Phase II - Module No.

STC-TRS-3-Phase-04
 Most faults are detected by the relevant monitoring
equipment and are reported to the train driver by
indication lamps or displays on the screen.

Phase II - Module No. STC-TRS-3-Phase-04

 A distinction is made between 2 priorities of fault
message:

Faults with priority 1

• The action to be taken is entirely clear

• The action to be taken must be initiated immediately

• A protective action is initiated (VCB off).

Phase II - Module No. STC-TRS-3-Phase-04

Faults with priority 2
• The action to be taken is not entirely clear

• The action to be taken does not have to be initiated immediately.

• The faults can be remedied manually by the train driver

Note:

• If a fault message appears on screen, the yellow illuminated push

button “BPFA” light up. If this is a fault message of priority 1, the
red indication lamp “LSF1” starts flashing at the same time.

Phase II - Module No. STC-TRS-3-Phase-04

• If a fault message with priority 1 is displayed, a fault message
with priority 2 is suppressed on the screen.

• A fault message with priority 2 remains on the screen until it is

overwritten by a fault message with priority 1 or by a subsequent
fault with priority 2.

Phase II - Module No. STC-TRS-3-Phase-04

 A constant priority 1 fault LSAF
or a priority 2 fault which
occurs twice within one 30
minute period causes the
appropriate sub-system to
be isolated.

 If a sub-system has been isolated, it does not issue any

more fault message and signals. The screen display an
isolation message and the red fault indication lamp “LSF1”
remains lit continuously.

Phase II - Module No. STC-TRS-3-Phase-04

Overview Of Sub-systems

SS01 Main Power Supply

SS02 Traction bogie 1
SS03 Traction bogie 2
SS04 Harmonic Filter
SS05 Hotel load (Inactive on WAG-9)
SS06 Converter, auxiliary circuits 1
SS07 Converter, auxiliary circuits 2
SS08 Converter, auxiliary circuits 3

Phase II - Module No. STC-TRS-3-Phase-04

SS09 Battery system
SS10 Brake system
SS11 Auxiliary circuits HB 1
SS12 Auxiliary circuits HB 2
SS13 Driver‟s cab 1
SS14 Driver‟s cab 2
SS15 Fire alarm
SS16 Speed indicator
SS17 FLG 1
SS18 FLG 2 SS19 Train bus

Phase II - Module No. STC-TRS-3-Phase-04

Warning:
• When sub-systems are isolated it is not recommended to
reset the fault-status by switching the locomotive off and
on, since this resets the fault counter to zero.

• At the end of the journey the driver must inform the

maintenance staff to check and, if necessary, repair the
locomotive.

Phase II - Module No. STC-TRS-3-Phase-04

1. Isolation of one traction bogie:
Only half traction and braking power available.

2. Isolation of both traction bogies:

No traction and braking power available.

3. Isolation of harmonic filter:

Speak to TLC before proceeding further.

Phase II - Module No. STC-TRS-3-Phase-04

4. Isolation of HBB1:
Cab 1 isolated, driving possible from cab-2 only.

5. Isolation of HBB1:
Cab 2 isolated, driving possible from cab-1 only.

6. Isolation of STB1:
Cab 1 isolated, driving possible from cab-2 only.

7. Isolation of STB2:
Cab 2 isolated, driving possible from cab-1 only.

Phase II - Module No. STC-TRS-3-Phase-04

8. Isolation of FLG1:
No multiple operations.

9. Isolation of FLG2:
No regenerative brake.

Phase II - Module No. STC-TRS-3-Phase-04

 Fault Messages With Priority 1

• If a priority 1 fault occurs, the fault message must be

acknowledged before the loco can travel further If
the train driver fails to acknowledge, the protection
measures introduced remain in force. The fault is not
remedied.

Phase II - Module No. STC-TRS-3-Phase-04

 • A fault is acknowledged by pressing the yellow
illuminated push button “BPFA”. If a priority 1 fault
appears, a sub-system isolation message appears on
the screen. If the train driver now presses the fault
acknowledge push button “BPFA” on the screen, the
displayed sub-system is isolated.
Note:
• All priority 1 faults are acknowledged simultaneously when the
acknowledgement button is pressed. However, if the train driver first
wishes to see which faults have been reported, he must press the
“ENTER” key before acknowledging the faults. When he does this, all
faults are displayed in the following sequence:

Phase II - Module No. STC-TRS-3-Phase-04

• Faults in the individual sub-systems of the master
locomotive.

• Faults in the individual sub-systems of the slave locomotive.

• By passing the “CLEAR” button, the highest priority fault is

displayed once again.

• Also, after the last fault message has appeared, the fault with
the highest priority is displayed once again (ring buffer
principle).

Phase II - Module No. STC-TRS-3-Phase-04

Fault Messages With Priority 2

• They are also acknowledged by

pressing the illuminated push
button “BPFA”.

• Even if this acknowledgement is

not forthcoming, the locomotive is
still able to operate. The fault
message still remains visible on the
screen until it is overwritten by a
fault message with priority 1 or by
a subsequent fault with priority 2.

Phase II - Module No. STC-TRS-3-Phase-04

Note:

• If a fault message with priority 1 is displayed, any priority 2 fault

message present at the same time is not displayed on the screen.

Phase II - Module No. STC-TRS-3-Phase-04

 Dependent on the degree and frequency of a certain failure
the control electronics tries to restore or isolate the
concerned sub-system.

 In case of blocking the train traffic due to isolation of too

many sub-systems it may be helpful to setup the
locomotive in original conditions.

Phase II - Module No. STC-TRS-3-Phase-04

 To reset the locomotive, the following procedure has to be
carried out:

1. VCB off.

2. Lower pantograph.

3. BL Key switch to Zero position, i.e. MCE

complete off.

4. Wait 1 minute.

5. Setup locomotive again as usual.

Phase II - Module No. STC-TRS-3-Phase-04

Select Main Menu Screen

Main Menu Screen

Select Vehicle Diagnostics (move “” with arrow keys)

Phase II - Module No. STC-TRS-3-Phase-04

 The status of the locomotive is now displayed. Subsequent
procedure: select the desired locomotive (move “” with
arrow keys)

Press “ENTER” key.

 The status of the first sub-system is now displayed.

Press “ENTER” key once again.

 The status of the next sub-system is now displayed.

Press the “HOME” key to return the system to the

main menu.

Phase II - Module No. STC-TRS-3-Phase-04

Encoding of locomotive status:
First digit
“0” = no sub-system is isolated
“9” = at least one sub-system is isolated

Phase II - Module No. STC-TRS-3-Phase-04

Second digit

“0” = no fault in system

“1” = there is at least one fault with priority 1 in the

system

“2” = there is at least one fault with priority 2 in the

system

Phase II - Module No. STC-TRS-3-Phase-04

Example:

• Status of locomotive 31001:

No sub-system isolated At least one fault with priority 1

• Status of locomotive 31002:

At least one sub-system isolated , At least one fault with

priority 2

Phase II - Module No. STC-TRS-3-Phase-04

• With the help of the Browse Menu, all current sub-system
isolations and fault messages can be displayed.

Vehicle Diagnostics Screen (browse mode)

Phase II - Module No. STC-TRS-3-Phase-04

 Press the “ENTER” key to call up the next display on
screen.

Browse Mode Screens Phase II - Module No. STC-TRS-3-Phase-04

The displays appear in the following order:

1. Fault with priority 1

2. Fault with priority 2

3. Isolations of sub-systems starting with the lowest

number.

Phase II - Module No. STC-TRS-3-Phase-04

• In the Main Menu, place “” on “Information Trainbus”.
Press “ENTER” key.
• The display shows the numbers of the locomotives which
have been activated in the train configuration.

Phase II - Module No. STC-TRS-3-Phase-04

• Energy consumption is recorded and displayed on screen
in kWh (kilowatt hours). The value is stored in the
database of processor DIA 1, i.e. the cumulative
consumption is displayed on screen.

• Display energy consumption:

• In Main Menu, place “” on “process information”.

Phase II - Module No. STC-TRS-3-Phase-04

• In Main Menu, place “” on “process information”.

Press “ENTER” key

Phase II - Module No. STC-TRS-3-Phase-04

Note:
• After 50‟000‟000 kWh the counter starts again at 0.
Earthing
To earth the locomotive take the following steps:

1. Set the key switch to the position “0”.

2. Set circuit breaker “Control Circuits

locomotive” on SB 2 to position “OFF”.

3. Follow the procedure “Interlocking

concept”.

Phase II - Module No. STC-TRS-3-Phase-04

Fault message display

• A fault message is displayed on the screen in the cab and

gives the following information:
Fault message
1. Loco No.
2. Subsystem No.
3. Subsystem affected
4. Fault message No.
5. “What has to be done?”
6. Fault

Phase II - Module No. STC-TRS-3-Phase-04

Explanations
Situation: The Converter Contactor of the traction
Converter 1 is not closed.

Action: The driver tries once more to close the VCB by

bringing the switch “BLDJ” into position “ON”.

Possible consequences:

1. The VCB closes. Converter Contactor closes. Loco

OK. Or

2. The Converter Contactor dose not closes.

Phase II - Module No. STC-TRS-3-Phase-04
Further Action:

• The driver presses the acknowledgement push-button

“BPFA” and bogie 1 will be isolated. An isolation
message will appear on the display.

Consequences:

• Only half traction and braking power available.

Phase II - Module No. STC-TRS-3-Phase-04

Isolation message
1. Loco No.
2. Subsystem No.
3. Subsystem affected
4. Consequence
5. “What has to
be done?”
6. Subsystem
isolated

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
• The fault messages are grouped per subsystem. Each fault
message is assigned to one of the two existing priority
levels.

• For each subsystem and each priority level up to 10

different fault messages (called "Additional Information
Bits") may be defined.

• The last line of each fault message contains its

identification, which contains the following informations:

F 01 01 P1 ______ Priority (1 or 2)

Phase II - Module No. STC-TRS-3-Phase-04

 _______ AIB (Additional Information Bit) (01, .., 10)

_______Subsystem Nr. (01, .., 19)

Concept of an Isolation messages and Information messages

and one front end message may be due to more than one DDS
message

Phase II - Module No. STC-TRS-3-Phase-04

 • A fault message is displayed on the screen in the cab
and gives the following information:

Example

Phase II - Module No. STC-TRS-3-Phase-04

• Select main menu screen

Commission Data

1. Diagnostic Data Set

2. Node Information
3. Simulation

Phase II - Module No. STC-TRS-3-Phase-04

 FLG1:0003-Life sign of SLG1 missing
07-09-94 15:33:12 07-09-94 15:33:58 - 007
FLG1:0004-Life sign of SLG2 missing
07-09-94 15:33:13 ??-??-?? ??:??:?? - 006

Diagnostic data set

• On the Scr Num 7, "Diagnostic data sets", an extract of the
two latest diagnostic data set (DDS) are shown when
selecting this screen. Following DDS information is
displayed:

PROX : 000Y - DDS Message text (30 characters) DD-

MM-YY HH:MM:SS dd-mm-yy hh:mm:ss
+/- zzzPROX Processor generating a fault

Phase II - Module No. STC-TRS-3-Phase-04

000Y : DDS - number of individual processor

DDS Message tex: Title of corresponding DDS,

length maximum 30 characters.

DD-MM-YY : Date when fault occurred

HH:MM:SS : Time when fault occurred

dd-mm-yy : Date when fault disappeared. If the fault

is persisting, "??:??:??" will appear
instead.

Phase II - Module No. STC-TRS-3-Phase-04

hh:mm:ss : Time when fault disappeared. If the fault
is persisting, "??:??:??" will appear
instead.

+ / - zzz : Position of DDS within data base of

diagnostic computer

+0 : latest DDS when submenu was selected

- zzz : earlier DDS

+zzz : DDS generated between selection of

submenu and now

Phase II - Module No. STC-TRS-3-Phase-04

Priority 1 fault:-

The corrective action is clear and required immediately.

1. A protective action will be executed (i.e. Power

reduction/ traction interlock/ VCB off/ protective shut
down).

2. A fault message will be indicated. If a priority 2 fault

message is currently displayed, this message will be
overwritten by the priority 1 fault message.

Phase II - Module No. STC-TRS-3-Phase-04

3. The fault has to be acknowledged by the illuminated flashing
fault acknowledge push button.

4. Isolation counter is activated. The Isolation counter counts the

number of times a fault has occurred in a specified time
period.

5. If isolation counter has reached a specified limit, then an

isolation of the subsystem is performed. The corresponding
isolation message will appear on the display. The isolation
message has to be acknowledged by pressing the <ENTER>
key on the display's keyboard.

Examples: Fault message "Converter oil temperature too high"

(F0205P1) Isolation message SS02.

Phase II - Module No. STC-TRS-3-Phase-04

Priority 2 fault:-
A priority 2 fault is generated in the following cases:

 corrective action to be taken manually by the driver

 corrective action not clear

 corrective action not required immediately

If a priority 2 fault becomes active, a fault message will be

indicated. The fault can be confirmed by the illuminated fault
acknowledge push button or by pressing <ENTER> on the
display's keyboard.
Phase II - Module No. STC-TRS-3-Phase-04
Otherwise the message will remain on the display until it
would be overwritten by a priority 1 fault which may occur
subsequently.

