYSTEM

(SIEMENS RAILWAY AUTOMATION SYSTEM WITH 32 BIT MICRO-PROCESSOR)

The SIBAS 32 system (Siemens Railway Automation System with 32 bit microprocessor) is

employed for modulating and logic control functions in mass transit rolling stock such as light rail

vehicles (trams), underground railways, suburban rapid transit vehicles and trolleybuses, as well as

272

in long-distance vehicles, for example, high-performance locomotives, high-speed trains diesel-

electric locomotives.

The system controls, monitors and protects the vehicle drive in the area of the converter

equipment and performs the information processing in a control level embracing the whole vehicle

as the central control unit.

The recording and control of digital and analog process signals "locally" at the vehicle control

is realized using SIBAS-KLIP.

SIBAS-KLIP comes from the German for "intelligent terminal for peripheral interfacing".

The peripheral signals in the vehicle are hereby connected to the I/O module of the SIBAS-

KLIP substation (SKS) by means of front connectors and are connected to the multifunction vehicle

bus (MVB) through the AS 318 MVB interface via the vehicle control.

View of a SIBAS-KLIP substation

The following picture shows two SIBAS-KLIP substations arranged above one another:

273

BRAKE SYSTEM

BRAKING SYSTEM

General

The vehicle is equipped with several brake systems. Normally, the joystick/brake lever

(Master Controller) is used for braking the vehicle. This lever can also be used for a rapid application

of the brakes in the event of an emergency.

This system uses the EP brake system. To use this system in the best possible way, one Brake

Control Unit (BCU) is provided per unit. The BCU controls the brake force of the units. If the BCU

fails, the TCU will perform the functions of the BCU.

An indirect brake, which can be operated via two automatic brake valves, serves as a

fallback. One is used by the driver, the second one by the guard.

The vehicle mainly uses the electric brake. With this brake, the generated brake force can be

returned back into the contact line network (OHE). If the brake force cannot be fed into the network,

the brake current is commutated to a brake resistance and the magnetic drag is reduced to 0 kN

within 1 sec. As a next step, the electro-pneumatic brake takes over the magnetic drag.

To secure the parked units, a spring-loaded brake has been installed. It acts on all 4 axles of

the DTC/ NDTC. The brake can be applied or released via push buttons provided in the driver's cab.

In the case of a fault, the spring-loaded brake is locked by an air shut-off cock. In this case, the driver

has to release the brake by hand via the emergency release device.

274

The pneumatic brake is already connected from 15 km/h (due to idle time of the EP brake).

Furthermore, the electronic brake force is reduced depending on the speed (between 15 to 3 km/h).

If the speed drops below 3km/h, the EP brake is automatically reduced.

The term "special brake blending" refers to the proportional reduction of the electronic

brake while the compressed-air brake is increased.

Figure: Set-up of the EP unit

Figure: Special brake blending

275

Figure: Set-up of the brake system DTC – MC – TC

277

Figure 32: Set-up of the brake system NDTC – MC – TC

278

Figure: Overview of spring-loaded brake

The spring-loaded brake is suitable for securing the units. It acts on the two bogies of the

DTC / NDTC. Compressed air is required to release the brake. In the case of a broken or defect hose,

the spring-loaded brake is applied automatically. However, this fault can be eliminated via the

emergency release device, i.e. one funicular traction per spring-loaded brake on the bogie. It is no

longer possible to apply the spring-loaded brake after a fault of this kind. In addition, the shut-off

cock of the spring-loaded brake must always be shut-off for an emergency release.

Air

reservoir

Emergency

release

device

Holding

valve

Compressed-

air brake

cylinder

Spring-loaded

brake cylinder

BP connection

Solenoid valve

Manometer in

the driver's

cab

Release device

Shut-off cock of the

spring-loaded brake

279

PASSENGER AMMENITIES

i. Interior & exterior Lights (head light, flasher, signal light) ii. Fans iii. Air ventilation iv. Passenger Information System v. Alarm Chain pulling (wire rope system)

