Notes

on
AC DC EMU

-1-
SSPECIAL
PECIAL FFEATURE
EATURE OFD
OF C/AC EEMU
DC/AC BHEL)
MU ((BHEL)
1. Works on dual voltage (25 KV AC/1500 DC).
2. Regenerative brakes of 110 KN.
3. 30% to 35% Energy saving.
4. Designed for 5 Motor coaches.
5. Provision of Air suspension.
6. Fast acceleration.
7. Designed for 100 KMPH speed (operating Instruction No.80 & 81 )
8. Automatic changeover of Light & Fan supply.
9. Provision of parking brake.
10. Use of Microprocessors (MDC & PLC)
11. Main compressor works on 3 phase 415V AC.
12. Lights & Fans work on 1 Phase 141V AC (3Phase 244 VAC Phase to Phase).
13. In master controller 7 notches for Traction, 7 notches for braking & 1 notch for
emergency.
14. HT Compartment is pressurized.
15. 16 nos. of Auxiliary works on 3 Phase 415V AC.
16. Use of various sensors like Speed, Temp, Pressure, Voltage, Current, Oil level,
Flow etc.
17. Full EP brakes in Neutral position of Direction selector switch.
18. Brake blending facility (mixing of EP & Regeneration brakes).
19. Use of Driver’s Display unit (DDU).
20. Full EP brakes from 5 to 8 notches of Master controller during braking in case
of PLC failure.
21. Auxiliary (Baby) Compressor can work from DTC & M/C.
22. Traction motors are permanently connected in parallel.
23. Provision of 6 Jumpers between Leading & Rear DTC & adjacent Motor
coach.
24. Automatic position detection of Motor coaches.
25. Use of separate Auto brake controller.
26. Train refuses to move when DCS is ON at two places.
27. When Auto Brakes are applied EP Brakes & Regenerative Brakes are inhibited.
28. Redundancy Brakes of 0.25 kg/cm2 are applied at every Brake application.
29. Flood working – same as DC EMU (Operating Instruction No. 82)

* * * * * * *

-2-
TECHNICAL DATA BHEL EQUIPMENTS
RATINGS OF THE EQUIPMENT

1.1 Traction Transformer

Make Nicke, Germany
Continuous Rating 1312 KVA
Turns Ratio 17:1
Primary Voltage 22.5 KV
Secondary voltage 1326 V
Class of insulation II
Cooling ODAF

1.2 Traction Converter / Inverter / Auxiliary Converter

LCD Cubicle (LCD = Liquid Cooled Device)
(i) Line converter
AC MODE DC MODE
Input voltage 1326 VAC 1500 VDC
Input current 900 A 900 A
Output voltage 2200 VDC 2200 VDC
Output current 525 A 525 A
Power Rating 1200 KW 1200 KW

(ii) Inverter ( Common to both AC and DC mode )

Input voltage 2200 VDC
Input Current 460 A
Output Voltage 1950 VAC
Power Rating 1520 KVA

(iii) Auxiliary Down Chopper

Input Voltage 2200 VDC
Output Voltage 560 VDC
Cooling Medium - ( Middle Synthetic ester )

(iv) Heat Exchange Cubicle ( for LCD Cubicle )

Air Flow 2 x 5000 CMH
Motor 451 V, 3 Phase, 50 Hz, 1.5 KVA
Two Speed by pole changing 1450
RPM, 2900 RPM
(v) Auxiliary Converter Cubicle
• 20 KVA Inverter 560 VDC / 400 V, 3 Phase, 47.5 Hz – for Compressor Motor.
• 50 KVA Inverter 50 VDC / 415 V, 3 Phase, 50 Hz – for other Auxiliary Machines, lights
and fans.
• 5.5 KVA Inverter for oil pump – constant voltage of 400 V, 3 Phase for oil pump
• Battery Charger 7 KW, 560 VDC / 110 VDC – charging of control Batteries.

-3-
1.3 Inductor vessel

• Inductor for 100 Hz filter (1 no.) }

• Inductor for line filter (1 no.) }
• Inductor for chopper (2 nos.) }

1.4 Traction Motor

(i) Continuous rating Power 295 KW
Voltage Max. 1716 VAC
Cont. 1669 VAC
Current 136 A AC
Speed 1259 RPM
(ii) One hour rating Power Voltage 362 KW
Voltage Max. 1716 VAC
Cont. 1666 VAC
Current 163 A AC
Speed 1249 RPM
Gear Ratio 16:69
Maximum Service Speed 2750 RPM

1. Other Equipment

Pantograph AM 18 double pan Pantograph of Stone

India Limited.
High Voltage
Change Over Switch Alstom make
DC side : 700 A, 1500 V DC
AC side : 46 A, 25 KV AC
Vacuum Circuit Breaker Secheron make – 1000 A, 25 KV AC
Line Voltage Transformer Alstom make – 50 V A, 25 KV / 100 V
DC Lighting Arrestor Bowthorpe – 10 KA crest, 2.1 KV DC
AC lighting Bowthorpe – 10 KA crest, 39 KV AC
Motor Compressor 1000 rpm with 3 Phase AC Motor KPC – Lakshmi make.