Example: "Earth fault in Converter 1" (F0201P2)

Phase II - Module No. STC-TRS-3-Phase-04

Example Of Fault Message On Driver Screen
Examples of Priority 1 message
Subsystem SS02
Loco 30001 ; SS02:Traction bogie 1
BOGIE 1 ISOLATED; Only half traction
And brake power available
F0200P0
Loco 30001 ; SS02:Traction bogie 1
DISTURBANCE IN CONVERTER 1
Try to close the VCB again
F0201P1

Phase II - Module No. STC-TRS-3-Phase-04

 Loco 30001 ; SS02:Traction bogie 1
CONVERTER CONTACTOR STUCK OFF
Try to close the VCB again
F0202P1
Loco 30001 ; SS02:Traction bogie 1
GATE UNIT SUPPLY STUCK OFF
Try to close the VCB again
F0203P1
Loco 30001 ; SS02:Traction bogie 1
CONVERTER 1 OIL TEMPERATURE TOO HIGH
Try to close the VCB again
F0205P1

Phase II - Module No. STC-TRS-3-Phase-04

 Subsystem SS10
Loco 30001 ; SS10:Brake system
FAULT IN BRAKE ELECTRONICS
Emergency brake applied No Traction allowed F1001P1
Loco 30001 ; SS10:Brake system
LOW PRESSURE MAIN RESERVOIR
No traction allowed till pressure reaches 6.4 kg/cm2 F1002P1
Loco 30001 ; SS10:Brake system
VIGILANCE EMERGENCY BRAKE APPLICATION
Bring TE/BE throttle to zero Press vigilance reset pushbutton F1003P1

Phase II - Module No. STC-TRS-3-Phase-04

 Loco 30001 ; SS10:Brake system
WRONG CONFIGURATION BRAKE SYSTEM
Check isolating cock brake control Wrong cock pos.to reset open VCB
F1004P1

Loco 30001 ; SS10:Brake system

TRACTION WITH PARKING BRAKES NOT ALLOWED
Release parking brakes Bring TE/BE throttle to zero F1006P1

Phase II - Module No. STC-TRS-3-Phase-04

Examples of Priority 2 message
Loco 30001 ; SS01:Main power
TRANSFORMER OIL PRESSURE NOT OK
Any oil pump circuit not working TE/BE will be reduced F0102P2
Loco 30001 ; SS01:Main power
EARTH FAULT AUX.WINDING CIRCUIT
Normal operation can continue To be checked during maintenance
F0103P2
Loco 30001 ; SS01:Main power
LOW FREQUENCY CATENARY VOLTAGE
Wait 1 minute and set TE/BE again F0104P2

Phase II - Module No. STC-TRS-3-Phase-04

 Loco 30001 ; SS01:Main power
HIGH FREQUENCY CATENARY VOLTAGE
Wait 1 minute and set TE/BE again F0105P2
Loco 30001 ; SS01:Main power
AUX. CAPACITOR MACH.RM. BLOW.MOT. NOT OFF
Normal operation can continue To be checked during maintenance
F0106P2

Loco 30001 ; SS01:Main power

DEMANDED SPEED CAN NOT BE ACHIEVED
Request a banking locomotive immediately F0107P2

Phase II - Module No. STC-TRS-3-Phase-04

Case Study
Loco No. - : 31001

Date of failure- : 07/04/12

Section/Division- : GMO (DHN Division)

Date of Arrival in Shed : 12/06/12

Inspection Detail- : IC-25/04/12, AOH-19/07/11

Reported trouble- : BP not increase more than 2.5 Kg/Cm2.

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation- : ELS/GMO/M5 maint. staff checked the
loco at GMO yd found loco normal. BP
charging was normal. (Emergency
vigilance brake applied, thereafter RS
handle was operated by the crew but was
not normalised )

Equipment Involved- : No equipment involved.

Responsibility- : Mal-operation

Action needed by crew: Proper operation of vigilance and

knowledge of vigilance resetting
procedure. Proper operation and
knowledge about RS operation

Phase II - Module No. STC-TRS-3-Phase-04

2
Loco No. - : 31330

Date of failure- : 05/08/12

Section/Division- : MGS

Date of Arrival in Shed : 09/08/12

Kaba Key
Inspection Detail- : Comm:25/06/12

Reported trouble- : MCPA N/W.

Shed investigation- : Not a case of Loco failure. On checking

found MCPA was not working as
KABA key was not operated

Phase II - Module No. STC-TRS-3-Phase-04

Equipment Involved- : No equipment involved.

Responsibility- : Mal-operation

Action needed by driver: Look into the position of KABA key.

Phase II - Module No. STC-TRS-3-Phase-04

3
Loco No. - : 31086
Date of failure- : 01/09/12
Section/Division- : MGS
Date of Arrival in Shed : 09/09/12
Inspection Detail- : IA-01/08/12, AOH-15/07/12
Reported trouble- : Speed not increasing more than 15
KMPH.
Shed investigation- : On checking found Loco was in shunting
mode due to which the speed of loco was
not picking up more than 15 KMPH. Same
normalized and found loco working normal.
Phase II - Module No. STC-TRS-3-Phase-04
Equipment Involved : No equipment involved.

Responsibility : Mal-operation

Action needed by driver: Rotary switch for shunting mode

(configuration ) should be kept on “0”
during shunting, to be normalised
before entering block section

Normal position Shunting mode position

Phase II - Module No. STC-TRS-3-Phase-04

4
Loco No. - : 31042
Date of failure- : 02/09/12
Section/Division- : MGS Division
Date of Arrival in Shed : 18/09/12
Inspection Detail- : IB-18/08/12, AOH-13/02/12
Reported trouble- : Tr.Bg-2 isolate.

Shed investigation : At MGS on 03/09/12 loco checked for Bg-2

isolate and no DDS message was found for
Bg-2 isolation. Loco was failed due to old
booking of Bg Isolation long back but at the
time of failure loco was normal

Phase II - Module No. STC-TRS-3-Phase-04

Equipment Involved : No equipment involved.

Responsibility : Mal-operation

Action needed by driver :

There are many transient faults in the three phase locomotives,

Loco should not be failed for old or previous bookings unless
they are occurring very frequently and causing trouble in
operation. Handling of Disturbance in converter message is
dealt with separately.

Phase II - Module No. STC-TRS-3-Phase-04

5

Loco No. - : 31327

Date of failure- : 20/10/12

Section/Division- : DGR ER

Date of Arrival in Shed : 03/11/12

Inspection Detail- : IT-23/09/12, Comm-29/01/12

Reported trouble- : Heavy Air Leakage from under frame.

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation : Cab-1 RS handle not in proper
position, same kept in normal
position and found loco normal.

Equipment Involved : No equipment involved

Responsibility : Mal. Operation.

Action needed by driver: Proper operation and knowledge

about RS operation

Phase II - Module No. STC-TRS-3-Phase-04

6
Loco No. : 31334
Date of failure : 01/09/12
Section/Division : BRKA-RRME(DHN Division)
Date of Arrival in Shed : 26/09/12
Inspection Detail : IB-21/09/12, Comm-24/02/12
Reported trouble : CP-2 isolate due to Pressure not
maintaining. Load Stalled between BRKA
& RNC Road

Shed investigation : As per DDS MCB of CP-2 opened once on

24/08/12. MCB of CP-2 was not resetted by the crew. Cable no.
1145 B was found slightly loose on terminal No- 5 of MCB of CP-
2.
Phase II - Module No. STC-TRS-3-Phase-04
Equipment Involved- :
CP Make- ELGI Comm-24/02/12

Responsibility- :
Mal. Operation /Bad workmanship CLW /Bad
maintenance shed.

Action needed by driver:

Try to reset the tripped MCB during operation and cross
checking of the same by the TLC before declaring the loco
as failed.

Phase II - Module No. STC-TRS-3-Phase-04

7
Loco No. : 31338
Date of failure : 05/12/12
Section/Division : BSCP(DHN Division)
Date of Arrival in Shed : 07/12/12
Inspection Detail : IT-27/11/12, Comm-06/07/12
Reported trouble : S/E from Machine Room.

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation :
During investigation no abnormality was noticed in the
locomotive except some burnt pieces of
plastic/polythene over MUB resistance which is
concluded to be the cause of smoke in this case. The
entire body of both the traction converters of this loco
was covered with a similar plastic which was not
removed during commissioning. Loco has behaved
normal thereafter even when it was kept under
observation for 10 days in a siding.

Phase II - Module No. STC-TRS-3-Phase-04

Equipment Involved : No equipment involved.
Responsibility : Mal-operation by driver.
Action needed by driver :
Fire Detection Unit (FDU) is prone to malfunction
sometimes, crew should check the signs and actual
causes of smoke in the loco.

Phase II - Module No. STC-TRS-3-Phase-04

8
Loco No. : 31331

Date of failure : 25/12/12

Section/Division : NMG(DHN Division)

Pantograph Selector
Date of Arrival in Shed : 03/01/13 Switch in auto position.

Inspection Detail : IT-06/12/12, Comm-29/06/12

Reported trouble : Both pantograph not raising.

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation- :

GMO maintenance staff attended the loco at GMO and

found train came working by one of the pantos and other panto
was not raising as panto selector switch was not kept on auto
position

Equipment Involved : No equipment involved.

Responsibility : Mal-operation

Action needed by driver: Knowledge about panto selector switch

and its positions

Phase II - Module No. STC-TRS-3-Phase-04

9

Loco No. : 31335

Date of failure : 16/01/13

Section/Division : BRWD (DHN Division)

Date of Arrival in Shed : 17/01/13

Inspection Detail : IC-30/12/12, Comm-01/03/12

Reported trouble : Wheel no. 3,4,11 & 12 skidded.

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation- :

Joint checking done. Wheel no. 1,2,3 & 4 skidded, Dead

loco movement was done from JHS to TKD and booking
of wheel skidding started immediately after dead loco
movement. Skidding occurred only on parking brake
wheels. Parking brakes were not released properly
during dead engine movement.

Equipment Involved : Bogie.

Responsibility : Mal-operation
Phase II - Module No. STC-TRS-3-Phase-04
Action needed by driver:

It is observed that in many cases wheel skidding takes

place during or after dead loco movement as proper
releasing of parking brakes is not ensured. Proper
procedure of releasing of parking brakes before dead loco
movement to be learnt by all crew and loco inspectors

Phase II - Module No. STC-TRS-3-Phase-04

 10

Loco No. - : 31267

Date of failure- : 30/01/13

Section/Division- : BDN/NCR

Date of Arrival in Shed : 01/02/13

Inspection Detail- : IC-08/01/13, AOH-24/03/12.

Reported trouble- : Aux conv-2 isolated.

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation :

On checking found aux converter-2 was isolated by tripping its

MCB. Driver isolated aux converter-2 in place of traction
converter wrongly. Traction converter had some trouble

Equipment Involved : Aux. Converter.

Responsibility : Mal-operation

Action needed by driver :

MCB‟s for isolation of any converter / Aux converter etc are

given in SB-1 and SB-2 panel. Crew can cross check if they
have isolated correct equipment by observing the isolation
message so generated in the DDS
Phase II - Module No. STC-TRS-3-Phase-04
 11

Loco No. : 31005

Date of failure : 04-01-2013

Section/Division : VRBD/NCR

Date of Arrival in Shed : 20-01-2013

Inspection Detail : IT-08/12/12 AOH-01/07/11

Reported trouble: Tr. Conv-2 isolated, Coolant pressure not ok

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation :

On checking found bogie-II isolated due to message of

converter-2 oil pressure < limit.

Equipment Involved :

Aux. Motor. (SRP-2, Make: S/H, O/H-01/07/11)

Responsibility : Bad Design and Software Limits

Action needed by driver:

Handling of low oil pressure problem in Winters covered in

next section.

Phase II - Module No. STC-TRS-3-Phase-04

12
Loco No. : 31048

Date of failure : 07/04/12

Section/Division : DHN Division

Date of Arrival in Shed : 09/04/12

Inspection Detail : IC-22/02/12, AOH-07/05/11

Reported trouble : Vigilance isolated automatically

Phase II - Module No. STC-TRS-3-Phase-04

Shed investigation :

Initially vigilance penalty brake application took place in

the loco, thereafter BP did not charge. This was a Knorr
CCB loco in which there is a specified procedure of
resetting the penalty brake application. A9 should be
brought to FS position or Emergency position depending
up on the type of penalty whether FS or Emergency
application has been there. Thereafter when A9 handle is
released the penalty brake application gets reset.
Instructions are made available in the cab.

Phase II - Module No. STC-TRS-3-Phase-04

Equipment Involved : No equipment involved.

Responsibility : Mal-operation

Action needed by driver :

To learn resetting of vigilance penalty or FS application

penalty in CCB system. Also to learn PTDC mode of
operation in case of CCB loco covered in the later part of
presentation

Phase II - Module No. STC-TRS-3-Phase-04

 Recent Modifications in GMO base 3-phase
Locomotives.
 Relocation of LED flasher light dome unit fuse in the control
unit itself.

 This feature helps crew to replace the fuse of the roof LED unit
by Loco pilots with spare fuse provided there on the unit itself.

Spare
fuse

Phase II - Module No. STC-TRS-3-Phase-04

 It is possible to isolate the bogie by operating switch
No.154 (Bogie cut out switch) in case of a fault and
continue traction if load and topography (gradient) permits
without switching the Electronics OFF & ON.

 This feature when utilized properly can save repercussions

due to the failures which cause isolation of bogie or lead to
isolation of the bogies eventually.

 If a repeated fault causes isolation of the bogie on run, then

traction may be continued without switching the
electronics off and on.

Phase II - Module No. STC-TRS-3-Phase-04

 Auto switching off of machine room/corridor lights to avoid
draining of batteries.

 This helps to switch off machine room/corridor lights after a

delay of 10 minutes along with MCE (Control Electronics) if
MCE is left on in BL key off position.

 To keep the Cab & Machine room lights in „on‟ condition when
needed, the BL key is required to be put on either driving
position or cooling position.

 Non glowing of lights of cab /machine room in BL key off

position should not be treated as a loco defect.

Phase II - Module No. STC-TRS-3-Phase-04

 Modifications of Software in base 3-phase
Locomotives.

 It is possible to switch „ON‟ only one of the marker lights

either red or white as per the requirement.

 This enables to switch „ON‟ either white or red marker

light by operating the respective switches

 If both the switches are operated to ON simultaneously

then only Red marker light will glow.

Phase II - Module No. STC-TRS-3-Phase-04

Handling of Different Fault Messages Which can be
Ignored Sometimes during Operation

 Disturbance in traction converter

 Faulty Motor temperature sensor

 Speed not increasing. Warning motor damage

Possible

 Error PS Hardware

 Error Plausibility

Phase II - Module No. STC-TRS-3-Phase-04

 Error Synchronization

 Intermittent Life sign missing message from any

processor

 Error Tachogenerator

 Brake Electronics faulty

 Earth fault control circuit/ Battery circuit

Phase II - Module No. STC-TRS-3-Phase-04

 Disturbance in Converter – 1 or 2
Line of action for this message is different depending up on
the status of the loco when the fault occurs.

1. When fault occurs prior to Node 504 of FLG, reverser is

in neutral position and VCB is not closed, this should be
out rightly ignored and normal operation should be
continued.

2. When fault occurs during throwing of reverser and fault

is of permanent nature, operation to be done with half
traction if load and topography permits.

Phase II - Module No. STC-TRS-3-Phase-04

3. When fault occurs during traction on run, the DDS of the loco
should be analysed.

1. If it is a Error PS Hardware fault not followed by either

CGP or GBC message and fault is not very frequent, it
should be ignored. If it is a Error PS Hardware fault
followed by CGP message and fault is not very frequent,
it should be ignored.

2. If it is a Error PS Hardware fault followed by GBC

message, it is likely to be permanent and loco to be
worked on half traction if load permits else fail the loco.