COACH FANS

Technical data

Sr.No. Description : Coach Fan AC-DC EMU

1 Make : M/s Raman Sinha ( Shankar)

2 Voltage : 98-135 V AC, 50 Hz AC

3 Power : 65 W

4 Power factor : 0.9

5 Sweep : 450 mm

280

6 RPM : 1200

7 Air Delivery : 85 m3/ min

8 Wire mesh & Body : Aluminium

9 Fan Blade : Nylon

281 AIR VENTILATION & MAIN BLOWER UNITS

Make Siemens

Type 2CS7 352-8RG11-1EM8

Motor Make Siemens Motor

Type of motor 1PP9083-2LA99ZN03

Nominal voltage 3AC, 415V ±10% @ 50Hz

Starting current and torque 24.4A / 22.0Nm

Continuous rating (at shaft) 1.75kW

282

Speed (at rated power) 2840 rpm

Power factor and slip of the motor

(at rated power) 0.82 slip: 5.3%

Power consumption at rated capacity

(Working point) 1.6 kW

Output power at shaft (working point) 1.25 kW

Efficiency at rated capacity Motor 77.5 %

Blower 49%

COACH LIGHT

283

PASSENGER INFORMATION SYSTEM

Display unit

284

ANNEXURE - A

Electrical Multiple units (Train sets) for higher train speeds on IR

An energy efficient, cost effective, modern technological solution for increasing average train

speeds and throughput of Rajdhani, Shatabdi and other Mail/Express Trains

By

R.K. Bhatnagar

Adviser Electrical (G)

Railway Board

and

Jaideep

Director Electrical Engineering (G)

Railway Board

The biggest criticism Indian Railways face today is that despite developments in Traction

Technology and high speed trains running at 350 kmph plus, a reality today, average speed of even

the fastest Rajdhani, Shatabdi trains continues to be as low as 90 kmph. Although the maximum

permissible speed of these trains have gone up to 150 kmph.

Main reason for lower average speeds of IR passenger trains are:

Heavy congestion on major trunk routes

Large number of permanent and temporary speed restrictions on trunk routes. On date there

are as many as 135 speed restrictions on NDLS- HWH section.

Differential speeds of trains. Freight trains, commuter trains and passenger trains run on the

same track.

Longer trains being driven by single loco. These Important trains having 21 to 24 coaches are

being hauled by single loco

Absence of Electrical brakes

Indian Railways is fast losing its competitive edge vis-à-vis Airlines due to its inability to run

trains faster and reduce the run time. Various options being considered by IR to systematically

increase the train speeds are:

Dedicated high speed corridors for running trains at speeds above 250 kmph on certain

selected routes under PPP.

Gradually up grading the speed of the existing track infrastructure to run semi high speed

trains at 160 kmph to 200 kmph.

Dedicated Freight Corridor (DFC) for segregating freight traffic and reducing congestion on

trunk routes.

These options are time consuming and highly capital intensive as they are dependent on new

infrastructure or massive up gradation of existing infrastructure. The need today is to optimally

utilize the existing infrastructure and increase the average speed of the trains and carry more

passengers by utilizing the modern traction technology.

Most of the Railways in advanced countries in the world, have progressively switched over their

intercity passenger services from locomotive hauled trains to distributed powered EMU Train sets.

Most of the intercity passenger trainswith operating speeds ranging from 130 to 160 kmph in various

285 countries in Europe, Japan and Asia are Electrical train sets. Chinese Railway is also running train

sets for its overnight services with sleeper coaches. These train sets are highly energy efficient,

faster, provide better comfort and generate line capacity.

IR also need to adopt the latest technology (Distributed Powering) to cut down the running time for

important prestigious Inter city trains for following reasons:

Improvement in Acceleration.

Acceleration plays a major role in achieving higher average speeds. This becomes very

relevant when there are large number of speed restrictions and unscheduled halts and slowing of

trains due to heavy congestion on the routes and differential speeds of the trains. Typical speed vs

distance and speed vs time curves of loco hauled trains is given below

286 Deceleration of Loco hauled Trains

Loco hauled trains are provided with friction brakes which operate on lowering of air

pressure in the brake pipe, which is a very slow process. It takes almost 25 to 30 seconds for the

application of brakes in the last vehicle vis-a-vis first vehicle, due to which brakes have to be applied

very gradually to avoid jerks to passengers. Brake release also similarly takes some time due to

which train acceleration further slows down. Train deceleration is also around 0.2

m/s2:

Sl.No. Speed

Restriction in

kmph

Time Loss in

acceleration

(Seconds)

Time Loss in

braking

(Seconds)

Time loss in

acceleration

and

deceleration in

seconds

1 Halt 72 144 216

2 15 63 126 189

3 30 54 108 162

4 50 42 84 126

5 60 39 72 111

6 80 27 48 75

7 100 15 24 39

8 120 3 6 9

How Train set can help?