* * * * * * * * **

-4-
 A
ABBB
BRRE
EVVIIA
ATTIIO
ONNSS
1. HT Room :- High Tension Room.
2. DCCB :- DC Circuit Breaker.
3. VCB :- Vacuum Circuit Breaker
4. HVCC :- High Voltage Change Over Contactor.
5. ACLC :- AC Line Contactor.
6. DCLC :- DC Line Contactor.
7. MVCC :- Medium Voltage Change Over Contactor
8. PWM :- Pulse Width Modulation
9. VVVF :- Variable Voltage Variable Frequency
10. 4QC :- Four Quadrant Chopper
11. SWG Rack :- Switch Gear Rack
12. CTR Rack :- Control Rack
13. LCD :- Liquid Cooled Drive Module
14. AUX Cubicle :- Auxiliary Cubicle
15. HEX Cubicle :- Heat Exchanger Cubicle
16. LCD Cubicle :- Liquid Cooled Drive Cubicle
17. HVS :- High Voltage System ( Part of PLC )
18. LVS :- Low Voltage System ( Part of PLC )
19. VHC :- Vehicle Control ( Part of PLC )
20. COL :- Cooling ( Part of PLC)
21. TRC :- Traction Control ( Part of MDC )
22. PLC :- Programmable Logic Controller
23. MDC :- Modular Drive Controller.( Microprocessor based )
24. HVDD :- High Voltage Detection Device

**********

-5-
 D
DRRIIV
VIIN
NGGC
CAAB
BCCO
OMMPPO
ONNE
ENNT
TSS
A) BL SWITCH PANEL

DRIVERS CONTROL SWITCH (DCS)

This switch is used for switching the train ON, enabling the function of Master Control and for
unlocking the top row of BL switches.

TOP ROW

1. ENTERING NEUTRAL SECTION. (YELLOW)

This switch is to be operated while negotiating Neutral Section .

2. VCB/ DCCB TRIP &TRAIN OFF (RED)

This switch is operated to trip the VCB / DCCB, the panto can then be lowered , it is also
done before entering the HT compartment .
When the train is to be stabled in the shed entire power is to be switched OFF including BA
supply. The following procedure to be observed .
i) Operate “ Train OFF ” button to ON – VCB / DCCB opens out .
ii) As DCS is ON operate Panto Down button to lower Pantoss.
iii) Again operate Train OFF button for about 3 Sec.
Switch OFF DCS within 10 Sec.

3. VCB/ DCCB SET (GREEN)

This switch is operated to set the VCB/ DCCB after raising the Panto.

4. FAULT RESET (WHITE)

Any resetable ( minor/ warning ) fault can be set by operating this switch.

-6-
5. PANTO UP
To be operated for 10 Sec. to energise panto up magnet valve for raising panto.

6. SPARE

7. SPARE

8. PANTO DOWN
To be operated for 10 Sec. to de-energise panto down magnet valve to lower the panto.

BOTTOM ROW

1. LED INDICATION LAMP TEST

This switch is to be operated to ON for testing the working of all indicating lamps on the
panel.

SWITCHES 2 TO 5 ARE SPARE

6. PARKING BRAKE ON / OFF

This switch is to be put OFF for release of Parking Brake and put to ON for applications of
Parking Brake of the same coach.
7. SWITCH

8. SHUNTING ON/OFF
This switch is disconnected

B) MCB’S BEHIND MOTORMEN’S SEAT IN D/CAB

TOP ROW

1) Spare
2) DCS (F6)
3) Panto Control (F7)
4) Spare
5) Circuit Braker Control (VCB / DCCB Set ) (F8)

BOTTOM ROW

1) Parking Brake ON / OFF (F9)

2) L & F Control (F13)
3) Guard Control (Signal & EMG. Bell) (F14)
4) Spare
5) Spare

**********

-7-
 IIN
NDDIIC
CAAT
TIIO
ONN PPA
ANNE
ELLO
ONNM
MOOT
TOOR
RMME
ENN’’SS D
DEESSK
K
INDICATION PANEL :-

1. GENERAL FAULT (Red) :- When DCS is switched ON it will blink and go OFF after 10
Sec. indicating that DCS is switched ON and LV supply is available.
It gives three types of indications.
i) Major fault
ii) Minor fault
iii) Warning
In case of Major fault (Traction) it will glow continuously. Motormen should operate Fault
Reset switch and proceed if at least two Motor Coaches are available and inform Controller.
In case of Minor or Warning fault it will start blinking, in this case traction will not be
affected. Motormen can try to reset by operating “Fault Reset Switch.” PLC will try to
trouble shoot and rectify the fault.
In all cases motormen to note down the fault in the DDU, the cause and ID number of the
fault, then operate fault reset push button with the Master Controller in coast position (Not
Mode Change Over).
2. EP BRAKE FAILURE (Red) :- This light indicates that at least one Motor Coach is not able to
control its EP brakes. If EP Brakes failed to apply on any coach this indication will appear.
Details of failure will appear on DDU. This fault generally goes off as soon as train picks up
speed.
3. PARKING BRAKES APPLIED (Red):-When Parking Brake switch is in “ ON” position this
indication will glow, indicating Parking Brakes are applied.
4. BRAKE NOT RELEASED (Red):- It will illuminate to indicate that the brakes are not released
of any particular coach (can be read on DDU). After operating Mode selector to forward
/reverse, M/Man should wait for 10 seconds for BNR indication to extinguish.
5. “ C” JUMPER CONTUNITY (Green):- This light illuminates continuously when DCS is ON
indicating continuity of “C” jumper.
6. OHE ON INDICATION (Green):- It illuminates when OHE is available.
7. GUARDS SUPPLY ON (Green):- It illuminates all the time even if DCS is OFF.
8. COASTING POSITION (Green):- It illuminates when TBC is in “ Coast ” position.
9. PASSENGER ALARM (Red) : - It illuminates when Passenger alarm chain is pulled,
buzzer will also sound.
10. SPARE.
11. SPARE.
12. SPARE.