Note- It is a priority-1 fault with counter. Concerned bogie may be

isolated, if message appears 4 times in half an hour.

Phase II - Module No. STC-TRS-3-Phase-04

 Disturbance in Converter – 1 or 2
 If massage appears in DDS, Normal operation can be
continued.

 Although these faults are priority–I faults with counter,

yet concerned bogie may get isolated if it appears more
than two times in half an hour. In this case switch Off &
On MCB for normal operation.

 If Time out ALG W/O PTO is observed in DDS, Put

MCE Off & Then On & normal operation can be
continued.

Phase II - Module No. STC-TRS-3-Phase-04

 If FLG-1 time out filter configuration bogie-1, Bogie-2,
concerned bogie may get isolated. Put MCE Off & Then
On & normal operation can be continued.

 FLG-1 & 2 time out DC link pre charge B1 & B2 ,

concerned bogie may get isolated. Put MCE Off & Then
On & normal operation can be continued.

 FLG-1 Time out PTO act end bogie-1 or 2 – Put MCE

Off & Then On & normal operation can be continued.

Phase II - Module No. STC-TRS-3-Phase-04

 Demanded Speed Can’t be Achieved.
Traction Motor Damage Possible
• This message appears due to train acceleration below
specified limit at train speed below 11 KMPH and high
tractive effort demanded. It should not be taken as a fault in
the traction motor and be ignored.

• Message appears “Demanded speed can‟t achieved ” in

display.

• Normal operation can be continued.

Phase II - Module No. STC-TRS-3-Phase-04

 Error Plausibility

 This message showing in DDS but in display appears

“Disturbance in converter – 1 or 2.”

 Message appear due to measurement problems in DC

link voltage or voltage sensor.

 If message appear Before reverser ON i.e. FLG node in

between 0 to 570.

 Normal operation can continue.

Phase II - Module No. STC-TRS-3-Phase-04

 Error Synchronization

 This message showing in DDS but in display appears

“Disturbance in converter – 1 or 2.”

 Message appear due to illegal line voltage frequency.

No any problem in locomotives.

 Normal Operation can be continued.

Phase II - Module No. STC-TRS-3-Phase-04

Intermittent Life Sign Missing Message from
any Processor
o In this message in display appears

o “Disturbance in converter- 1 or 2.”

Or

o “Disturbance in processor BUR1, BUR-2 or BUR-3”

Or

o “life sign missing FLG1 or FLG-2, HBB-1 & HBB-2 etc ”

Phase II - Module No. STC-TRS-3-Phase-04

o Message appears if control electronics does not receive
life sign from any of the processor in time.

o Problems appears at the time of switching ON of Control

Electronics (CEL), FLG node in between 0 to 504. CEL
OFF-ON required. Follow proper CEL OFF and ON
process.

Phase II - Module No. STC-TRS-3-Phase-04

 Error Techogenerator

 This message showing in only in DDS “ASC-1/2, error

techo generator -1/2/3.”

 Message appear due to the rotational speed of the rotor

increased or decreased on this channel is too high
compared to the previously calculated value.

 If no problems found during loco movement Normal

operation can be continued.

Phase II - Module No. STC-TRS-3-Phase-04

 Traction Motor Over Speed

 This message appears in display due to erratic signal of

speed sensor.

 The Driver has to check the temperature of traction

motor in display, if temperature of traction motor of
both the bogies is almost equal.

 Normal operation can be continued.

Phase II - Module No. STC-TRS-3-Phase-04

 Fault in Brake Electronics
Message appears in display “Fault in Brake Electronics”
This message appears due to

1. Earth fault control circuit with brake electronics failed.

(Driver should change cab and normal operation can be

continued.)

2. BP Pressure is in required limit but brake electronics

failed.

(Normal operation can be continued)

Phase II - Module No. STC-TRS-3-Phase-04

3. BP decreased with brake electronics failed message on
run.

(Driver should try normal operation by changing of cab)

4. Brake electronics failed with BL OFF-ON.

(Follow CEL OFF-ON procedure)

5. Brake Electronics failed from one cab only.

(Driver should change cab and normal operation can

continue.)

Phase II - Module No. STC-TRS-3-Phase-04

 Earth Fault Control Circuit/ Battery Circuit

• Message that appears in driver display “Earth fault in

Battery circuit”

• This message appears due to some earth fault in control or

battery circuit or Earth fault Relay defective. First earth
fault is harmless from operation point of view and normal
operation should be done. In case of second earth fault
system will cause MCB of faulty circuit to trip for safety
on its own.

Phase II - Module No. STC-TRS-3-Phase-04

 Bogie-I/II Ventilation BUR-1 Disturbed
• VCB trips with message “EQUIPMENT TEMPERATURE
TOO HIGH, TE/BE is being reduced”

• Crew should try to find out the reason for this by checking
the DDS data, if message of SLG1 Ventilation Bg. BUR-1
Disturbed is noted, then OCB might have stopped working
causing temperature of the oil to become high.

• Crew can reset this transient electronics fault by switching

electronics Off and On.

Phase II - Module No. STC-TRS-3-Phase-04

 Battery Charger MCB 100 Tripping
 Driver experiences the message “LOW BATTERY CHARGE
CURRENT. Battery charger MCB may have tripped” or
“BATTERY CHARGER MCB OFF, Try to close the MCB”

 Check the BA voltage, if it is 110 Volt & above in DJ closed

condition. Normal operation can be continued.

 If BA voltage is 100 Volt or less in DJ closed condition and

Battery charger MCB open message is recorded in DDS by
BUR-2 & BUR-3. Open VCB & reset MCB 100 in HB-2
(BUR Box-2).

Phase II - Module No. STC-TRS-3-Phase-04

 If this message is not recorded in DDS, Check MCB 110
in SB-2 & if it is in tripped condition, reset the same after
opening VCB. If MCB 110 is not tripped then also trip the
MCB once & reset the same after opening VCB.

 This message is to be considered as serious, if battery

charge current is below 10 Amps. is recorded in DDS by
BUR-2 & 3 both.

 Resetting of the MCB to be done following the procedure

of resetting of MCB after tripping the VCB (Imp: Position
of screw if MCB is of ABB/CMC)

Phase II - Module No. STC-TRS-3-Phase-04

 If MCB 100 trips again then isolate aux converter-3 by
switching electronics Off and tripping MCB 127.22/3 in
SB-2. Load of the battery charger shifts to Aux. Conv-2,
normal operation can be done with Aux. converter-3 in
isolated condition

 After completion of this process switch ON MCE and

disturbance in processor BUR-3 message will appear on
screen. Acknowledge this fault by pressing BPFA and
work the train normally.

Phase II - Module No. STC-TRS-3-Phase-04

 Vigilance Rotary Switch Operation
 Vigilance can be isolated to overcome mal function of
Vigilance unit by operating Vigilance cut out switch No:
237.1 in SB-1. Its normal position is 1.

 To isolate the switch should be moved from 1 to 0

 During normalization of vigilance cut out switch i.e “0” to

“1” one time message “Vigilance emergency brake
application” will also appear which should be ignored

 Acknowledge this fault by pressing BPFA and work the train

normally.

Phase II - Module No. STC-TRS-3-Phase-04

Main Power Off
Main Power is off in the following conditions-

1) Two major sub systems gets isolated at a time eg. BUR-1,

BUR-2 or BUR-2, BUR-3 or BUR-3, BUR-1.

2) VCB Stuck ON one time & VCB stuck Off two times.

3) TR temp. > limit 2.( 84 degree C.

4) SR main contactor or FB On contactor (8.1) stuck ON.

5) TR -1,2 oil temp. not OK at a time.

Phase II - Module No. STC-TRS-3-Phase-04

Main power off on account of BUR-1 & BUR-2-

• If main power gets isolated after isolation of BUR-1 &

BUR-2 , Check the Loco after tripping MCB 59.1/1 & 2
of OCB-1&2 one by one. Loco operation can continue.

• If main power gets isolated after isolation of BUR-2 &

BUR-1 ,Check the Loco after tripping MCB 53.1/1 & 2 of
TMB-1&2 one by one. Loco operation can continue.

Phase II - Module No. STC-TRS-3-Phase-04

• If main power gets isolated after isolation of BUR-2 &
BUR-3, Check the Loco after tripping MCB 63.1/1 & 2 of
SRP-1&2 one by one. Loco operation can continue.

• If main power gets isolated after isolation of BUR-3 &

BUR-2. Check the Loco after tripping MCB 47.1/1 & 2 of
CP-1&2 one by one. Loco operation can continue.

Phase II - Module No. STC-TRS-3-Phase-04

Main power off on account of VCB Stuck Off-

1) After pressing BLDJ & FLG node from 550 to 560, but
LSDJ not extinguishing, message VCB stuck off appears
on screen with LSFI blinking & BPFA glowing.
Acknowledge the fault by pressing BPFA & repeat the
same operation. If not success, check condition of VCB
cock on PT manifold in Pn. Panel. If cock is in open
condition. Loco can not work & it is to be failed.

Phase II - Module No. STC-TRS-3-Phase-04

2) After pressing BLDJ & FLG node from 550 to 560 and
LSDJ extinguishing but VCB not holding with message
VCB stuck off appears on screen with LSFI blinking &
BPFA glowing, Acknowledge the fault by pressing BPFA
& repeat the same operation. If not success, switch off
MCE, isolate Bogie-1 by MCB 127.1/1 in SB-1 & MCB
127.1/2 in SB-2 one by one. Continue normal operation
with one bogie.

Phase II - Module No. STC-TRS-3-Phase-04

Main power off on account of VCB Stuck On-

1) If Main power is OFF due to VCB stuck ON at the time

of opening of VCB while approaching the neutral
section, put throttle to „0‟ and switch ZPT Off instead of
BLDJ in order to protect the Loco from main power
getting off.

Phase II - Module No. STC-TRS-3-Phase-04

Main power off on account of Traction Converter

1) If main power is Off due to Converter-1 & 2 oil pressure

not OK. Isolate Aux. Converter-2 by putting MCB
127.22/2 in SB-2 in Off position & Loco operation can
Continue.

2) If main power is off due to Transformer temp. >Limit-2.

Check DDS, if message disturbance temp. sensor
transformer is recorded either by SLG-1 or SLG-2, then
isolate the concerned bogie & Loco operation can
continue with one bogie.

Phase II - Module No. STC-TRS-3-Phase-04

• Message appears in display “TRANSFORMER OIL
PRESSURE NOT OK. Any oil pump not working ”.

• It is a priority 2 message, normal operation can be done

after verifying working of transformer oil pumps and oil
level in the conservator of transformer.

• Working can be verified by physically feeling the pumps

by hand.

Phase II - Module No. STC-TRS-3-Phase-04

• In winter season out side temperature become low and if
loco also in-active, this message also appears as converter
oil pressure not go in specified limit.

• In case of TR-1 or 2 oil pressure not OK, no TE/BE is

reduced only both OCBs will run at 50 Hz .

• If TR-1 & 2 oil pressure not Ok appears simultaneously, in

this case main power will get isolated . In this condition
Block section can be cleared after isolation of either bogie
by MCB 127.1/1 in SB-1 or 127.1/2 in SB-2.

Phase II - Module No. STC-TRS-3-Phase-04

• Message appears in display “CONVERTER COOLANT
PRESSURE NOT OK Try to close VCB again”

• It is a priority 1 message with counter. If this message

appears twice in half an hour, then concerned bogie will be
isolated.

• If this happens during night time in winters while

energizing the dead loco or while starting after keeping the
traction zero for sometime, crew may isolate aux converter
No: 2 by 127.22/2 provided in SB-II cubicle.

Phase II - Module No. STC-TRS-3-Phase-04

1. In FLG node 504 put BL “D” to “OFF” position wait few
seconds.

2. Rotate BL switch “OFF” to “C” and wait till light of driver

display & Speedometer is Off.
3. Keep BL in OFF position, CEL is
completely OFF.
4. Wait for minimum 2 minutes before
switching the electronics ON again
else the purpose may not get served.

Phase II - Module No. STC-TRS-3-Phase-04

Battery charger MCB 100 in HB-2

Phase II - Module No. STC-TRS-3-Phase-04

 Battery Charger MCB side wall of Aux converter-2.

• If tripped message found inspect MCB position

(close/Open) and reset it by hand in DJ off condition.

Phase II - Module No. STC-TRS-3-Phase-04

 Procedure for resetting of ABB / CMC make of MCB

Rotate anti clock wise (vertical to horizontal) for tripping MCB

Phase II - Module No. STC-TRS-3-Phase-04

 ABB / CMC Make MCB Tripped and Locked condition.

• MCB tripped electrically due to overload. To reset screw to be made

vertical before resetting handle of MCB else it will not hold

Phase II - Module No. STC-TRS-3-Phase-04

Schneider Make MCB.

Pushed to tripped MCB

Phase II - Module No. STC-TRS-3-Phase-04
 Schneider Make MCB tripped and Locked condition.

MCB tripped and locking by screw driver to open the cover

Phase II - Module No. STC-TRS-3-Phase-04

 Rotary Switch Configuration for shunting mode.

• Rotary Swich Config. Kept in “I” during normal operation

and during shunting it should be in position “0”

Phase II - Module No. STC-TRS-3-Phase-04

 OPERATION INSTRUCTIONS FOR KNORR’s
CCB EQUIPPED LOCOMOTIVE
CAB SET UP
 In Leading cab, mode-switch should be in LEAD and A9
handle should be unlocked.

 In rear cab, mode-switch should be in TRL (trail) and A9

handle should be locked in FS (Full Service).

 In Multi Loco Operation, in both cabs of trailing locomotive,

mode switch should be in TRL.

 In Banking Operation, on banker locomotive, switch „ZBAN‟

ON and mode switch should be in HLPR (helper).

Phase II - Module No. STC-TRS-3-Phase-04

 AUTO/ A9 OPERATION FOR CCB LOCO

 To charge the BP first power up (i.e. energizing the

locomotive):

 As A9 handle is set to FS, Unlock the A9 handle, OK to

run message will be displayed at DBC screen and BP will
charge to 3 Kg/cm2.

 Move the A-9 handle to RUN position, BP would charge

to more than 5 kg/cm2 and Auto BC would reduce to zero.

Phase II - Module No. STC-TRS-3-Phase-04

 To check train BP leakage move Mode Switch to TEST
mode. BP charging will stop for leakage test. (For safety
this would apply BC pressure on locomotive only till
mode switch is in TEST position.)