Operational Parameters of Train set vis-à-vis Loco hauled trains

Operational Characteristics Loco Hauled 21 coach

Rajdhani Train

Rajdhani run with

EMU Train set

Acceleration (Starting) 0.22 m/s2 1.0 m/s2

Deceleration 0.20 m/s2 1.0 m/s2

Time to achieve 130 kmph 279 seconds 50.3 seconds

Distance required to travel to

attain a speed of 130 kmph

6489 meters 1089.7 meters

Additional time required for

acceleration and deceleration

for a halt with maximum

speed of 130 kmph

216 seconds

41 seconds

288

Reduction in run time between New Delhi and Howrah with Train sets

Speed

Restrictions

kmph

Time Loss in Acceleration and

deceleration

Time saved

by Train

sets vis-a-

vis Loco

hauled train

(Sec)

No of speed

restrictions

Total time

Saving

with train

sets(in

sec)

By Loco

hauled

trains

(Seconds)

By Train sets

with acceleration

and deceleration

@ 1 m/s2 (Sec)

Halts 216 41 175 6 1050

10 198 36 162 6 972

20 180 30. 150 13 1950

30 162 24. 138 31 4278

40 144 20 124 6 744

50 126 16 110 6 660

60 111 13 98 4 392

70 93 10 83 19 1577

80 75 7 68 4 272

90 57 5 52 4 208

100 39 3 36 17 612

110 27 2 25 5 125

120 9 1 8 14 112

Total Time savings 135 12952

Savings in run time 216 minutes or 3 hours and 36 minutes

Simulated run of 21 coach Rajdhani Train with WAP7 Loco for 8 hours with Permanent Speed

restrictions only

289

Run with Loco hauled conventional train

Simulated run with Desiro train sets with 1.0 m/s2 acceleration and 1.1 m/s2 deceleration with

permanent speed restrictions alone

Run With Train set

Due to large number of speed restrictions trains hardly achieve the maximum permissible speed of

130 kmph as can be seen from the simulated speed time curve of Howrah- New Delhi Rajdhani.

Actual total time between HWH-New Delhi for 1440 km is 17 hours and 5 minutes, which can easily

be done in 14 hours with Train sets, even with maximum permissible speed of 130 kmph i.e. without

any expenditure on track and signaling infrastructure. A net savings of 3 hours in run time despite

135 speed restrictions.

Energy Efficiency

Train sets are highly energy efficient because of following reasons:

Propulsion equipment is mounted on the coaches, hence locomotives and Power cars in

conventional loco hauled trains get eliminated. Weight of one Loco and two Power car is

almost one third of the train weight, resulting in proportionate savings in energy consumption

Improved aerodynamics compared with older trains (leads to about 25% less energy

consumption)

Regenerative braking leads to substantial energy savings especially in Indian conditions with

large number of speed restrictions requiring frequent braking (17 to 25% energy is recovered)

Savings in diesel fuel in power car

Improved energy efficiency in power supply, partly due to more advanced technologies of the

trains (3-7%)

290

Total energy savings with Train sets is more than 50%. As per UIC report even with increase in

speeds, energy consumption per passenger comes down with train sets vis-à-vis Loco hauled trains.

Rajdhani train consumes 34 thousand units of Electricity and 2000 litres of fuel for a run between

New Delhi and Howrah. Savings in money terms per trip @ Rs 5 per unit for electricity and Diesel

@ Rs 50 per litre works out to Rs 1.85 lakh per day or Rs 6.75 crore per annum.

Enhanced Safety

Regenerative and electro-pneumatic braking leads to higher deceleration and reduced

emergency braking distance leading to enhanced safety

Reduced jerk rate and smoother braking and acceleration due to electro pneumatic braking

vis-à-vis friction brakes in conventional trains

Train sets have automatic door closing leading to improved passenger safety

Micro processor based diagnostic and monitoring system further ensures safety vis-à-vis

alarm chain based system, which has a slow response time

Modern Train sets are provided with Automatic train protection systems

Reduced maintenance of assets

Reduces wear and tear of the track due to elimination of locos and power cars with lighter

coaches and distributed powering and tractive forces.

Train sets are equipped with the modern three-phase IGBT technology with fully suspended

motors, which require very less maintenance.

Regenerative braking leads to reduced wear of brake blocks and tyres

Need for Maintenance facility for passenger locos is eliminated.

Improved reliability

Modern 3 phase technology is highly reliable

Distributed powering has lot of in built redundancy (50% to 60% axles are powered), which

leads to very high reliability

On board diagnostic system reduces dependence on the skills of Pilots, further improving the

reliability

Reduction in Pollution

Reduced noise pollution due to elimination of power cars and locomotive. It is very important

as presently noise norms are being violated on these trains. Average noise levels exceed the

maximum permissible 75 dBA level. Likely to cause hearing loss as per UN norms.