**********

-8-
 M
MAASST
TEER
RCCO
ONNT
TRRO
OLLL
LEER
R
A
A)) T
TRRA
ACCT
TIIO
ONNB
BRRA
AKKE
ECCO
ONNT
TRRO
OLLL
LEER
R –– T
TB C..
BC

T _
R 7 _
A 6 _
C 5 _
T 4 _
I 3 _
O 2 _
N 1_ DEADMAN SWITCH
C_ ( ‘T’ grip handle )
B 1_
R 2_
A 3_
K 4_
I 5_
N 6_
G 7_
_
EB

It is used by the motormen for Traction / Braking. It has 16 positions.

• One (1) Coasting Position (C )
• Seven (7) Traction Positions (TP1, TP2, TP3, TP4, TP5, TP6,TP7 )
• Seven (7) Braking Positions (BP1, BP2, BP3, BP4, BP5, BP6, BP7)
• One (1) Emergency Brake Position (EB)
B) DEADMAN’S SWITCH
It is incorporated in the TBC. To activate the Dead Man Switch the throttle handle (DMH)
has to be turned approximately 50 clockwise when the mode selector is in FOR / REV position.
C) MODE SELECTOR
It is used for choosing the driving direction, This direction is only accepted by the drive control
electronics when the train is not moving. It has three positions.
• FORWARD ( F )
• NEUTRAL ( N )
• REVERSE ( R )
D) PNEUMATIC BRAKE CONTROLLER

It has 4 positions.
Release /
Running
• RELEASE / RUNNING.
• LAP
• AUTO
Lap
• EMERGENCY
Auto

Emergency

It is used as a back-up to brake the train. In normal position all Brake Controllers in the train are
in the running position.

*********

-9-
 JJU
UMMPPE
ERRSS
STANDARDISATION OF 19 CORE JUMPER WIRES FOR AC-DC COACHES
JUMPER "A" JUMPER "B" JUMPER "C"
PIN NO.
W.
W. NO. DESCRIPTION W. NO. DESCRIPTION DESCRIPTION
NO.
Control Feed Main Light & Fan Emer.
1 41 ER1 1 Reverse
(110 V DC) Feed Phase R(141 V AC)
Control Feed Main Light & Fan Emer.
2 41 ER2 2 FORWARD
(110 V DC) Feed Phase R(141 V AC)
Master Active
Control Feed Main Light & Fan Emer.
3 41 EY1 60 (Master Key
(110 V DC ) Feed Phase Y (141VAC)
inserted )
Main Light & Fan Emer. Vehicle Data
4 50 Light Off EY2 61
Feed Phase Y (141VAC) 1(Position Control)
Main Light & Fan Emer. Vehcle Data
5 ICS1 PA System EB1 62
Feed PhaseB (141V AC) 2(Position Control)
Main Light &Fan Emer. Vehicle Data 3
6 ICS2 PA System EB2 63
Feed Phase B (141 VAC) (Position Control )
Main Light &Fan Emer. Vehicle Data 4
7 ICS 3 PA System EN 1 64
Feed Phase Neutral (Position Control)
Main Light & fan EMER. Vehical Data 5
8 ICS 4 PA System EN 2 65
Feed Phase Neutral (Position Control )
Train off / VCB /
9 ICS 5 PA System 26 50 % Light ON 4
DCCB trip

10 20 Guard's Control 1 51 Parking Brake ON / OFF 5 Driving

Parking Brake Applied

11 32 FAN's ON 55 6 Not Braking
Indication

Supply From Adjacent Unit Effort Reference

12 SP SPARE 21 67
Available wire No.1

Supply To Adjacent unit Effort Reference

13 ICS 6 PA System 22 68
AVAILABLE wie 2
Vehicle Data 6 (Positon Effort Reference
14 ICS 7 pa System 66 69
Control) wire3
Passenger Alarm ADDL Pass. Alarm (Chain
15 34 53 SP SPARE
Bell pull )
Brake Position 5
Emergency Brake
16 35 Signal Bell - I SP SPARE 14
(BP5 to EB Notch)
selected
NO Emergency
17 25 100% Light ON SP SPAARE 15
Brake
18 SP Spare 29 Control -ve SP SPARE
C Jumper
19 19 Guard's Control 2 29 Control -ve 56
Continuity
NO.of
2 2 2
SPARE
NO.of
DC 0 2 0
Negativie

- 10 -
 STANDARDISATION OF 19 CORE JUMPER WIRES FOR AC-DC COACHES
JUMPER "E" JUMPER "D" JUMPER "F"
PIN NO. W.
DESCRIPTION DESCRIPTION DESCRIPTION
W. NO. W. NO. NO.
Main Light Phase R Brake Pressure
1 8 Panto UP 91 70
(141V AC) Transducer +ve
Main Light Phase Y Brake Pressure
2 9 PANTODOWN 92 71
(141 V AC) Transducer -ve
Main Light Phase B Brake Pressure
3 10 Fault Reset 93 72
(141 V AC) Transducer Signal
Additional Signal
4 52 SP SPARE 73 Disply Screen
Bell- II
5 42 Audio Visual 97 Light Neutral 74 Display DATA
General Fault
6 17 94 Fan Phase R (141 VAC ) 75 Disply Data
(Indication )
EP BRAKE
7 18 Fault (Indication 95 Fan Phase Y (141 V AC ) 76 Diplay+ 22 V
)