Phase II - Module No. STC-TRS-3-Phase-04

• Penalty would be applied in case of any fault and service
brake would be applied by dropping BP to 3 Kg/cm2. To
recover this penalty brake, place A9 handle to FS, and then
back to RUN. BP will be charged to more than 5 Kg/cm2.

Phase II - Module No. STC-TRS-3-Phase-04

• Emergency penalty brake can also get applied by over
speed relay or Emergency stop button and also at the time
of connection Load with Locomotive. To recover this
penalty A9 handle should be moved to EMER and then
back RUN/REL. BP would charge to more than 5 Kg/cm2.

Phase II - Module No. STC-TRS-3-Phase-04

• Vigilance penalty would result into dropping of BP to 3 kg/cm2
and application of full BC pressure.
• To recover vigilance penalty, bring throttle handle (TE/BE) to
`0', wait for 32 second after the penalty then, move A9 handle to
FS and press BPVR on driver's desk. Then move A9 handle to
RUN. BP would charge to more than 5 Kg/cm2. Acknowledge
the fault by pressing BPFA. Resume normal operation.

Important:
In case of any problem with Parking Brake, manually release parking
brake with Parking brake solenoid valve 30 by pressing release side.

Phase II - Module No. STC-TRS-3-Phase-04

(This feature has been provided in case there is any problem with
Brake system. By keeping brake system in this mode, locomotive
can move at a restrictive speed of 10 Kmph to clear the line)

* Open Pneumatic Panel MCB (127.7) in SB2 panel; One time

message of “Brake electronics failed” will come, after
acknowledge, this message will not come again.

• Turn PER-COS (Pneumatic equalizing Reservoir Cut Out

Switch) cock on brake panel to Horizontal position.

Phase II - Module No. STC-TRS-3-Phase-04

 • Turn PER-COS (Pneumatic equalizing Reservoir Cut Out
Switch) cock on brake panel to Horizontal position.

• Release parking brake by pressing manual push button of

solenoid valve 30.

* Unlock the A9 handle in leading cab and lock the same in rear
cab.

* Move and hold the PTDC handle, in position-2. BP would

charge to normal level of 5 kg/cm2 and BC should reduce to
zero. If BC is not reducing to zero then give brief pulls to quick
release lever at bottom of distributor valve. Ensure BC reduces
to zero.

Phase II - Module No. STC-TRS-3-Phase-04

* Apply and release auto brake through PTDC as per requirement
by keeping the handle in Apply and Release position (spring
loaded) for sufficient enough time by observing the BP pressure
gauge.

Phase II - Module No. STC-TRS-3-Phase-04

Switch off control electronics.

• Open Dead Engine cock (47) provided just below the

Auxiliary Manifold.

• Close Vigilance SIFA cock (74) and FP cock (136)

• A9 handle in both the cabs should be kept locked.

• Direct/SA9 Brake Handle in both cabs should be in „REL‟

position.

Phase II - Module No. STC-TRS-3-Phase-04

• Verify that after charging of BP pressure to normal level,
brakes are fully released and BC pressure is zero in the
gauge. If BC is not reducing to zero than give brief pulls to
quick release lever at bottom of distributor valve. Ensure
BC reduces to zero.

• Turn PB-BUS cock to vertical position to keep the parking

brakes released or by Pulling Manual Release Pins of
Parking Brake Cylinders.

NOTE: Before moving the Dead Locomotive, please check

pressure in PB gauge, it should be 5 Kg/cm2.

Phase II - Module No. STC-TRS-3-Phase-04

Dead Locomotive Set Up For Modified CCB Loco

Phase II - Module No. STC-TRS-3-Phase-04

In currently operating cab:

• Put A9 Handle in Full Service position and Lock it.

• Change the position of Mode selection switch from Lead to

Trail

• Switch the BL Key to Self Hold Mode as usually done with

E-70 Brake system

Phase II - Module No. STC-TRS-3-Phase-04

Go to second cab and:

• Change the position of Mode selection switch from Trail to

Lead

• Switch ON Loco Electronics

• Un-lock the A9 Handle

• Bring A9 Handle from FULL Service position to RUN

position for charging the BP.

Phase II - Module No. STC-TRS-3-Phase-04

For E70 Brake control unit.
Isolate (close) cocks 70(BP),74(vigilance/emergency) and
136(FP) at Pn panel.
• Open (normal) dead engine cock 47 at Pn. panel.
Very Important
• Lock Latched solenoid valve (30) in applied condition.
• Release all PBU manually and ensure physically the
releasing of Parking brakes at wheel No.2,6,7 and 11.

Phase II - Module No. STC-TRS-3-Phase-04

 MR Pr E-70 Instruction for Dead Loco
Movement for E70 Brake
Exh -A 70
Control Unit
BP pipe line

74
DV
manifold

Control pr from 72 EP valve

Exh -B
If 70 not isolated then BP pr of leading loco exhaust-A .
If 74 not isolated then BP pr of leading loco exhaust-B.
So both cocks must be isolated during dead movement.

Phase II - Module No. STC-TRS-3-Phase-04

 Schematic Diagram of PB in Dead Loco Movement

When dead loco is attached with live loco and BP pipe is coupled, then the BP pressure of the
leading loco enters through dead engine cock 47 and NRV 48 to fill up the aux. reservoir to
5.0kg/sq cm. This pressure enters into solenoid valve 30 through parking brake pressure regulator
114 and choke 31 to release the Parking Brake units.

Phase II - Module No. STC-TRS-3-Phase-04

Dead Movement of conventional Locomotives
(As per Sl. No 39 of AC Loco TSD of ECR)

 Open DJ and Put HBA at zero „0‟.

 Lock both reverser J1 & J2 at neutral position.

 Put A-9 at Run and SA-9 at release position in both cabs

 Isolate all four incoming and outgoing cocks of A9 & SA-

9 in both cabs After that, Put MU2B at trail position.

 Isolate A-8 (Lead & Trail cock) and IP valve isolating

cock.
Phase II - Module No. STC-TRS-3-Phase-04
 Isolate both incoming and outgoing cocks of Feed valve

 Drain all reservoirs.

 Now attach BP & FP Hose with leading loco and open the
angle cocks.

 BP and FP Gauge of dead loco will show 5.0 kg/cm² and

6.0 kg/cm² respectively .

 If loco brake is not released, then release by pulling the

handle of DV.

Phase II - Module No. STC-TRS-3-Phase-04

 Ensure no brake is applied in dead loco.

 Ensure functioning of synchronizing brake in dead loco.

NOTE – MU2B must be isolated when no brakes applied in

dead loco to avoid brake binding after attachment
with live loco.

Phase II - Module No. STC-TRS-3-Phase-04

Dead Movement of conventional Locomotives (As per Sl. No
39 of AC Loco TSD of ECR)

SA-9 Control pressure

Trapped SA-9 Control

Pressure which causes
brake binding in dead
Loco.

To Brake cylinders
Phase II - Module No. STC-TRS-3-Phase-04
 Switch off control electronics.

 Open dead engine cock (47) provided just below the

auxiliary manifold (OLP)

 Close vigilance SIFA cock (74) on brake panel (Move

handle upward to close)

 Close FP cock (136) on the auxiliary manifold (Turn to

Horizontal position to close)

Phase II - Module No. STC-TRS-3-Phase-04

 Check the PNAI-COCK and PAN2-COCK on the auxiliary
manifold are in closed position (Knob to be in vertical position
to close)
 Auto/A9 handle in both the cabs should be kept locked.
 Direct/SA9 Brake Handle in both cabs should be in „REL‟
position.
 Mode switch in both cabs to be put in trail position. (Not
displayed in Cab).
 Verify that after charging of BP pressure to normal level,
brakes are fully released and BC pressure is zero in the gauge.
If BC is not reducing to zero than give brief pulls to quick
release lever at bottom of distributor valve

Phase II - Module No. STC-TRS-3-Phase-04

 Ensure BC reduces to zero.

 Turn PB-BUS cock to vertical position to keep the parking

brake released.

 Check the pressure in PB gauge is 5 kg/cm2.

NOTE :-

1) Cock 70 is not available in CCB Brake System.

2) In modified CCB, PB Bus cock is not available &

solenoid valve 30 is provided which is to be locked in
applied condition & all PBU to be released manually.
Phase II - Module No. STC-TRS-3-Phase-04
 Dead Locomotive set up (CCB Brake system)

Dead Engine Cock 47

PB Bus

Phase II - Module No. STC-TRS-3-Phase-04

SIFA Cock 74

Feed Valve Cock 136

Phase II - Module No. STC-TRS-3-Phase-04

Dead Locomotive set up (CCB Brake system)

DV Release Handle

Phase II - Module No. STC-TRS-3-Phase-04

Instructions for hauling dead Locomotives- E-70
Brake system
1. Switch OFF the Control Electronics.

2. Switch OFF the Circuit Breaker No. 112.1 in SB-2 Panel.

3. Place the isolating cocks in the E-70 Panel as shown below.

Isolation 47 Dead 74 Emergency 136 Feed 70 E70

Cock No. Engine / Vigilance Pipe Brake Pipe

Closed Closed Closed

Position Open (Vertical)
(Vertical) (Parallel) (Vertical)

Phase II - Module No. STC-TRS-3-Phase-04

4. Ensure DBC (A-9) is in „Neutral‟ position and DDBV (SA-9) is
released in both the Cabs.
5. Drain the air fully from MR1, MR2 and Aux. Reservoir.

6. Ensure that BC gauge shows zero. If any air is locked in brake

cylinders, release it by Operating C3W distributor Valve „Release‟
handle.

7. Couple the BP hose pipe with of the leading locomotive and open the
angle cocks.

8. Apply the Parking Brake by pressing and locking „APPLY‟ manual

override button of „Latched Solenoid Valve‟ No. 30 in the E-70
panel. („Apply‟ button is on the left hand side of the Latched
Solenoid Valve 30)

Phase II - Module No. STC-TRS-3-Phase-04

9. Manually release the parking brake cylinders on wheel No. 2,6,7
and 11 by pulling the Manual Release handle on the parking brake
cylinders one by one and ensure that the brake shoes are released
from the wheels.

10. Apply and Release Service brake from the leading locomotive and
ensure that brakes are applying and releasing in the dead loco also.

11. Apply parking brake from the leading locomotive and ensure that
parking brake in not applied in the dead loco.

12. Apply the Brake after 500 meter run, check and ensure there in no
brake binding in the dead Loco.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
• Train parting is a common unusual occurrence affecting the
train movement.

• There are number of contributing factors towards train

parting such as inadequate maintenance of coupler, material
failure, improper marshalling, bad driving etc.

Phase II - Module No. STC-TRS-3-Phase-04

 The life of coupler depends upon how much less fatigue
it has gained during service. The more fatigue, the less
will be the remaining life of the coupler. The coupler
fatigue depends upon how many times it has undergone
stress and strain, due to run-in or run-out condition.

 The tensile strength of the coupler plays an important role

in parting of the coupler.

Phase II - Module No. STC-TRS-3-Phase-04

 The main factors affecting the tensile strength of the
coupler are -
- Exessive wear and tear on the coupler.
- Improper heat treament of the knuckle.
- Casting defects, blow holes.
- Fatigue cracks or old cracks.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
 Lock not properly engaged

 Ineffective anti-creep device

 Uncoupling lever dropping on the run

 Unauthorized tampering with uncoupling lever

 Uncoupling due to vertical slipping out of knuckle

Phase II - Module No. STC-TRS-3-Phase-04

Conventional Screw Coupling

• 50% to Breakage of Screw

• 13% to Draw hook breakage

• 15% to shackle pin breakage

• 22% to Long link failure, tri-union nut failure, working

out of drawbar etc.

Phase II - Module No. STC-TRS-3-Phase-04

Center Buffer Coupler - CBC
• 60% Uncoupling on run

• 23.5% Breakage of Knuckle

• 16.5% Working out of CBC

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Air-braked Train

• Trials have indicated that in case of train parting on air-

braked trains, there is hardly any drop in brake pipe
pressure, although the mass flow rate increases
considerably. This principle has been applied for detecting
train parting conditions on locomotives while hauling air
braked trains.

Phase II - Module No. STC-TRS-3-Phase-04

Provision Of AFI

• The air flow indicators sense the increase in the mass flow
of air and correspondingly provide a visual indication to
driver in case of train parting.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
 Procurement of the coupler spares of proper quality needs to
be placed on sound footing.

 Purchase inspection by RDSO at coupler manufacture‟s works

is required to be more strict.

 It is considered that some type of locking arrangement should

be provided in the uncoupling gear to guard against
unauthorized tampering with unlocking mechanism.

 The wearing surfaces of the knuckle like the nose, lock face
and hub may hardened by some suitable local hardening
process like Plasma weld deposition process to reduce wear.

Phase II - Module No. STC-TRS-3-Phase-04

 Drivers to back the train with a little ( in case of goods
train) bump before starting. This will help in dropping of
the locks where the lock has not fully dropped at the time
of initial coupling.

 No coupler component should be lubricated at any stage.

 Weld reclamation of pre and post heat treatment of the

knuckle and lock to be carried out properly. It has been
noticed during checks in certain workshops that the heat
treatment procedure particularly is not being done
properly.

Phase II - Module No. STC-TRS-3-Phase-04

 All reclaimable components of the coupler, like shank ,
knuckle, lock and draft gear should be sent to workshop for
reclamation/rejection. The operating mechanism and rotary
lifting gear should be examined for any bent rod, broken
bracket and defective/missing components.

 Repairs/replacement to be carried out and where not

possible, Wagon to be marked sick.

 Some defects like excessive dropping of the coupler, crack

in the coupler head, crack in the knuckle itself, loose and
inadequate fastening of yoke pin support plate should
checked properly.

Phase II - Module No. STC-TRS-3-Phase-04

 Checking of anti-creep feature to be done on all wagons
leaving sick line according to the method prescribed and
any malfunctioning should be corrected.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Precautions To Avoid Stalling

1. Provide necessary provision of banking, or through-

signals or load–restrictions for monsoon season in WTT
and adhere to it.

2. Driver should have good knowledge of road.

3. Check condition of load at start :-

Load should move at 2 or 3 notches with about 400 Amp

TM current. Check validity of BPC.

Phase II - Module No. STC-TRS-3-Phase-04

4. Notch-up gradually, with an eye on Ammeter, Voltmeter :

Quick Progression may result in wheel-slip and auto-

regression, which may finally result in loss of TE and
stalling.

5. Achieve the required attacking-speed at the foot of up-

gradient

6. Ask banker during 20kmph TSR , in stalling-prone

section.