Especially affected persons are power car staff and persons travelling in adjacent coaches.

Reduced carbon emissions and air pollution especially on the station platforms.

Improved Passenger comfort

Modern Train set cars are provided with ergonomic coach design and improved passenger comforts,

with infotainment systems and air craft type mini pantry. Aerodynamic design of the nose,

distributed powering and electrical braking helps in comfortable jerk free ride.

291 Improved throughput

Further with cabs at both ends, turn round time required at terminal stations is less than 15

minutes, leading to improved utilization. A train set running between New Delhi and

Howrah can start From Kolkata at 7:00 pm and reach New Delhi at 9:00 AM and run an extra

trip between New Delhi and Kalka and back between 9:00 AM and 7:00 PM.

Presently 21 car Rajdhani train has only 17 passenger coaches. With train sets Power cars and

locomotive and even pantry car can get replaced by passenger coaches thereby increasing the

throughput per train. Number of coaches can also be further increased to 24 passenger

coaches thus helping in increased revenue and meeting the growing passenger demand.

Improvement in Line capacity

Faster acceleration and deceleration leads to reduction in time required to clear the critical

section thus improving the line capacity on congested routes.

Higher carrying capacity of the trains will reduced the number of trains required for same

through put.

Financial Returns

Capital Cost

Capital cost per car for trains sets running at maximum permissible speed of 140 kmph is around

Rs 8 crore per car(Cost of Cars running on airport express having similar

acceleration/deceleration characteristics) and a 21 car modern train set would cost Rs 175 crore,

(which can be substantially reduced if manufactured indigenously or at RCF) vis-à-vis Rs 75

crore for a loco hauled 21 coach Rajdhani which has only 17 passenger coaches.

Operation and Maintenance Cost

Savings in O&M cost of Train sets vis-à-vis conventional Rajdhani trains will be Rs 5 crore per

annum, mainly on account of savings in energy cost.

Passenger Revenue

Additional passenger revenue from train sets will be around Rs 20 crore per annum due to

additional throughput due to replacement of power cars and loco by passenger earning coaches

and additional trips due to reduction in run time.

IRR

From above it is seen that there will be additional net savings of Rs 25 crore per annum with an

additional investment of only Rs 100 crore on one 21 car train set giving an IRR of more than

25%.

292 Way Forward for IR

There are following options available with IR for increasing the speed of trains running on existing

tracks:

1. Manufacture Train sets at RCF

Existing LHB coaches are fit to run at speeds up to 180 kmph. Three phase propulsion

equipment can be mounted under slung on these coaches to convert them to distributed

powered train sets. In this case, interiors of the trains will remain the same and IR can

continue with existing Class of coaches (3AC, 2AC and FAC). The leading coach will be

converted to driving car with suitable changes in the nose profile. This is the least cost option.

Capital cost will only go up marginally with very high IRR.

2. Import few Train sets through global tendering of modern design with comfortable interiors,

air craft type pantry so that pantry car can be dispensed with and replaced by passenger

coaches. The cost of imported train sets is around Rs 8 to 10 crore per car i.e. Rs 175 crore

for a 21 car train set vis-à-vis Rs 75 crore for a conventional loco hauled 21 coach Rajdhani

train with only 17 revenue earning passenger coaches. With reduction in run time, savings in

fuel and energy cost, increase in passenger revenue, reduced maintenance costs and extra

trips, it will be possible to achieve a very high IRR on Rajdhani, Shatabdi routes.

3. Enter into an MOU with some government, for introduction of modern train set technology

from that country for trials. Swedish Government and French government has shown keen

ness for such an arrangement.

4. Permit Private operators to operate Train sets on PPP basis who will be attracted by the high

IRR

In view of numerous advantages of train sets, Indian Railways must introduce EMU Trains on select

Shatabdi/Rajdhani routes as a trial measure for reducing the journey time without any up gradation

in track and signaling system. An effort in this direction will herald a new era in operation of

Rajdhani and Shatabdi trains. Further for achieving higher speeds, a train set is the only option. As

and when the track is upgraded to 160 kmph, same train sets can be used by adding additional motor

coaches.

With Modern Train sets, it will be possible to make journey between New Delhi and Howrah, a very

comfortable overnight journey and provide the competitive edge to IR vis-à-vis Airlines.