8 33 VCB/ DCCB Set 96 Fan Phase B (141 VAC ) 77 DTC Master

9 6 Not Braking SP SPARE SP SPARE

NO Emergency Emergency Brake -BP

10 15 98 Fan Netural 85
Brake Line Exhaust

Comp. Brake Pressure

11 12 98 Fan Netural 79
Synchronising Transducer Screen

12 54 OHE Indication SP SPARE 80 Display Neutral

13 40 Fan's OFF 27 Emergency Light's SP SPARE
Brake not
14 84 released 81 EP Brake Application SP SPARE
inication

Entering Neutral
15 11 82 Ep Brake Holding SP SPARE
Section

16 SP SPARE 16 Control +ve (110 v DC ) 29 control - ve

17 29 control- ve 16 Control +ve (110 Vdc ) 29 Control -ve

18 29 Control - ve 16 Control + ve (110 vDC) 29 Control -ve

19 29 Control -ve 4631 Control +ve (110v DC) 29 Control - ve

NO.of
1 3 4
SPARE
NO.of
DC
Negativie 3 0 4

Note : - A, B, C & E are train line jumpers

D is unit jumper
F is only between C & B coach

- 11 -
 D
DRRIIV
VEER
RSS D
DIISSPPL
LAAY
YUUN
NIIT
T ((D
DDDU
U))

F1

F2 +/- 7 8 9

F3 : 4 5 6

F4 0 1 2 3
INS

F5 HEL CLR ENTER

P

A) GENERAL INFORMATION :- The Drivers Display Unit is used for displaying

information from PLC. It consists of display area of 4 rows of 20 characters. It has 24 buttons to
enable to put numeral numbers in the PLC. The display is meant to inform the driver about the
condition of the vehicles (MC) in the train. It is fitted in the cab of the driving trailer coach.
The DDU displays the following information’s.
1. Displays train configuration (Physical present vehicles, operational vehicles, vehicles
position and vehicles order and EP Status).
2. Displays failure messages from all vehicles on the screen that are relevant for the driver.
3. Displays consumed and regenerated energy (Kwh) (cumulative for single vehicle)
4. Displays the voltage and line current for a single vehicle.
5. Displays mileage ( Kms. ) (Cumulative single vehicle)
6. Displays trip information for a single vehicle (start date/ time, end date/ time, driver ID ,
train ID , consumed energy , regenerated energy and trip mileage).

B) DISPLAY OPERATION
The display operates with 7 layouts, they are :-
1. Configuration Screen
2. Message Presentation Screen F1
3. Start Trip Screen F2
4. End Trip Screen F3
5. Trip Detail Screen
6. Total Screen F4
7. Maintenance Screen F5
(For maintenance purpose)

- 12 -
C) OPERATION

1. ON OPERATION OF BL KEY
When BL key is operated to ON, the display which appears on the DDU panel within 30Sec.
is called CONFIGURATION SCREEN and the following information can be obtained with
the above operation on the 4 lines which are shown below.

28 October 2006 10:15:41

V. No. 1 2 3 4 5
Gen. Status OK EDF MF OFF ---
EP Status OK F OK OK --

• 1st line shows present date and time.

• 2nd line shows position of vehicle (1 to 5), the position of Master vehicle will be
always No.1
• 3rd line shows the general status of vehicles as under:
OFF :- Vehicle is present but not operating at all.
TF :- Vehicle does not deliver traction power but auxiliaries including Compressor will
work.
EDF :- Vehicle is not capable to generate energy into the Catenary line will not contribute
into Tractive effort but auxiliaries will work.
MF :- Vehicle has minor problem that can affect the vehicle’s performance .
W :- Vehicle has a minor problem that does not affect vehicle’s performance (m. no 85 is
exception).
--- :- Either vehicle is not present or PLC of any vehicle is OFF(except leading).
OK :- Vehicle is operational.
• 4th line shows the status of EP Brake control of the vehicle.
F :- Vehicle has a EP brake problem if it is persisting in running condition also that does
affect vehicles performance during braking .
-- :- Vehicle is not present.
OK :- Vehicle’s EP brake is fully operational.

2). ON PRESSING ‘F1’ KEY ON DDU

When the F1 key is pushed the Configuration Screen changes into Message Presentation
Screen and LED on F1 glows and display will shown as under on 4 lines.
Line No. 1. Vehicle : 1 Message No. 23

Line No. 2. WARNING

Line No. 3. Cause : H.T. Room fan

Line No. 4. Low speed.

The (fault) Message Presentation Screen shows:-

• 1st line shows the defective Motor Coach / Vehicle No. (LH Side) from where the
message comes and message ID No. of that defective Motor Coach / Vehicle No. (RH
Side).
• 2nd line shows the type of defects like OFF, Traction Fault, EDF, Minor Fault, and
Warning etc.
• 3rd and 4th line explains the cause for the defect.
• At a time defect of only one Motor Coach will display. To clear/attend this massage/fault
press ‘ENTER’ key then ‘CLR’ key. If the display is cleared with the above operation
and if there is no other fault, on the display ‘ALL MESSAGE ACCEPTED’ will appear.
M/man will operate ‘FAULT RESET’ switch for atleast 10 sec. ensuring TBC in Coast
- 13 -
 position and mode selector for the desired direction. If the fault is cleared GF indication
will goes OFF work the train normally putting message number in logbook.