7. Use Sanders and ZQWC.

Phase II - Module No. STC-TRS-3-Phase-04

8. Negotiate Caution Order in “brake released” condition.

9. Avoid taking shunting notches.

10. Speed-drop and notching-down should be avoided.

11. Do not haul load with a TM-isolated Loco.

12. Ensure that, signals are not given “on approach”.

Phase II - Module No. STC-TRS-3-Phase-04

Precautions To Avoid Train Parting
1. The couplers should be of good quality, having specified
UTS and with no manufacturing defects developed.

2. No welding is permitted on worn-out knuckles in sick-

sidings.

3. While starting from standstill, driver should back the train a

little.

4. Driver should avoid sudden notching or sudden braking.

5. Guard should avoid sudden application of brakes from rear.

Phase II - Module No. STC-TRS-3-Phase-04

6. Empty or overloaded wagon in-between should be
avoided.

7. Driver should allow time for brakes in rear wagons to get

fully released before further notching up.

8. Driver should try to keep the couplers in slack-stretched

condition.

9. Proper working of DV in all wagons should be ensured.

10. Correct position of handle to empty / loaded, to be

ensured.

Phase II - Module No. STC-TRS-3-Phase-04

11. Proper height of couplers should be ensured.

12. Air-leakages from BP pipe throughout train-length,

should be arrested.

Phase II - Module No. STC-TRS-3-Phase-04

Software For EBD
Simulation Package For Estimation Of Emergency Braking
Distance (EBDs)

Introduction
• This software is available for estimation of Emergency
Braking Distances for goods and passenger trains
(locomotive and trailing stock) fitted with „L‟ type and „K‟
type composition brake blocks. This software is made in
FORTRAN .

Phase II - Module No. STC-TRS-3-Phase-04

The software is named as STOP
STOP (Stopping Train On Pneumatic Brakes)
SIMULATION PACKAGE

STOP is suitable for

• Estimation of Emergency Braking Distances for BG air

brake goods and passenger trains.

• Self-propelled DMU / EMU / SPARMV / SPART

Phase II - Module No. STC-TRS-3-Phase-04

 This instruction bulletin covers instructions to execute
STOP SIMULATION PACKAGE for estimation of EBD
(Emergency Braking Distances).

 In this software, the input parameters have to be defined

by the user and EBD is the output.

Phase II - Module No. STC-TRS-3-Phase-04

 To execute this software, type program name i.e. „STOP‟
on your computer and then press enter key.

 A message would be displayed on monitor as 'Welcome to

“STOP” (Stopping train on Pneumatic Brake) Simulation
package of MP Directorate of RDSO.

 Answers to all queries are to be given only in words (in

capital letters) or in figures without their units.

Phase II - Module No. STC-TRS-3-Phase-04

 Enter 1 to estimate EBD of a goods train or enter 2 to
estimate EBD of a passenger train.

 A number of questions will be displayed on monitor

during the execution of program.

 Answer the questions one by one correctly. After

answering every question, press enter key. EBD value
would be displayed on monitor with a message 'Thank
you. Result file "STOP.RES" has been generated'. This
file may be opened in MS-DOS as well as MS-WORD.

Phase II - Module No. STC-TRS-3-Phase-04

 While entering the data during execution of programme,
the codes adopted for different types of locomotives and
stocks are indicated separately under heading „DATA
INPUT‟ . The „STOP‟ will be automatically terminated in
case of wrong feeding. Use only capital letters while
typing the answers during execution of the software.

Phase II - Module No. STC-TRS-3-Phase-04

 The EBD values obtained by „STOP‟ should be used as
guidelines only as they may vary depending upon the
reliability and accuracy of data input.

 The data such as brake development time, brake cylinder

pressure, time lag, rigging and cylinder efficiency of
stock and percentage of operative cylinder may vary
depending upon the train consist.

Phase II - Module No. STC-TRS-3-Phase-04

 Brake development time and time lag
 Percentage of operative cylinder
 sequence of questionnaires .

 STOP‟ are applicable to the different types of

locomotives and stocks. The codes adopted for
representing different types of locomotives and stocks

Phase II - Module No. STC-TRS-3-Phase-04

 Locomotives Code Used In Software
BG Diesel Locomotives
Types of Loco Code
WDM2/WDM3A WDM2
WDM3B/WDM3D WDMD
WDG3A/WDG3C WDG2
WDG4 WDG4
WDP1 WDP1
WDP2 WDP2
WDP4 WDP4
Phase II - Module No. STC-TRS-3-Phase-04
BG electric locomotives.

Types of Loco Codes

WAG1 WAG1
WAG2 WAG2
WAG3 WAG3
WAG4 WAG4
WAG5 / WAG5H / WG5HR / WAG5HA / WAG5HB WAG5
WAG6 WAG6
WAG7 WAG7
WAG9/WAG9H WAG9

Phase II - Module No. STC-TRS-3-Phase-04

Types of Loco Codes
WCAM1/WCAM2 WCAM
WCM1 WCM1
WCM2 WCM2
WCM3 WCM3
WCM4 WCM4
WCM5 WCM5
WCG2 WCG2
WAP1 WAP1
WAP4 WAP4
WAP5 WAP5
WAP7 WAP7

Phase II - Module No. STC-TRS-3-Phase-04

S.No. Type Of Stock Code Used In Software
Empty Loaded
1. BG BOXN/ BOXNHS WAGON BXNE BXNL
2. BG BCNA/BCNA HS WAGON BNAE BNAL
3. BG BRN WAGON BRNE BRNL
4. BG BTPN WAGON BPNE BPNL
5. BG BOBR WAGON BBRE BBRL
6. BG BOBRN WAGON BBNE BBNL
7 BG BOY WAGON BOYE BOYL
8 BG BOST/BOSTHS WAGON BSTE BSTL

Phase II - Module No. STC-TRS-3-Phase-04

S.No. Type Of Stock Code Used In Software
Empty Loaded
9. BG BTPGLN WAGON BGLE BGLL
10. BG BCXC-III WAGON BCXE BCXL
11. BG BOBYN WAGON BBYE BBYL
12. BG BFNS WAGON BFSE BFSL
13. BG BCCNR WAGON BCRE BCRL
14. BG BRTA WAGON BRTE BRTL
15. BG BWTB WAGON BWTE BWTL
16. BG NALCO WAGON NLCE NLCL
17. BG BTCS WAGON BTCE BTCL

Phase II - Module No. STC-TRS-3-Phase-04

S.No. Type Of Stock Code Used In Software
Empty Loaded
18. BG BCN WAGON BCNE BCNL
19. BG BOYN WAGON BYNE BYNL
20. BG BRNA/ BRNA HS WAGON BNHE BNHL
21. BG BOXNLW WAGON BLWE BLWL
22. BG BCCN WAGON BCCE BCCL
23. BG BOBSN/BOBSA WAGON BBSE BBSL
24. BG BRST WAGON BRSE BRSL
25. BG BOXNHAWAGON BHAE BHAL
26. BG BLLA / BLLB /BLCA / BLCB WAGON BLLE BLLL

Phase II - Module No. STC-TRS-3-Phase-04

S.No. Type Of Stock Code Used In Software
Empty Loaded

27. BG BRSTN WAGON BTNE BTNL

28. BG BOMN WAGON BOME BOML

Phase II - Module No. STC-TRS-3-Phase-04

 SEQUENCE OF QUESTIONS
Sequence of questions for goods train:
• On entering „1‟ on monitor and pressing enter key, the
„STOP” starts to execute following questions related to
estimation of EBD of goods train:
i. Enter code of locomotive.
ii. Indicate type of brake block fitted on locomotive.
Enter C for cast iron brake block and L for „L‟ Enter
composition brake block.
iii. Enter number of locomotives-in figures

Phase II - Module No. STC-TRS-3-Phase-04

iv. Enter code of trailing stock as per para 6.2 of
MP.IB.BK.04.14.07
v. Enter number of stock in figures.
vi. Enter extra carrying capacity of stock (CC+?) in
Tones.
vii. Enter locomotive brake cylinder pressure in kg/cm2.
viii. Enter percentage of operative cylinder of stock- e.g. If
80% enter 0.8 as per para 5.2.2 of MP.IB.BK.04.14.07
ix. Enter speed in KMPH.
x. Enter

Phase II - Module No. STC-TRS-3-Phase-04

Enter L for level section and G for graded section'. On
entering „L‟, the software estimate EBD on level. On entering
„G‟, the question. Q. no. xi will not be appear on monitor.

xi. Enter grade – e.g.. If 1 in 60 down enter 60. On entering

„any value of gradient, the software estimate EBD on the
same gradient.

Phase II - Module No. STC-TRS-3-Phase-04

„Sequence of questions for passenger train:

• On entering „2‟ on monitor and pressing enter key, the

„STOP” starts to execute following questions related to
estimation of EBD of passenger train: -

• Enter Y for air brake passenger train and N for self

propelled DMU / EMU / SPART / SPARMV‟).

Phase II - Module No. STC-TRS-3-Phase-04

 Indicate type of brake block fitted on stock. Enter C for
cast iron brake block, L for „L‟ type composition brake
block and K for „K‟ type composition brake block.

 Enter code of locomotive

Indicate type of brake block fitted on locomotive. Enter C

for cast iron brake block and L for „L‟ Enter composition
brake block. On entering „C‟ or „L‟ the

 Enter number of locomotives-in figures.

'Enter total nos. of coaches in train.

Phase II - Module No. STC-TRS-3-Phase-04

Enter locomotive brake cylinder pressure in kg/cm2.

 Enter percentage of operative cylinder of stock- e.g. If

80% enter 0.8 as per para 5.2.2 of MP.IB.BK.04.14.07

ix. Enter speed in KMPH.

 Enter L for level section and G for graded section'. On

entering „L‟, the software estimate EBD on level. On
entering „G‟, the question. Q. no. xi will not be appear
on monitor.

Phase II - Module No. STC-TRS-3-Phase-04

 Enter grade – e.g.. If 1 in 60 down enter 60. On entering
„any value of gradient, the software estimate EBD on the
same gradient.

 EBD value would be displayed on monitor with a

message 'Thank .

Phase II - Module No. STC-TRS-3-Phase-04

 Vacuum braked train .

 Meter gauge and narrow gauge trains.

 Steam locomotives of all gauges

 Light engine (single / multiple)

 Trains consist with loco brake ineffective.

 Any other specific trains consist, locomotives, wagons or

coaches having different (non standard) values of brake
development time and time lag rigging efficiency and
cylinder efficiency.

Phase II - Module No. STC-TRS-3-Phase-04

 Train containing more than one type of brake blocks i.e.
fitted with mixture of CI, ‟L‟ or „K‟ type blocks.

 Accident relief train containing break down crane

 Multiple types of wagons or any combination of goods

train and coaching stock.

 Estimation of EBD at the end of controllability run down

the ghat section, when dynamic brake/partial air brake is
used for controlling the speed of train down the ghat.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
 1. Traction Motor (6FRA - 6068)

2017 - 18
2014 - 15
2015 - 16
Type of 2016 - 17 Action Plan
defects

Fixing sticker with axle box for monitoring

temperature rise during Trip inspection.

Bearin Checking of metal content of grease during MOH

g 3 2 - - and IC.
failure
Old design of FAG make bearings to be replaced
with the latest design of FAG or SKF make
bearings.

Phase II - Module No. STC-TRS-3-Phase-04

 2014 - 15
2015 - 16
2016 - 17
2017 - 18
Type of
Action Plan
defects

Bearing replacement after 10 lakhs KM

running
Swelling & Interference measuring as per
RDSO SMI 278
Bearing
failure To arrest running out of grease from bearing
3 2 - - due to looseness of drive end side outer
Labyrinth necessary modification is being
done as per RDSO MS 0314. Also Jacking
hole of deflector is being blocked.

Phase II - Module No. STC-TRS-3-Phase-04

 1. Traction Motor (6FRA - 6068)

2014 - 15
2015 - 16
2016 - 17
2017 - 18
Type of Action Plan
defects

L-R - - 1 - Improvement of cleaning & baking

difference LR / IR measurement is being done during
overhauling.
TM connection is being super checked by
supervisor.
Temperatu 1 - - - Temp. rise monitoring of bearing.
re Air flow measurement.
difference Light run testing is being done for 1 hr. and
cleaning done of excess grease coming out at
NDE side.
TOTAL 4 2 1 0 -

Phase II - Module No. STC-TRS-3-Phase-04

 2016 - 17
2014 - 15
2015 - 16

2017 - 18
Type of
Action Plan
defects

2. Speed Sensor
Speed 1 1 - - Testing is being done on test bench by VVF
sensor drive
Clearance is being measured between sensor &
disc.
TOTAL 1 1 0 0 -
3. Pneumatic Valves
Air 2 - 3 - Overhauling of Non return valve is being done
leakage in each inspection.
One cycle overhauling of Unloader valve
completed and being done in MOH/IOH.
TOTAL 2 - 3 0 -

Phase II - Module No. STC-TRS-3-Phase-04

 2015 - 16
2014 - 15

2016 - 17
2017 - 18
Type of defects Action Plan

4. Central Electronics
Cards failure 2 - 2 1 8 Amps reed relay replacement as per
RDSO letter no. EL/11.5.5/5 dtd.
28.12.12 done of digital I/O card.
Back plane - 1 - Working of churning fans are being
defective checked during inspections.
Air flow - - - -
measurement is
being done for
CEL-1 & CEL-2
TOTAL 2 0 3 1 -

Phase II - Module No. STC-TRS-3-Phase-04

 2014 - 15

2016 - 17
2015 - 16

2017 - 18
Type of defects Action Plan

5. Auxiliary Converter
GG module thyristor 2 - - - Thyristor snubber circuit is being
punctured checked in every inspection.
WRE module control 1 - - - Testing of WRE module firing
card defective cards is being done in Electronics
lab against fault message.
DC link capacitor bank - 1 - - Modification of DC link
capacitors as per MS 0436 by
equal load sharing is being done.
Air flow measurement - - - -
is being done for BUR
BOX -1 & BUR Box -2
TOTAL 3 1 0 0 -
Phase II - Module No. STC-TRS-3-Phase-04
 2014 - 15

2016 - 17
2015 - 16

2017 - 18
Type of defects Action Plan

6. Traction Converter (GTO)

GTO punctured of G-K voltage measurement is
2 1 2 -
valve set being done in every inspection.
EPROM replacement is being
Card defective - 2 - -
done.
Air flow measurement
is being done for SR -1, - - - -
SR-2 & Gate Unit
TOTAL 2 3 2 0 -

Phase II - Module No. STC-TRS-3-Phase-04

 2014 - 15

2017 - 18
2015 - 16
2016 - 17
Type of defects Action Plan

7. Brake System (E-70/ KNORR)

'C' coupler Tightness checking of A,B,C,D
- 2 - -
defective coupler is being done in IC schedule.
Mal functioning Overhauling of Magnet valve is being
- - 1 -
of vigilance cock done during IOH

Pr. Governor Setting of Pressure governor is being

- - 1 -
269.6/2 current high tested in test bench during MOH/IOH.