293

ANNEXURE – B

AUXILIARY WARNING SYSTEM

Introduction:- AWS is an aids to Motorman

a) It gives Alarm b) It indicates c) It decelerates d) It stops

It is a microprocessor based control system, which continuously monitors the speed,

direction of traveling, distance traveled aspect of the signal passed and the alertness of the

Motorman. And thus increase the reliability of railway system.

AWS type ZUB-100 designed and developed by M/s. Siemens Ltd, it was introduced in WR

suburban section of Mumbai Division on 24.02.87.

It is a high-grade safety device preventing the accident due to the negligence of human

failure of Motorman. It compels the Motorman to obey the aspect of the signal and maintain

the correct speed. If it is not well acknowledge with in time AWS descelerate the train and

stop the train.

Advantage of AWS:-

i) It prevents accidents ii) It upgrades the safety of passengers and working of train iii) It prevents the damages of railway system iv) Only on aid v) Does not relives driver from his duties.

Track Equipments:-

A. 1. Track Magnet 2. Upto Coupler

B. Cab equipments:-

294

1. Engine or train magnet 2. Tacho generator 3. Coupler 4. Isolating switch unit (ISU) 5. Brake application unit (BAU) Brake actuating unit. 6. Control processing unit (CPU) 7. Hooter 8. Drivers indication panel

a) Taget speed indicator b) Signal failure by pass button c) Signal by pass counter d) Reset push button (Blue) of EBC e) Emergency brake counter f) Vigilance button g) Indication lamp

(i) Blue (ii) White (iii) Yellow (iv) Red

1) Track Magnet: -

It is placed at track near the signal. It is connected to the signal through Opto

coupler card.

Track magnet transmit the information of aspect of signal to CPU track magnet has three chamber.

a) First chamber – Consist of a tuned circuit and 50 H2 coil. b) Second chamber – Certain oscillators tuned frequency to different frequency. The

frequency are as under: - F1- 2800Hz

F2- 2800 HZ + 800 Hz = 3600 Hz

F3- 3600 Hz + 800 Hz = 4400 Hz

F4- 4400 Hz + 800 Hz = 5200 Hz

F4 – B3 + 800 = 5200 Hz

F5 – F4 + 800 = 5000 Hz

F6 – F5 + 800 = 6800 Hz

F7 – F6 + 800 = 7600 Hz

c) The third chamber – consists of power coil modulator card and 100 MHz coil with tuned circuit – 100 KHz frequency is amplitude (Modulated) with a dia frequency in Modulator cords.

Power coil Generate about 12V (AC) received from engine magnet power coil (cord)

Type of Track magnet: -

295 A. Type Magnet – A type magnet is used with normal signal and given frequency F1 to F5

in pair of 2.

B. Type magnet. B type magnet is used for getting fixed frequency like F4 and F5 frequency or F5, F6.

Track magnet are water tight and are tested by feeding 0.5 kg/cm2 air pressure for 1

minute.

By dipping in water no pressure dropped is allowed.

Opto Coupler Card: -

It is placed on the signal post in a metallic box and work as link between signal

aspect and track magnet. It lake the input from the signal transformer output and

connected it to the track magnet.

2. Cab eqipment:-

1. Engine magnet or train magnet :- it is fitted under frame below guard seat when it passes over track magnet it collects the information from track magnet and send to it to CPU through coupler.

2. Engine magnet passes parallel to the track magnet at a distance ( 175 mm ± 0-5mm) in jessop block and ( 183.5mm + 0-5mm) in ICF stock.

1) It acts as a power source for track magnet 2) It dictates the presence of track magnet by clip in current of 50 KHz coil. 3) It received modulated frequency and transmit it to CPU.

Tacho Generator: -

It is fitted on the axle of the front wheel of the train and gives following information to

the CPU. Speed, zero speed distance traveled, direction of travels.

Couplers: -

It conveys the information from Tacho generator to CPU through conducts and also

gives train coil to CPU.

ISOLATING SWITCH UNIT: -

296

Isolating switch unit has manually operated isolation switch and a set of MCBs; it

consists of 110V supply to AWS system provision also exists for counting No of isolation

number. It helps in isolating of AWS in case of Malfunction or due to some other reason,

ISU has eight LED.

a) Yellow – LEDs (I) 110V, (2) 24V, (3) 12V – (4) 5V – Power on supply b) Supply to Master controller - Green LED c) 2 Supply to Magnet Valve - Green LED d) Supply to HMV - Red LED e) Supply to AMV - Red LED

Brake actuating unit (BAU) BAU consists of :-

a) Brake control relay( BCR ) b) Emergency braking reverse relay c) Emergency braking normal relay d) Services braking relay (SBR)

CPU: -

Control processing unit – It process the information received from track magnet and

gives instruction to indication panel., for the action of hooter and brake actuating unit.