On pressing ‘FAULT RESET’ switch if the fault is not resetable, then GF will flicker or
steady. Then work the train with the other two Motor Coaches. To check the other defect
(if any) press enter to clear existing display screen
When the F1 key is pushed for the 2nd time the Message Presentation Screen changes
into Configuration Screen and the LED on F1 goes OFF.

E). START TRIP SCREEN (F2)

Driver ID : 01245689
Route ID : 345
Press F2 to escape
ENTER to Start Trip

When the F2 key is pressed the Configuration Screen changes to Start Trip Screen and LED
glows. When the F2 key is pressed for the 2nd time the Start Trip Screen changes back to
Configuration Screen and LED goes OFF.
• 1st line shows present Drivers ID.
• 2nd line shows the present Route ID.
• 3rd and 4th line shows the advice to edit date and to start the trip.
The Driver will alter the same before starting the trip.
To enter Driver ID press (Scroll) key then Driver ID starts flickering, by using
numerical numbers & pressing “ENTER ”Key to store the Driver ID in DDU.
To enter the Route ID (Scroll) key then Driver ID starts flickering, by using numerical
numbers & pressing “ENTER ”Key to store the Route ID in DDU.
The LED on F2 glows when the trip is started and goes OFF when the trip is stopped.
The Start Trip Screen shows the present date and time, Drivers ID and Route ID.

4. END TRIP SCREEN ( F3)

Press < ENTER > to end

This trip
Press F3 to continue
This trip

By pressing F3 key the Configuration Screen enters End Trips Screen and LED glows and
by pressing F3 key for the second time it goes back to Configuration Screen and LED goes
OFF
Press < ENTER > to stop recording a trip and trip detail screen appears.
LED F3 will glow for a short time and go OFF when trip date is stored.

5. TRIP DETAIL SCREEN

Mileage : 2109 Km.

Energy + : 2456 KWH
Energy - : 2354 KWH
Trip No. : 1023

Driver ID : 01254896
Route ID : 719
Start : dd - mm - yy hh : mm
End : dd - mm - yy hh : mm

- 14 -
 • 1st line shows the distance for the specific trip.
• 2nd and 3rd line shows the consumed (+) and regenerated (-) energy in KWH.
• 4th line shows trip number.
• The other lines speak for themselves.

6. TOTAL SCREEN (F 4)

Line Voltage : 25000 V

Line Current : 32 A
Notch : 7
Speed : 100 Kmph.
Cumulative :
Energy + : 9145682 KWH
Energy - : 8012478 KWH
Mileage : 1238592 Kms.

When F4 key is pressed the Configuration Screen changes to Total Screen and F4 glows.
When F4 is pressed again Configuration Screen appears and LED goes OFF.

7. MAINTENANCE SCREEN (F5)

ENTER PASSWORD

When F5 key is pressed the Configuration Screen changes to Maintenance Screen and LED
on F5 glows. When F5 is pressed again Configuration Screen appears again and LED goes
OFF. This is available for examiners for maintenance purpose. A pass word is required to
access this function.

*********

- 15 -
 D
DIISSC
CRRIIPPT
TIIO
ONNO
OFF E
ELLE
ECCT
TRRIIC
CAAL
L PPO
OWWE
ERRC
CIIR
RCCU
UIIT
T

MAIN POWER CIRCUIT OF AC / DC (BHEL)

MCP

AC\ LA
AC\

HVCC

20 KV
KV 415 VAC 3P
20
25 KVAC 1500 INVER
INVER
DN/
CHOPPER
DC/L
590 50 KV
2.2 KV V INVER
VC DCC
DC DC
L&F
M
AC/L V 44QQCCLINE
A C CHOPER AU
O LINE
X
1475V S
AC
2.2 K V 7KV
DC BATT CH.

IN AC OPERATION AC 3
PHASE BA

3 PHASE 295 K
W
SQ. CAGE IND.

The 1500 V DC or 25 KV AC coming from the pantograph is connected either to 1500 V DC or

25 KV AC side HT circuit by means of a High Voltage Change Over Switch (HVCC)

A fail proof High Voltage Detection Device ( HVDD ) detects the line voltage and operates the
High Voltage Change Over Switch ( HVCC) accordingly.

The 25 KV AC is fed to the Traction Transformer through Vacuum Circuit Breaker (VCB). The
Main Transformer steps down the voltage to 1475 V AC and feeds the Traction Converter (4QC)

In the DC mode the 1500 V DC is fed to the Traction Converter through DCCB and filter circuits.

The Traction Converter is common for both the 1500 V DC and 25 KV AC supplying system.

- 16 -
The Traction Converter converts either the 1475 V AC or 1500 V DC supply to 2200V DC & feeds
to:-

1. 3 Phase Traction Inverter

2. Down Chopper
3. Diverting Chopper

The 3 Phase Traction Inverter converts 2200V DC supply to 3 Phase VVVF and feeds four numbers
of 3 Phase Induction Motors (TM’s) in parallel.

The down chopper converts 2200 V DC to 590 V DC and feeds.

1. 20 KV A dedicated Inverter for Main Compressor . It converts 590 V DC to 3

Phase 415 V AC for working of Main Compressor .
2. 50 KV A Inverter which receives 590 V DC convert the same to 415 V AC and feeds
16 numbers of Aux. through an Aux. Transformer . The Aux. Transformer has two secondary
winding. One supplying 415 V AC 3 Phase for Aux. Second supplying 244 V AC 3 Phase
for Lights and Fans. The light and Fans are connected across 1 Phase of neutral of 141V AC.
(It is also feeding 5.5 KVA Inverter which is meant for oil cooling pump module).
3. 7 KW Battery Charger, converts 590V DC to 110V DC for charging Battery, working of Baby
Compressor and for Control Circuit.