Phase II - Module No. STC-TRS-3-Phase-04

 2014 - 15
2015 - 16
2016 - 17
2017 - 18
Type of
Action Plan
defects

7. Brake System (E-70/ KNORR)

'C' coupler - 2 - - Tightness checking of A,B,C,D coupler is
defective being done in IC schedule.
Mal functioning - - 1 - Overhauling of Magnet valve is being
of vigilance cock done during IOH
Pr. Governor - - 1 - Setting of Pressure governor is being
269.6/2 current tested in test bench during MOH/IOH.
high
More brake - - - - 5.0 mm choke removed from CCB brake
application time system as per RDSO letter no.
of SA-9 of CCB EL/3.2.19/3-phase/CCB dated 03.04.17
brake system PT reservoir drain cock fitment
completed. RDSO audit report
Phase II - Module No. STC-TRS-3-Phase-04
 2014 - 15
2015 - 16
2016 - 17
2017 - 18
Type of
Action Plan
defects

8. Auxiliary Motors

During IC inspection terminal connections of

internal junction box is being checked.
TMB lug Outside connections are being checked
flashed due 1 0 0 - during every inspection.
to looseness. Lug checking & changing and provision of
transparent heat sink is being done.
One round completed and being maintained.

Phase II - Module No. STC-TRS-3-Phase-04

 2014 - 15
2015 - 16
2016 - 17
2017 - 18
Type of
Action Plan
defects

OCB all IR value checking, baking & Dip vernishing

phase 0 1 0 - is being done during overhauling, AOH &
bonded IOH.

Corona wound wire is being provided during

To improve
- - - - rewinding as per RDSO's letter no.
reliability
EL/2.2.8/17 dated 14.08.08 through Trade.

TOTAL 1 1 0 0 -

Phase II - Module No. STC-TRS-3-Phase-04

RESEARCH DESIGNS AND STANDARDS ORGANISATION
Review of Reliability Related issues of Computer
Controlled Brake (CCB) system of M/s KBIL:

Phase II - Module No. STC-TRS-3-Phase-04

1. Subject : Failure of Unloader Valve (M/s. KBIL make)
(a) Problem:
• Failures of Unloader Valve causing heavy air
leakage and MR pressure drop.
(b) Investigation: Cap hex height
increased for proper
(i) Failure of sealing rubber in grip
the unloader valve.
(ii) Less Cap hex head size
causes difficulty in opening
the valve.

Phase II - Module No. STC-TRS-3-Phase-04

(c) Action Taken:

(i) Improved Rubber quality (Viton rubber) provided

for sealing.

(ii) Increased height of the cap hex head for proper grip
for tightening.

(iii) 12 loco set (24 Nos.) of modified unloader valves

were provided in the following sheds for field trials
for 4 months.

Phase II - Module No. STC-TRS-3-Phase-04

 Shed No. of Valves Date of fitment
ELS/AQ 04 nos. (02 loco sets) April 2016
ELS/LGD 06 nos. (03 loco sets) May 2016
ELS/KYN 06 nos. (03 loco sets) March 2016
ELS/TKD 02 nos. (01 loco sets) May 2016
ELS/TATA 06 nos. (03 loco sets) March 2016
• KBIL was procuring Unloader Valve from a sub-vendor.
However, extent of the problem reduced but persisted.

• Hence KBIL designed in line with their competitor i.e. FTRTIL,

their own Unloader Valve which has improved stem rubber seal,
spring, mating seat edge and increased the height of the cap hex
for proper grip.

Phase II - Module No. STC-TRS-3-Phase-04

• Same has been provided on loco no 31548 /ELS/TKD on
20.05.2017.

• Performance of this Unloader Valve is reported satisfactory.

• KBIL has been advised to provide modified Unloader Valve to

all sheds by August, 2017

Phase II - Module No. STC-TRS-3-Phase-04

2. Subject - Moisture drainage arrangement in Panto
reservoir
a) Problem:
• No provision for moisture Drain pipe
draining from Panto reservoir connected in place of
test point (TP) of
• Ingress of moisture causes panto connect pipe
malfunctioning of pneumatic
valves.
(b) Action taken:
(i) Drain pipe provided at the test
point loco no. 30409/ WAP-7
of ELS/RPM as shown in
figure:-

Phase II - Module No. STC-TRS-3-Phase-04

• RDSO to issue Modification Sheet after evaluation of
performance report from ELS/RPM for regular
implementation on all locomotives.

• Recently ELS/RPM has reported that this modification does

not ensure complete draining of moisture. They have asked
the firm to provide a proper moisture draining arrangement
from Panto Reservoir.

Phase II - Module No. STC-TRS-3-Phase-04

3. Subject - Failure of “Brake Electronics”
(a) Problem:

During power-up, “Brake Electronics Failed” Fault

was logging in DDS.

(b) Investigation:

(i) It was observed that Brake Controller (EBV-A)

was taking more time for booting and hence,
CCB health signal (3008) was getting generated.

(ii) Root cause was found that booting time of brake

electronics was 60 sec, which is very high.

Phase II - Module No. STC-TRS-3-Phase-04

(c) Action Taken:

• Software modification was carried wherein the EBV

booting time was reduced from 60 seconds to 20
seconds max & no fault observed till date after this
modification.

• This modification has been done in all locos. Firm also

informed that all new locos fitted with CCB System
from CLW are being turned out only with the modified
software with booting time of 20 sec.

Phase II - Module No. STC-TRS-3-Phase-04

4. Subject :- Higher brake application time in locomotive
fitted with CCB Brake system.

(a) Problem:

Eastern Railway reported that there is a delay in brake

application time through SA-9 in improved
version of CCB system of 3-phase locomotives
resulting in unsafe conditions.

Phase II - Module No. STC-TRS-3-Phase-04

(b) Action Taken:

• Firm modified the software to reduce the timings of

brake application with SA9.

• Trial with new software in one loco (WAP-7 &

WAG-9 each) was done and found successful .

• As on 26 July, 2017 , new software in 186 out of 368

locos having CCB have been completed .

Phase II - Module No. STC-TRS-3-Phase-04

5. Subject: Provision of wire mesh filter in BP circuit of CCB.

(a) Problem:
Foreign particles go via Train BP Pipe line and enter into
BPCP during Emergency Brake application causing air
leakage .
(b) Investigation:

The cases were investigated and found that the solid

particles like coal or stone pieces of size 1 mm – 10 mm
are found inside the BPCP causing stucking up of the
exhaust seat and creating leakage from the valves resulting
BP pressure not building up.

Phase II - Module No. STC-TRS-3-Phase-04

Mesh Filter Provided on loco no 31679/Tata on 19.04.16

After Fitment
Fifth inspection
is running dt
24/01/17 and
found foreign
particle
(Stone)got
arrested inside
Mesh Filter

Phase II - Module No. STC-TRS-3-Phase-04

To address the issue of foreign particles
entry inside BPCP (PVEM) Strainer Mesh
is provided which traps them.

The strainer mesh has to be cleaned once

in three months to remove the trapped
particles

Phase II - Module No. STC-TRS-3-Phase-04

(c) Action taken:

1. Wire mesh for BPCP (in PVEM port) has been tried
out satisfactorily at ELS Tata Nagar jointly with shed
staff on 04-March-2016 on one of the Locomotive.

Wire mesh

Phase II - Module No. STC-TRS-3-Phase-04

2. Subsequently, wire mesh filters were provided on trial
basis in sheds.
SN Electric loco shed Quantity
1 ELS/TATA/SER 05 locos
2 ELS/BIA/SECR 03 locos
3 ELS/TKD/WCR 02 locos+15 locos
4 ELS/GMO/ECR 29 locos
3. The Performance of wire mesh has been satisfactory so far.

4. However SER vide their letter no. CEE/RS/169/Vol-IV

dated 02.12.2016, stated that “additional filters in BP
circuit may lead to sluggish operation of brakes on
choking which is undesirable from safety point of view.

Phase II - Module No. STC-TRS-3-Phase-04

6. Sub: PVEF/ Bail-off ring remains inoperative during
emergency operation in 3-Phase locos fitted with
CCB brake system.

(a) Problem: LP can isolate loco brake by pressing PVEF/Bail-

off ring even during emergency brake application which is
not a safe operation.

(b) Investigation:

• As per feature of computer controlled brake system (CCB)

provided in 3-phase Electric Locomotives, the BC
pressure created through A-9 get released by PVEF/Bail-
off ring even during emergency brake application by A-9.

Phase II - Module No. STC-TRS-3-Phase-04

 As per E-70 brake system provided in 3-phase Electric
Locomotives and IRAB system provided in conventional
locomotives, brakes do not release through PVEF during
emergency brake application.

 Zonal Railways and CLW have raised this issue as a safety

concern. M/s KBIL has been asked to resolve the problem
and submit proposal to make it uniform.

 In this connection Firm has suggested that, CCB is giving

signal to loco Electronics through wire no. 3051 whenever
Emergency brakes are applied.

Phase II - Module No. STC-TRS-3-Phase-04

 This signal becomes LOW when Emergency brakes are
applied or BP drops below 3.0 kg/cm2. It has been tested
on loco no.30418/WAP-5 at ELS/LGD by disconnecting
PVEF input signal wire no. 2111B (PVEF in cab 2) &
connecting signal wire 3051 from SB2 panel using an
additional wire.

 Same exercise was repeated in loco no. 31718/WAG-9 at

ELS/CNB on date 23.06.2017 and results found as below:

 The brakes were not getting released with PVEF operation

during Emergency Brake by A9.

Phase II - Module No. STC-TRS-3-Phase-04

 Brakes were being released through Paddle switch (PVEF)
operation during minimum reduction and full service
application of A-9.

 Brakes were being released by lifting Bail-off ring

(provided with SA-9 handle) during Emergency
application.

Phase II - Module No. STC-TRS-3-Phase-04

( c) Action Taken:

 In view of above, for uniform operation of brakes in 3-

Phase locos fitted with CCB brake system, Brakes
should not get released by either PVEFor Bail-off ring
during emergency brake application. However, this
modification requires additional wire which is not
desirable. Therefore, firm was advised to submit
another action plan by first week of August.

Phase II - Module No. STC-TRS-3-Phase-04

Review of Reliability Related issues of E-70 Brake
System M/s FTRTIL:

Phase II - Module No. STC-TRS-3-Phase-04

7. Subject: Failure of unloader circuit:
a) Problem :
Main Reservoir (MR) air pressure drop from exhaust port
of unloader valves, in case of malfunctioning of unloader
circuit. Also in case of failure of 01 unloader valve, it is not
possible to isolate the faulty unloader valve as both
unloader valves get isolated by disconnecting the electrical
supply to EP valve (33) as shown in fig A.

Fig A. Schematic Circuit Diagram of Unloader Valve

Phase II - Module No. STC-TRS-3-Phase-04

(b) Investigation:
Unloader valves of compressors are controlled with air
pressure received from electro-pneumatic valve (No. EP-33)
driven by „O‟ slot card of central electronics of locomotive.
When this valve is closed, there is no air flow from the exhaust
port. When the electro-pneumatic valve (EP-33) is energized it
opens the exhaust port of unloader valve. Unloader valve is
shown in fig B. It was found that exhaust port remains open
even after de- energization of EP valve 33.

Unloader
Valve Fig B. Unloader Valve (UV) in CP circuit.

Phase II - Module No. STC-TRS-3-Phase-04

 (c) Action Taken:

• To avoid locomotive failure due to discharge of air through exhaust port of

unloader, an isolating cock was provided at the exhaust port of unloader
valve. Isolating cocks of size 3/4’’ with vent was provided on the threaded
end of exhaust port of each unloader as shown in fig C.

Isolating Cock
Unloader Valve

Fig. C Arrangement of isolating cocks for CP.

Phase II - Module No. STC-TRS-3-Phase-04

The following precautions are to be taken for providing isolating cocks.

• Isolating Cocks type OPL (Open Parallel to Line) with proper sealing should be
provided on the exhaust port of unloader valve.
• Loco Pilot to make entry in the log book, whenever seal is broken.
• In case of isolation, compressor will start under back pressure. This may lead to
tripping of auxiliary convertor due to high starting current.
• Therefore, unloader circuit shall be attended at the first available opportunity.

• RDSO had issued Modification Sheet No. RDSO/2012/EL/MS/0412 Rev.’0’ dated

22.08.2012 for provision of isolating cocks.

Phase II - Module No. STC-TRS-3-Phase-04

8.Subject: Failure of metal seated Non Return Valve (NRV):

(a) Problem:

Railways were reporting the problem of metal seated NRV‟s (Disk Valve type)
getting struck up in E70 brake system leading to air leakage.

Rubber seated
NRV

Non Return Valve (NRV)

Fig A. Non Return Valve (NRV)

Phase II - Module No. STC-TRS-3-Phase-04

(b) Investigation:

The reason for stuck up of NRV had been attributed to breakage of studs/spring
seats and ingress of foreign particles. Carbon deposits were also causing NRV‟s
to struck-up.

(c) Action Taken:

Metal seated type NRV was replaced by rubber seated type (Polyurethane
seated). The Polyurethane rubber has excellent tear and abrasion resistant with
high hardness and a low resilience. After the provision of the Polyurethane
seated NRV, the problem of NRV getting stuck-up reduced substantially.

Phase II - Module No. STC-TRS-3-Phase-04

9. Subject: Failure of Air flow Gauge (AFI):

(a)Problem:

Zonal Railways have reported the cases of breakage of air flow indicator gauge
glass. AFI gauge is shown in fig.

Air Flow Gauge

Fig : Air Flow Gauge (AFI)

Phase II - Module No. STC-TRS-3-Phase-04

(b) Investigation:
Failure analysis was carried out to understand the problem and observations are
listed below:
• The inner polycarbonate glass thickness was 8mm.
• The gap between the outer Polycarbonate glass and the pointer measures 1.35
mm. When MR pressure was admitted into the HP port, the inner glass top
surface was deflecting in a convex manner, resulting in a peak deflection of
2mm. Therefore at 9 bar pressure itself, the inner projected pointer was
touching the inner glass which results in a continuous stress acting on the glass,
consequently breaking the gauge glass.
(c) Action Taken:
• Design modifications were carried out as under:
(i) Thickness of polycarbonate glass increased from 8mm to 12mm.
(ii) Inside chamber size reduced from 39-49 mm to 19-20mm
(iii) The space between needle and glass is increased from 4.2mm to 5.5mm.
• After this modification, no failure of modified AFI gauge has been reported by
Railways. This modification has been done in E-70 as well as CCB brake
system.