Hooter: -

It is an audiser alarm or warning to motorman an passing of signal and will be continued till

it is acknowledged or by passed.

Drivers Indication panel: -

It has many buttons and counters and indication.

Signal failures by pass button (SFBB) It is operate only when trains dead stop. It

must be pressed while manual signal is to be passed at danger on receiving T88B.

Signal failure by pass counter (SFBB) It is a counter and counter the number of

operation of SFBB on pressing SFBP it rotates half and on passing the signal (Track

magnet) it complete its rotation.

Emergency Brake counter (EBC) It is a counter and counts the number of penalty or

emergency brakes applied the EBC rotates half when emergency brakes are applied and

complete when reset push button is pressed.

Reset Push button: -

297 It is operative only in stand still condition of train. It is pressed to release emergency

brakes applied by AWS.

AWS MAGNET VALVE: -

Two magnet valve are used for application of emergency brakes by AWS, these are:

a) Feed cut off magnet valve (FCMV) It is provided on the pipe feeding MR pressure to brake controller. Normally when it is energized it allows the MR pressure to charge BP through ICS. A cock is provided in parallel to this magnet which is opened only when AWS is to be isolated.

b) Exhaust Magnet Valve: - (EMV) It is provided after the EAV and before the pilot valve normally when it is energized, it blocks the BP pressure to exhaust when it is deenergized it opens the path and brakes are applied. A cock is provided in series to these magnet valve, which is closed only when AWS is to be isolated.

COMBINATION OF FREQUENCY:- Out of 7 frequency two are used at a time to communicate a particular signal aspect thus it

information can be feed but all combinations are not used.

Sr.No Combination Function

1. F1 + F2 Absolute Red ®

2. F1 + F3 Double Yellow (YY)

3. F1 + F4 Yellow (Y)

4. F1 + F5 Permissive Red

5. F3 + F4 Green (Signal Off)

6. F2 + F4 Signal at caution (Yellow) with

Inter signals distance more than 700m

7. F2 + F6 No Change in earlier information

8. F5 + F6 Reduced braking distance after next signal

9. F1 + F6 Release the brake curve.

OPERATION INSTRUCTION FOR AWS:-

Switching on of AWS: -

1) Switch ON AWS MCB 2) Close the feed cut off magnet valve cock (90o to big pipe)

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3) Open the exhaust magnet valve cock (Parallel to small pipe) 4) Switch On AWS ISU 5) Switch On DCS, ICS, Control Key, EP Key. 6) Record ISU EBC and SFBC number in AWS cards, when the AWS is switch ON

following indications are displayed on indication panel. a) Blue and white lamp lit. b) Blue lamp extinguished and relit after 4 and 5 seconds. c) White lamp flashed and relit steady.

FUNCTIONAL TEST OF AWS TO BE DONE AT

1) Starting of trip, (2) Carshed or stabling yard, Taking overcharge at in between station

Procedure: - Keep vigilance button pressed for 10 sec. White lamps (LED1) are flashing,

blue,Red, and yellow lamps (LED) list and steady.

2) Release vigilance button – Hooter sounds for 2 sec. White lamps lit steady, red and yellow lamp extinguished.

Note: - 1) steady white lamp indicate AWS Eqpt in working order.

3) On releasing vigilance button – If white lamps are still flashing means AWS is faulty, then isolate the AWS completely

ISOLATION OF AWS: -

AWS is to be isolated when

a) Non availability of 110V supply b) Malfunctioning of AWS c) Whenever there is some faults in electrical sides or leakage in pneumatic side.

Procedure:- 1) Switch OFF ISU 2) Open the feed cut off Magnet valve cock (Parellel to big pipe). 3) Close the Exhaust magnet valve cock (90 to small pipe). 4) Switch OFF AWS (MCB). 5) Record ISU EBC, SFBC number in AWS Card. 6) Entry in the Failure in unit defact chart Maintained by MUI

CONTROL EXERACISED BY AWS.

Speed > = Speed limit + 1 km -- Audioable Warning

Speed > = Speed limit + 5 km -- EP Brake + Warning

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Speed > = Speed limit + 10km – Emergency Brake.

EMUTECHNOLOGY - Rolling Stock Knowledge Resource

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