*********

- 17 -
 O
OPPE
ENNIIN
NGGA
ANND
DCCL
LOOSSIIN
NGGO
OFF H
HTTC
COOM
MPPA
ARRT
TMME
ENNT
T
A
A)) O
OPPEEN
NIIN
NGGO
OFF H
HTT C
COOM
MPPA
ARRTTM
MEEN
NTT

1. Turn blue Kaba key 900 anticlockwise Panto Dn. direction and pull it out (on the Pan cock)
2. Ensure Panto has come down.
3. Insert the blue Kaba key in the blue empty lock key cylinder of AC Earthing Switch located
in the ceiling (above motorman seat) and turn it 900 clock wise direction now AC Earthing
Switch will get unlocked.
4. Pull operating lever of AC Earthing Switch and move to Earth position ( i.e. 1800 ), AC
Equipment gets earthed .
5. Turn both yellow Kaba keys 900 anticlockwise direction and pull them out.
6. Insert the yellow Kaba key in the upper lock of the DC Earthing Switch and turn it 900
clockwise to unlock the DC Earthing Switch. Operate the DC Earthing Switch handle to
Earth position (Top). DC Equipment will get earthed.
7. Insert the 2nd yellow Kaba key in the lower lock of the HT door and operated clockwise –
HT door will get unlocked. Push to open the HT door.
8. Ensure DC link is operated to Earth.

BB)) C
CLLO
OSSIIN
NGGO
OFF H
HTT C
COOM
MPPA
ARRTTM
MEEN
NTT
1. Close the HT door properly.
2. Move the DC Earthing Switch handle to normal ( Down ) position.
3. Turn both yellow Kaba keys in upper and lower HT door 900 anticlockwise direction and
pull them out and ensure HT door is properly locked.
4. Insert both yellow Kaba keys in the empty lock cylinder of AC Earthing Switch and turn
them 900 clockwise.
5. Pull the operating lever of the AC Earthing Switch and move to operation position (
1800 ) .
6. Turn blue Kaba key anticlockwise and pull it out .
7. Insert the blue Kaba key in the Pan Cock lock and turn 900 clockwise. Panto will go up,
ensure Panto touches OHE .

*********
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 PPR
ROOC
CEED
DUUR
REE FFO
ORRE
ENNE
ERRG
GIISSIIN
NGGT
THHE
ERRA
AKKE
E
1. Ensure all the MCB’s are Set and sealed switches in the desired mode in the DTC.
2. Ensure Mode Selector and ‘T’ grip of the Master Controller are in Neutral position.
3. Insert DCS key and turn it to ON.
4. General Fault Indication will glow for 10 seconds and extinguish .If there exists any fault in
the rake it will glow continuously.
5. The DDU will start working after 30 Sec. This ensures 110 V control supply is available in
DTC.
6. Wait till control air pressure for panto and its air operated switches is high enough. The
display should show ON for each vehicle.
7. Press Panto UP switch to raise Panto.
8. Press VCB / DCCB push button to close the CB’s.
9. Lights and Fans can be switched ON.
10. Main Compressor will build up pressure .
11. Check if there are no failures, General Fault lamp is OFF.
12. Open ICS and ensure BP Pressure is building up.
13. Release the Parking Brake by switching “OFF” the Parking Brake Switch and ensure
Parking Brake Indication extinguishes .
14. Press Lamp Test switch, all indicating lamps will glow till switch is kept ON, it also
indicates all the fault lamp are working.
15. After the DCS is switched ON full EP brakes remain applied in the entire rake till the Mode
Selector is in Neutral .This is also indicated by “Brakes Not Released” indication.
16. Turn the Mode Selector in Forward position. The EP brakes will now release and Brake Not
Released indication will extinguish.
17. If the Brake Not Released indication remains lit, check for BP pressure.
18. Conduct AWS Functional Test.
19. Ensure “ C ” Jumper Continuity indication is lit.
20. Check function of EP Brakes (by bringing ‘T’ grip handle to braking position No. 7th &
see that BC Gauge registers full EP brakes i.e. 1.2 kg / cm2 are register on the BC Gauge).
21. Check function of Auto Brakes by brake controller.
22. Check function of DMH by bringing ‘T’ grip handle of Master Controller to Emergency
position.
23. Ensure Guards Emergency Brake handle is in OFF position.
24. Ensure Flasher and Tail Lights are OFF.
25. Display correct destination board.
26. If General Fault indication is lit, observe and note the fault referring DDU and then reset the
fault by pressing the Fault Reset push button for 5 Sec.
27. If any fault does not get reset from DTC call examiner staff and inform.
28. Ensure auto brake handle is in release/ running position. Train is now ready to start.
29. Ensure Master Controller handle is in Coasting position.
30. On receiving Guards alright bell beat, ensure signal is OFF, twist the T grip handle 50 in
clockwise direction and move the handle to Traction Mode step by step, traction will start
only when brakes are in release condition.
31. The T grip handle should be kept twisted clockwise when the train in motion. When on run
if the T grip handle is released emergency brakes will be applied on the train.
32. In case DMH was released when the train is motion Master Controller T grip handle must
be first moved back to Coasting position to get the tractive power back.
33. To stop a running train normally apply brakes using the Master Controller , this will
contribute to conservation of energy.
34. When the train comes to a standstill. DMH may be released when the T grip handle is in
the Coasting position or is in the Braking position. The pilot valve will not operate in these
positions
*********

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 B
BRRA
AKKE
ECCO
ONNT
TIIN
NUUIIT
TYYT
TEESST
T ((B
BCCT
T)
1. M/man will ensure MR pressure full (6 to 7.5 kgcm2).