Phase II - Module No. STC-TRS-3-Phase-04

10. Subject: Failure of FD1 (SA-9) and D2 Relay Valve

(a) Problem:

ELS/LGD and ELS/GMO reported failures of Valve stem of D2 Relay Valve/

SA-9. This was causing heavy air leakage in valves.

Stem rubber insert

found shifted

Fig : Shifted rubber insert found in D2 relay valve

Phase II - Module No. STC-TRS-3-Phase-04

(b) Investigation:

(i) Stem rubber insert found shifted as shown in figure 8.

(ii) A gap of up to 0.7 mm was observed as indicated in figure A & B.
(iii) Seating of insert found only at outer periphery of internal diameter with partial
seating at the face.
(iv) Clearance between the Rubber insert and the valve stem seating surface is
more, which leads to poor bonding between the rubber insert and Valve
stem.

Improper seating

Gap of up to 0.7mm
was observed in
between Rubber
insert & Valve stem

Fig A. Gap up to 0.7mm between outer Fig B .Improper seating of

seating and rubber. insert at Periphery

valve

Phase II - Module No. STC-TRS-3-Phase-04

(c) Action Plan:
•Drawing of valve seating was modified and step design is removed as shown in fig
B. All the D2 relay valves were modified.

Fig C. Valve with modified design where step in seating is removed.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
 T E S T I N G OF
3Phase Loco
Transformer Safety
valve

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Phase II - Module No. STC-TRS-3-Phase-04
TESTING OF TRANSFORMER (AS PER IS-2026)

ROUTINE TESTS :-
1. Measurement of winding resistance
2. Measurement of insulation resistance
3. Seperate source voltage withstand test (High Voltage tests
on HV & LV)
4. Induced Over voltage Withstand test (DVDF test)
5. Measurement of voltage ratio or Turns – Ratio Test
6. Measurement of NO LOAD LOSS & current.
7. Measurement of LOAD LOSS & IMPEDENCE.(EFFICIENCY
& REGULATION)
8. Vector Group Verification
9. Oil BDV test.
10. Tests on OLTC (if Attached)

Phase II - Module No. STC-TRS-3-Phase-04

TYPE TESTS ON TRANSFORMER

THESE TESTS ARE CARRIED OUT ONLY ON ONE TRANSFORMER OF THE LOT

In addition to all Routine Tests, following additional tests are included in type tests :-

1. Lightening Impulse test.

2. Temperature rise test

Phase II - Module No. STC-TRS-3-Phase-04

SPECIAL TESTS ON TRANSFORMER

Additional Impulse test

Short circuit test
Measurement of zero Phase sequence Impedance test.
Measurement of acoustic noise level.
Measurement of harmonics of the no load current.
Magnetic balance test.

Phase II - Module No. STC-TRS-3-Phase-04

IR Test Connection to Power Transformer

Secondary
Primary
(LV)
(HV)

Phase II - Module No. STC-TRS-3-Phase-04

 + Earth term.
- Line term.
IR TEST On Transformer G -Guard term.

HV to LV & GND

LV to HV & GND

HV to LV

Phase II - Module No. STC-TRS-3-Phase-04

 HV to GND (with LV to Guard)

LV to GND (with HV to Guard)

A general formula for IR value of transformer windings in MΩ at 500V DC & 200C, for
winding to GND (with other wdg. guarded) or W to W with core guarded, is given as :-
IR = [C.E /√KVA], where C=1.5 (or 0.8 for test of wdg. with other wdg. grounded)
E=Voltage rating of wdg. under test, KVA= Rated capacity of wdg. under test.

Phase II - Module No. STC-TRS-3-Phase-04

 TRANSFORMER TURNS RATIO (TTR) TEST
This Test helps in identifying:

• Shorted coils • Open circuits

• Incorrect connections • Internal faults in tap-changer & Xmer

The TTR set operates on the principle that the voltage ratio of the transformer at no load is

practically equal to the true turns ratio. Test voltage is applied to HV winding of the transformer,
and LV voltage output is accurately measured.

The major source of error in a transformer is a primary impedance drop due to magnetizing
current, which is kept to a minimum by excitation at a fraction of rated voltage. By employing a

null balance system, the turns ratio of a transformer can be determined accurately.

Phase II - Module No. STC-TRS-3-Phase-04

 TTR Test
This test also provides the information on excitation current and phase-angle between HV & LV,
indicating the health of core. This test also indicates the polarity of output w.r.t. input.
Change in the Turns-Ratio of more than 0.5% from name-plate value, calls for detailed
investigation.

TTR Test provides :-

Determination of turns-ratio,
polarity and vectors, to compare
these with name-plate
(variations not to exceed 0.5%),
Testing of each tap of a tapping
transformer, & Checking of
open or short coil.

Phase II - Module No. STC-TRS-3-Phase-04

TYPE TESTS ON TRANSFORMER

LIGHTENING IMPULSE TEST

For all the dielectric tests, check the insulation level of the job.

Impulse generator is used to produce the specified voltage impulse wave of 1.2/50 micro seconds

wave.

One impulse of a reduced voltage between 50 to 75% of the full test voltage and subsequent three

impulses at full voltage.

For a three phase transformer, impulse is carried out on all three phases in succession. The

voltage is applied on each of the line terminal in succession, keeping the other terminals earthed.

The current and voltage wave shapes are recorded on the oscilloscope and any distortion in the

wave shape is the criteria for failure.

Phase II - Module No. STC-TRS-3-Phase-04

SPECIAL TEST ON TRANSFORMER

Short circuit withstand ability test.

This tests measures the ability of the transformer to withstand the mechanical and thermal
stresses caused by the external short circuit.

HV terminals are connected to the supply bus of the testing plant. The LV is short circuited. The
testing plant is so adjusted to give the rated short circuit current. Supply is closed after specified
duration of short circuit. The record of current wave form is noted.

There should not be any mechanical distortion, fire to the transformer during this test. Similarly
no wave form distortion. The transformer should also withstand the routine tests after the short
circuit test.

The reactance of the winding measured before and after the S.C. test should not vary beyond the
limits stated in the IS-2026.

Phase II - Module No. STC-TRS-3-Phase-04

IR Test of Motor Field Winding

Phase II - Module No. STC-TRS-3-Phase-04

IR Test of Motor Stator Winding

Phase II - Module No. STC-TRS-3-Phase-04

IR Test of Motor Stator Winding (Indiv)

Phase II - Module No. STC-TRS-3-Phase-04

 IR Test Voltages

Winding’s Rated Vol. IR Test Vol. (DC)

< 1000 V 500 V
1000 – 2500 500 – 1000
2501 – 5000 1000 – 2500
5001 – 12000 2500 – 5000
> 12000 V 5000 – 10000 V

Phase II - Module No. STC-TRS-3-Phase-04

• It is a type of Preventive Maintenance, initiated as a result
of the knowledge of the condition of selected parameters
(such as insulation resistance, dissipation factor,
polarization, temperature, vibration, material hardness,
mechanical stress etc), obtained through routine or
continuous monitoring of such parameters.

Phase II - Module No. STC-TRS-3-Phase-04

• Continuous or periodical measurement and interpretation of
data to indicate the healthy condition of selected item (or
of a critical parameter) to determine the need for
maintenance.

Phase II - Module No. STC-TRS-3-Phase-04

• To optimizing safety standards, maximizing operational
efficiency, and enhancing profitability through careful
monitoring of system parameters.

• To predict maintenance needs well in advance, thus enabling

better planning and support services through monitoring real
time data.

• To save money, time, and resources.

• Close observation helps engineer to understand the equipment

better.
Phase II - Module No. STC-TRS-3-Phase-04
 Steps in Condition Monitoring
 Selection of critical parameters, most indicative of
the health of the equipment.

 Decide the ideal reference values or norms and service-

limits of these parameters.

 Decide the frequency of measurement of the value of

these critical parameters.

 Interpret the observation readings w.r.t. the norms.

 Decide the maintenance action & initiate.

Phase II - Module No. STC-TRS-3-Phase-04

Advantages:

Reduced forced outage

Reduced number of maintenance operation
Reduced human error influence
Better Plan for repair / maintenance
Decrease maintenance cost
Better Plan for procurement of spares

Phase II - Module No. STC-TRS-3-Phase-04

Disadvantages

High installation cost of equipment & instruments

Unpredictable maintenance period affects cost sharing
Increased number of checking & maintenance of
additional equipment

Condition Monitoring of Electrical Equipments:

Conductors
Insulation

Phase II - Module No. STC-TRS-3-Phase-04

Stresses on Insulation

Generally gets degraded as it is subjected to stresses :-

 Electrical
 Thermal
 Mechanical
 Environmental
 Combined

Phase II - Module No. STC-TRS-3-Phase-04

Stressing Factors
1. Electrical Stress :-

• Voltage variation beyond the permissible limits for prolonged

periods.

• Switching and impulse voltages e.g. frequent start / stop duty.

These are generally 3-4 times the normal stress levels.

LIFE = 1 where, E = Stress Voltage level

En
n = A Constant whose value varies from 5-20.
Thus, there is logarithmic fall in life with increase in electrical stress.

Phase II - Module No. STC-TRS-3-Phase-04

2. Thermal Stresses :-
Temperature variations of conductor, beyond the
permissible limits for prolonged periods.
Mechanism
Rt=Ro(1+αot)
P =I2R
Resistance
Temperature
Power Loss
• Poor joints in conductors can cause hot spots and in
worst case thermal runaway.
Phase II - Module No. STC-TRS-3-Phase-04
3. Mechanical Stresses :-
Permanent Stresses
As in case of rotating machines.
Occasional Stresses.
As a result of sudden load-changes, short circuit or thermal
creepage, as found in transformers.

 Basically involves physical wear and tear of the

insulating material leading to its deterioration.

Phase II - Module No. STC-TRS-3-Phase-04

4. Environmental Stresses :-
Humidity
Pollution
Radiation
All have the effect of deterioration.
5. Combined Stresses :-
Normally all stressing factors are present simultaneously
(Multi-Stress Condition)
Usually this would lead to accelerated deterioration of the
material.

Phase II - Module No. STC-TRS-3-Phase-04

Symptoms of poor insulation-condition
Increase in resistance of conductor
Excessive temperature rise
Reduction in insulation resistance (IR)
Increase in dielectric loss (tanδ)
Change in dielectric absorption
Visual, Audible and Ultra Violet (UV) discharges
Ultrasonic emission
Gas evolution
 It is the object of diagnostic testing to measure and
assess these symptoms using non destructive testing
techniques as part of the condition-monitoring
maintenance.

Phase II - Module No. STC-TRS-3-Phase-04

 Conductor – Generally no problems, except Joints.

 Insulation is weak link.

 Generally failures are on account of insulation.

 Electrical insulation constitutes only a small proportion

(10%) of the cost of equipment but on failure can lead to
total loss of the equipment.

 Thus insulation testing / diagnosis is a vital parameter and

most techniques involve Dielectric Diagnosis / Dielectric
monitoring.

Phase II - Module No. STC-TRS-3-Phase-04

 (A) DC Tests (B) AC Tests
o Insulation Resistance test (IR) o Tan-Delta test
o Polarization Index (PI) o Hipot or HI-Voltage Test
o Dielectric Absorption Ratio (DAR) o Surge Comparison Test
o Step Voltage (SV) o Partial Discharge Test
o Dielectric Discharge (DD)
o Recovery Voltage (RV) Measurement
o Polarization Depolarization Current
(PDC)
Phase II - Module No. STC-TRS-3-Phase-04
 Why DC test is preferred over AC, for IR Test

1. Leakage Current is sufficient to give information on IR

value.

2. In AC testing, since polarity changes every half-cycle (10

ms) frequent Charging-Current will be predominant, and
Dielectric Absorption Current will never die down.
Compared to both these, the Leakage Current will be
insignificant.

Phase II - Module No. STC-TRS-3-Phase-04

3. For appreciable leakage-current to flow & measure, test-
voltage will have to be increased, which will require
larger size of equipment for AC test.

4. Larger size of AC equipment will be costlier & difficult to

transport & handle easily.

Phase II - Module No. STC-TRS-3-Phase-04

(i) Insulation Resistance Test
 Simplest insulation test.

 DC Voltage is connected across the insulation under

test, for 1 minute.

 Reading is not taken immediately, because there are

3 types of currents (capacitive charging current,
leakage current and the dielectric absorption
current) at start, which gradually decay and stabilize
with time.

Phase II - Module No. STC-TRS-3-Phase-04

 The resistance is then calculated using the Ohm‟s law.

 Insulation Resistance = V/I

 Generally, minimum IR > (1M Ω per KV +1) in M Ω.

 IR value is dependent on temperature. Every 100C rise in

temp. reduces the IR value by half.

Phase II - Module No. STC-TRS-3-Phase-04

Limitation

1. Highly temperature dependent, therefore should be

corrected to value at 270C.

2. Measurement-values are affected by moisture & surface

contamination.

Phase II - Module No. STC-TRS-3-Phase-04

Circuit diagram of Insulation Test

Phase II - Module No. STC-TRS-3-Phase-04

Current Responses in Insulation Test
• Leakage Current is resistive (contamination or severe internal
problems if magnitude is high).

• Charging Current is Capacitive in nature & initially higher in

magnitude.

• Polarization/ absorption Current :

- Directional polarization increases with absorbed moisture

- Contaminated materials get more polarized

- De-polymerization increases polarization

Phase II - Module No. STC-TRS-3-Phase-04

Insulation Currents in DC Test

10 0

I (μA) Total
Charging
10

Absorption
Leakage
1
0.1 1 10 Time (min)

Phase II - Module No. STC-TRS-3-Phase-04

Dielectric Polarization Absorption Current

• When dielectrics are placed in an electric field, practically no current

flows in them because, unlike metals, they have no loosely bound, or
free electrons that may drift through the material. Instead, electric
polarization occurs. The positive charges within the dielectric are
displaced minutely in the direction of the electric field, and the
negative charges are displaced minutely in the direction opposite to
the electric field.