2. Open ICS & charge BP (4.6 kg /cm2 ) & give 2-2-2 beat to guard.

3. Guard will ensure both MR and BP pressure normal in the duplex and guard’s emergency
gauge and repeat and repeat 2-2-2 beat to M/man.

4. Guard will destroy BP pressure up to zero by Guard’s Emergency Handle, then give 1-1-1
beat to M/man.

5. M/man will ensure drop of BP pressure in duplex gauge and repeat 1-1-1 beat to Guard.

6. The Guard on getting the confirmation beats 1-1-1 from the M/man, will put back his
emergency brake handle to its “ NORMAL” position and will allow to recharge the BP
pressure.

7. When BP pressure is thus recharged to its original value of 4.6 Kg /Cm2 , M/man will give
1-2-1 beat to Guard.

8. The Guard on getting 1-2-1 beats from the M/man, will observe his gauge and on finding
that it has come to its original value, will indicate the fact to the M/man by repeating the 1-
2-1 beats.
With this the condition of the train whether it is automatic or non-automatic can be
confirmed.

9. M/man will test TBC by bringing it to No. 8 braking position of BP & ensure BP is
dropping through cock no.3 if dropped put back TBC to coast and operate pneumatic brake
controller to brake ‘ON’ test BP is dropping, put back the pneumatic brake controller handle
to run and see BP is recharging ( this will ensure that cock No.3 open & pneumatic brake
controller is operative)

10. Bring TBC to BP 5 & 6 ensure BC gauge showing full EP & repeat 1-3-1 beat to Guard.

11. Guard will ensure BC gauge resistering full EP brakes & repeat 1-3-1 beats.

12. M/man will release Parking brakes and repeat 2-1-2 beats to guard.

13. Guard will release Parking brakes & repeat 2-1-2 beat to M/man. ( this confirms the release
of Parking brakes in both the cabs)
14. While exchanging beats, both the signal bells is to be used (SB1 For ‘A’ jumper and SB2 for
‘E’ Jumper continuity is confirmed.)

15. Check PA system.

NOTE : All DTC has independent parking brake.

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 C
COONTENTS O
NTENTS OFFH
HTTCOMPARTMEN
COMPARTME NT
T
SWITCH GEAR RACK (1-8)
1. MEDIUM VOLTAGE CHANGOVER CONTRACTOR (MVCC):-
It connects the Traction Converter to the main transformer when working in AC and to
the line chopper when working in DC.

2. DC CIRCUIT BREAKER (DCCB):-

It protects the Traction Converter when working in DC.

3. AC LINE CONTRACTOR (ACLC):-

It protects the Traction Converter when working in AC.

4. DC LINE CONTACOR (DCLC):-

It protects the Traction Converter when working in DC.

5. AC CHARGING CONTRACTOR (ACCC)

It limits the in rush of current in the Traction Converter when working in AC

6. DC CHARGING CONTRACTOR (DCCC)

It limits the in rush of current in the Traction Converter when working in DC.

7. DISCHARGE RESISTOR
It discharges DC link capacitors while opening the HT door.

8. AUXILIARY TRANSFORMER
It has one Primary and two Secondary windings. Primary receives 590 V DC from 50
KVA Invertors. One secondary supplies 415 V AC, 3 Phase for 16 Auxiliary machines
and other secondary supplies 220 V AC Three Phase for lights and fans (41V AC each).

AUXILIARY CONVERTOR CUBICLE

It is cooled by two Blowers located above it. The blowers work on 415 V AC. It consists of:-

1. 50 KV A INVERTORS:-
It receives 590 V DC from DN chopper and converts its to 415 V AC 3 Phase for 16
auxiliaries through Auxiliary Transformer and 220V AC, 3 Phase for lights and fans
(141V AC each phase).

2. 20 K VA INVERTER (DEDICATED INVERTER):-

It receives 590V DC from Down Chopper and converts to 415 V AC 3 Phase for
working the Main Compressor.

3. 7 KW BATTERY CHARGER:-
The 590V DC from Down Chopper is stepped Down to 110 V DC for charging the
Battery.

HT COMPARTMENT PRESSURIZING FAN (2 Nos.):-

They work on 415 V, 3 Phase AC, they ventilates the HT Compartment.

CYCLONIC FAN:-
It works on 415 V AC, 3 Phase. It blows out the dust from the HT Compartment.

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AUXILIARY CHOPPER INDUCTOR:-
It smoothens the output current ripples from the Auxiliary Chopper.

MODULAR DRIVE CONTROLLER (MDC):-

It is Microprocessor based device.
a. It controls and protects the Power Electronics.
b. It is the interface between PLC and Power Electronics.
c. It detects, handles & registers faults of PLC.

PROGRAMMABLE LOGIC CONTROLLER (PLC):-

The entire system is electronically controlled, monitored and protected by the PLC, which
works along with the MDC. It ensures fail proof and safe operation of the Traction system.

100 HZ CAPACITOR FILTER:-

It supplies the Inverter with a constant flow of 2.2 KV DC supply.

AUXILIARY (BABY) COMPRESSOR:-

It is used for raising the Panto. It works on 110 V DC from the BA of same unit or from 7
KW of the other unit.

CONVERTER (LCD):-
It consists of 1) Diverting Chopper, 2) Auxiliary Down Chopper and 3) Four Quadrant
Chopper (4 QC).

1) The Diverting Chopper:- it dissipates excess dynamic power to braking resistors on the
roof during regeneration when OHE becomes not receptacle.

2) Auxiliary Down Chopper:- It reduces the DC Line Voltage from 2.2 KV DC to 590V
DC.

3) Four Quadrant Chopper (4QC):- In the DC mode it works as an Up Chopper and steps
up 1500V DC to 2.2 KV DC and in AC mode it rectifies to step up and convert 1475V AC
to 2.2 KV DC.

INVERTER (LCD): -
It generates 3 Phase VVVF and supplies to TMs.

Heat Exchanger Cubicle:-

It is ventilated by two fans working on 415 V AC. The hot oil returning from LCD module is
cooled in it.

High Voltage Sensing Device (HVSD):-

It senses the OHE voltage i.e. 25KV AC or 1500V DC and communicates it to the Relay
Logic for establishing the necessary circuit.

**********

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 D
DRRIIV
VIIN
NGGA
ANND
DBBR
RAAK
KIIN
NGGT
TEEC
CHHN
NIIQ
QUUE
E
A
A DRIVING
DRIVING
When the DCS is ON and the Brake Controller handle in the Running position, operate the Mode
Selector in FOR / REV position , operate the Deadman 50 clockwise and move the TBC to
Traction position ,driving will takes place. And further notches on traction can be taken as per
requirement.
Similarly when the TBC handle is moved to the Braking position, desired braking can be achieved
depending upon the position of the TBC.
B) ACCELERATION TECHNIQUE (operating Instruction 83, dated: - 16.12.2005)
Motorman when starting his train from a station / halt were no speed restriction are in forced shall
start the train are as follows
1. If the mode selector was in forward and the train was held on braking notch on getting
starting beat for the guard shall operate the ‘T’ grip handle 5 degree clock wise bring it to
coast position and then operate it to traction 1st notch, further notch up as required .
2. If the mode selector was neutral and train was held up on full EP on getting Guards starting
beat, operate the mode selector to forward, operate the ‘T’ grip handle 5 degree clock wise
and operate it to traction 1st notch, and further notch up as required .
Note: When the train is in motion, ‘T’ grip handle should always be hold 50 clock wise. If not,
emergency brakes will get applied and traction will cut OFF.
C) SPEED WHILE ENTERING PF AND BRAKING FOR STOPPING (operating
instruction no. 90 dated : - 12.12.2005)
While entering AC/DC EMUs all Motormen are instructed that they should enter the PF with a max.
speed of 40 KMPH and should stop the train correctly on the EMU halt mark in the optimum time
(about 30 to 35 sec.) The speed and braking time can be adjusted according to brake power
available on the train as per the discretion of the M/men to avoid overshooting of PF / signals.
AUTOMATIC AIR BRAKE
The Automatic Air Brake is used to brake the train as a safety backup in case of EP /ED brake being
insufficient or failed. In case of failure of EP / ED brakes on one or more vehicles is felt, auto
brakes can be used. EP brake fault indication will illuminate indicating braking failure /
insufficient.
D) BRAKING CONCEPT
On BHEL rakes the existing brake system is retained but modified to achieve brake blending with
the help of dedicated Brake Blending Software, During Regen, Friction braking shall not apply on
Motor Coaches, priority shall be Regen braking , friction braking ( EP ) shall be supplementary,
EP shall be applied by the Master Controller. Auto and Emergency brakes shall be applied by the
existing Brake Controller .
The Brake Controller is modified by removing the EP brake from it . Auto and Emergency Brake
shall be available on the existing Brake Controller . EP and Regen braking shall be applied by the
Master Controller through the Micro Processor.
The Brake Blending is controlled be the PLC. In each Motor coach one PLC controls braking on
one unit i.e. MC + DTC + TC .
The braking notch is programmed in the Micro Processor and brake demand is automatically
fulfilled as per the notch.
BP pressure charging takes place through the Brake Controller . When the TBC handle is moved to
braking position the Micro Processor applies the brakes in the following order of priority.

1. First shall be full regeneration of braking effort.

2. Second shall be Brake Blending.
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3. Last priority shall be friction brakes.

E) AUTO BRAKE CONTROLLER OPERATED

Auto Brakes can be applied from the Brake Controller which will be applied pneumatic.
When Auto Brake Controller handle is in Emergency Braking position, full auto brakes will be
applied pneumatically, also full EP via PLC .

F) APPLICATION OF AUTO BRAKE ( operating Instruction No. 86)

OPERATING INSTRUCTION NO.86 (Dated : - 12.12.2005.)

Sub : Application of Auto Brake while working AC/DC EMU.

Ref : Compendium of Inst. Published in Nov. 2004 Page No. 98.

____________
All Motormen while working AC/DC EMU rakes between KYN-KSRA and back will
apply AUTO BRAKE at nominated station KHARDI (KE) in UP as well as in
DN direction. This station is proposed for the application of Auto brakes on trial
purpose and based on feed back received change in nominated station will be
reviewed.

Sr. DEE (TRS.O) BB.

*******

B
BRRA
AKKE
E FFE
EEEL
LTTE
ESST
T

The Motorman after starting the train from the originating station shall apply the brake to test its
efficiency without actually stopping the train by bring the TBC to Braking Position “BP 1”, in the
same process release the “T” grip handle momentarily to test the discharge of BP pressure through
cock No. 3 which will confirms the functioning of DMH.

********

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