Phase II - Module No. STC-TRS-3-Phase-04

Dielectric Polarization by applying exter. field

Phase II - Module No. STC-TRS-3-Phase-04

Short-Time / Spot Reading - IR Test

T his value is
Megohms

read/recorded

0 Time 60 sec

Phase II - Module No. STC-TRS-3-Phase-04

Minimum Recommended IR Values
Maxiumum Rating of Minimum Test Recommended Minimum
Equipment in Volts Voltage dc Insulation Resistance in
MegOhms
250 500 25
600 1000 100
5000 2500 1000
8000 2500 2000
15000 2500 5000
25000 5000 20000
35000 15000 100000
46000 15000 100000
69000 15000 100000

Phase II - Module No. STC-TRS-3-Phase-04

Measurement of IR for trend-analysis over time

Insulation of Apparatus “ B ” (lower curve) is better than “A”

Phase II - Module No. STC-TRS-3-Phase-04

Observing The Trend Of IR Values Over Many Years

Phase II - Module No. STC-TRS-3-Phase-04

L or (-) ve Terminal ------------- Connected to Line to test
E or (+) ve Terminal ------------- Connected to Ground/Earth
G or Guard Terminal ----------- Connected to Guard Wire

• Surface Leakage Current due to dirt etc. on the outer surface of

an insulation, may be quite high, and may give erroneous results
of IR value, therefore Guard Wire should be connected from
Guard Terminal of IR Tester and is left bare-wrapped around the
outer surface of insulation. The use of Guard Wire & Terminal,
allows by-passing of the surface-leakage current.

Phase II - Module No. STC-TRS-3-Phase-04

 WITHOUT GUARD WIRE

Phase II - Module No. STC-TRS-3-Phase-04

 WITH GUARD WIRE

Phase II - Module No. STC-TRS-3-Phase-04

Bare wire wrapped around surface

Phase II - Module No. STC-TRS-3-Phase-04

Significance Of Guard Wire

Phase II - Module No. STC-TRS-3-Phase-04

Time – Resistance Insulation probably ok A
Tests

Megohms
B

Moisture and dirt

may be present

0
Time 10 min

Good insulation shows a continual increase in resistance (curve A) over a

period of time (about 10 minutes). This is caused by the absorption; and
continues for a longer time than to charge the capacitance of the
insulation. If the insulation contains moisture/ contaminants, the
absorption effect is masked by high leakage current.

Phase II - Module No. STC-TRS-3-Phase-04

(ii) Polarization Index Test (PI)

 Ratio of IR Reading taken at 10 minute, to that taken

at 1 minute. PI = IR10 minutes / IR1 minute

 Generally used on insulations of large systems,

having high capacitance, since the readings in such
systems, do not stabilize quickly.

 PI test is not recommended for liquid insulation, due

to convection currents.

Phase II - Module No. STC-TRS-3-Phase-04

 It indicates presence of surface dirt & moisture, since
both Charging & Absorption Currents die down at 10
minutes.

 Proves insulation, before applying HV a.c. test.

Phase II - Module No. STC-TRS-3-Phase-04

Importance of PI Value

IR

Curve D indicates a good insulation with an excellent Polarization Index

of (1000/200)=5. Curve E indicates a potential problem, as the PI value
is only 140/95, or 1.47. Insulation of curve “D” is better than that of
curve “E”.

Phase II - Module No. STC-TRS-3-Phase-04

(iii) Dielectric Absorption Ratio
 DAR = ( IR in 60 sec. / IR in 30 sec.)

 Good insulation will show gradual increase in IR, as test

voltage is applied.

 In good insulation, leakage current rapidly increases

(before 30 sec) & then stabilizes at low value.

 In good insulation, absorption current should begin at 30

sec. and should reduce gradually, so IR value should
increase after 30 sec.

 Charging Current should ideally die down before 30 sec.

Phase II - Module No. STC-TRS-3-Phase-04

Concept of DAR

Phase II - Module No. STC-TRS-3-Phase-04

PI and DAR Values
Insulation Condition PI Result DAR
Poor Less than 1 Less than 1
Questionable 1–2 1.0 to 1.4
Good 2–4 1.4 to 1.6
Excellent Greater than 4 Above 1.6
Thermal Class PI Value
Class “A” 1.5
Class “B, F or H” 2.0

Phase II - Module No. STC-TRS-3-Phase-04

(iv) Step Voltage Test (SV)
 Multi-voltage test: involves applying two or more
voltages in steps (like 500 V and 1 kV).
 Test voltage remains constant between steps for about
60 seconds.
 Between two consecutive test-steps, insulator is
allowed to discharge.
 Monitor insulation resistance at each level.
 Any marked or unusual reduction in IR value of more
than 25%, is an indication of incipient weakness, or
ageing.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Diagnosis From Polarisation Effects

• Polarisation can give information about

•Absorbed moisture
•Aging
But is difficult to measure directly due to masking by
Capacitance / leakage effects.

• So look at the DISCHARGE based tests.

Phase II - Module No. STC-TRS-3-Phase-04

 (v) Dielectric Discharge Test (DD)
 Charge the insulation with test-voltage for 30 min.
 Discharge the insulation through known “resistance” of the
Tester.
 Measure the discharge current 60 seconds after applying
discharge-resistor of the Tester.
 Level of re-absorption after this time, shows the state of the
insulating material.
 The re-absorption current is dependent on the following:
- overall capacitance.
- final test voltage.
- degree of polarization of the dielectric.
Phase II - Module No. STC-TRS-3-Phase-04
Currents during Dielectric Discharge Test

Phase II - Module No. STC-TRS-3-Phase-04

 Why Measure Dielectric Discharge
• The DD test result can show how similar the layers of insulation are in
a multi-layer insulation.
• Goal is for each layer to share the voltage stress equally.
• If an internal layer is damaged, mismatch in its (RC) value w.r.t. other
layers, gives higher values of current.
• Can show when the resistance-capacitance characteristic is incorrect.
• DD is given by: Discharge current flowing after 1min (nA)
Test voltage (Volts) x Capacitance (µF)
• Availability of absorbed moisture affects absorption current, and this
current can be correctly measured in “Discharge Tests.

Phase II - Module No. STC-TRS-3-Phase-04

Dielectric Discharge (DD) Test

DD Value
Insulation Condition
(in mAV-1F-1)
Bad Greater than 7
Poor 4–7
Questionable 2–4
Ok Less than 2

Phase II - Module No. STC-TRS-3-Phase-04

Insulation Test Diagnosis
Test Type Main Failure Mode

IR Value - “Spot” Go/no go

Insulation Test

Polarisation Index Moisture/dirt

Dielectric Discharge Absorbed moisture

DAR / Step Voltage Ageing

Tan-delta Loss measurement

Phase II - Module No. STC-TRS-3-Phase-04
(vi) RECOVERY VOLTAGE MEASUREMENT (RVM)
• DC voltage is applied to dielectric material(polar molecular
structure) & electric dipoles are oriented in the direction of
applied electric field.
• Polarization charge is induced by dipole movement and
realignment & this gives voltage across capacitance.
• If dielectric is short circuited, the stored charge in dielectric
capacitance is dissipated with time constant (time constant is
calculated by effective intrinsic resistance & capacitance).
• During short circuit voltage across dielectric is zero but if
short circuit is removed before the equilibrium condition of
total stored charge, some voltage is remain across the dielectric
& known as Recovery voltage.
Phase II - Module No. STC-TRS-3-Phase-04
 RVM Method

• The spectrum of the return voltage is plotted by changing

the charging and discharging time until the peak value of
the maximum return voltage was obtained.

• Then the spectra of maximum return voltage and initial

slope or “rate of rise of Return Voltage” are plotted in Y-
axis versus the central-time constant (the time at which the
return voltage is max.) on X-axis.

• Insulation with absorbed moisture, will show early arrival

of RV Peak in a lesser central time-constant.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
The process of charging, waiting, discharging through short circuit and open circuiting at
different times is done to get maximum RV.

Phase II - Module No. STC-TRS-3-Phase-04

Water content in %M/dw in cellulose by RVM method

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
(vii) Polarization-depolarization-current (PDC) Method
• PDC method gives the information of insulation
condition through predicting the moisture content &
also developing the ageing phenomenon.

• The polarizing current pulse has peak magnitude,

final steady state level, time constant & duration that
are determined by the quality of the moisture level
and electrical conductivity.

• Electrical conductivity affects the peak current in the

first 100 seconds or so of the current pulse.
Phase II - Module No. STC-TRS-3-Phase-04
• The moisture in the insulation affects the polarization
current level after 1000 seconds.

• The magnitude and nature of the PDC currents were found

to be a good indication of the equivalent ageing and
moisture content of t he paper and of oil insulation.

• The initial part of the polarization current was found to be

dependent on the condition of the oil, whereas the long term
stationary value of this current was governed by the
condition of t he solid insulation.

Phase II - Module No. STC-TRS-3-Phase-04

• Oil conductivity and paper conductivity can be separately
estimated from the polarization current.

• Oil and paper conductivity can be empirically related to

equivalent ageing and moisture level of the oil and paper
insulation respectively.

Phase II - Module No. STC-TRS-3-Phase-04

Polarization-Depolarization Current (PDC) Method

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Water Content in oil & cellulose by PDC Method

Phase II - Module No. STC-TRS-3-Phase-04

(i) Tan-Delta testing (Capacitance & Dielectric
Dissipation Factor Testing)

 AC test to evaluate the integrity of electrical

insulation
 Dielectric Loss Angle.
 Dissipation Factor.
 Applies HV AC and measures losses within
test object.

Phase II - Module No. STC-TRS-3-Phase-04

 Perfect Insulation Real Insulation
• In an “ideal insulation • In a “REAL insulation
system”, the current system” there is also a loss
flowing will be purely current flowing in-phase with
the voltage.
capacitive.
I(capacitive)
I(capacitive) IC ITOTAL
IC ITOTAL

IR = 0 V(applied) IR V(applied)

Phase II - Module No. STC-TRS-3-Phase-04

 Tan Delta is the ratio of in-phase (resistive) current to the
90 degree (capacitive) current.

Tan δ = IR / IC

 Tan Delta is also called Dissipation Factor or Loss Angle

Tanδ = [Watt-loss (Active) Power / Reactive Power]

 Hence tan delta is considered as the measure of quality of

insulation in dielectric material.

Phase II - Module No. STC-TRS-3-Phase-04

 IC
IR
Tan  =
I(capacitive)
 ITOTA IC
L
θ
P.F. = Cos θ
IR V(applied)

Phase II - Module No. STC-TRS-3-Phase-04

 In practice No insulation is perfect.

 Resistive loss current is always present.

 Total current lags the capacitive current by an angle δ.

 This angle, by which total current in a real-life insulation

deviates from its ideal position, is called loss-angle δ.

Phase II - Module No. STC-TRS-3-Phase-04

 Normal insulation resistance testing limited to 5kV dc

 Tan Delta is usually on 11kV ac or operating voltage

 Most test specimens normally operate with AC voltage

 Much closer resemblance to the normal operating

condition of the insulation

 Current research indicates AC testing is less destructive

than over voltage DC testing

Phase II - Module No. STC-TRS-3-Phase-04

 Isolate sections of the specimen to identify problems areas.

 Dielectric Loss Factor = tanδ x Dielectric Constant is used

to compare different insulating materials

Phase II - Module No. STC-TRS-3-Phase-04

 Evaluating quality of electrical insulation materials &
systems.

 Revealing contamination, fractures and punctures.

 Detection of defects that accompany aging of insulation.

 Estimating health of delicate insulation like enamel of

winding copper wire.

Phase II - Module No. STC-TRS-3-Phase-04

 Equipment Tanδ for Tanδ for Old Capacitance range
Fresh equipment
equipment

Power Capacitor 0.0002 As agreed up 10 uF… 2000 uF

on between
Mfr and
Purchaser

Power Cable (XLPE) 0.0005 0.01 Approx 250 pF/Mtr

Power Cable (PVC) 0.01 0.1 Approx 500 pF/Mtr

Phase II - Module No. STC-TRS-3-Phase-04

 Equipment Tanδ for Tanδ for Old Capacitance range
Fresh equipment
equipment

Insulating Oil < 0.0001 0.001

(Capacitor)
Depends on Cell as
Insulating Oil (others) 0.0001 0.001 per IEC250
Insulating Board 0.01 0.05
Power Transformer 0.01 0.05 500 pF … 5 nF
Bushing 0.003 0.01 200 pF … 1500 pF
Rotating Machines 0.01 ∆ tan delta is 10 nF. ..1 u F
considered

Phase II - Module No. STC-TRS-3-Phase-04

CS = Standard Capacitor
CX = Test Capacitor
RX = Losses of CX
R4 = Fixed Resistor
C4 = Variable Capacitor
R3 = Variable Resistor
On balancing or Null Condition :-
I1.Zab = I2.Zad &
I1.Zbc = I2.Zdc
which gives :-
RX = R3.(C4/CS)
CX = CS.(R4/R3) and tan δ = ω.R4.C4

Phase II - Module No. STC-TRS-3-Phase-04

(ii) HI Voltage Or HIPOT Test Or Dielectric
Withstand Test
1. A Hipot test (also called Dielectric Withstand test)
verifies that the insulation of a product or component
is sufficient to protect the operator from electric shock.

2. In a typical Hipot test, high voltage is applied between

a product's current-carrying conductors and its
metallic chassis. The resulting current that flows
through the insulation, known as leakage current, is
monitored by the tester.

Phase II - Module No. STC-TRS-3-Phase-04

3. The theory behind the test is that, if a deliberate over-
application of test voltage does not cause the insulation to
break down, the product will be safe to use under normal
operating conditions -hence the name, Dielectric
Withstand test.

4. In addition to over-stressing the insulation, the test can

also be performed to detect material and workmanship
defects, most importantly small gap or spacings between
current-carrying conductors and earth ground.

Phase II - Module No. STC-TRS-3-Phase-04

 Dirt, vibration, shock and contaminants can close these
small gaps and allow leakage current to flow. This
condition can create a shock hazard if the defects are not
corrected at the factory. No other test can uncover this type
of defect as the Dielectric Withstand test.

5. A standard test voltage is applied (2xSys.Vol.+1KV for

1min. in AC test or 1.414 x this vol. For DC) and the
resulting leakage current is monitored. The leakage current
must be below a preset limit or otherwise the test is
considered to have failed. This test is a non-destructive
test, but not a routine test.

Phase II - Module No. STC-TRS-3-Phase-04

Hipot Test or Proof Test Voltages for Equipments:
• Factory AC Test = 2 x Nameplate Rating + 1000 volts
• DC Proof Test on Installation = 0.8 x Factory AC Test x 1.6
• DC Proof Test After Service = 0.6 x Factory AC Test x 1.6

Example:

• Motor with 2,400 VAC nameplate rating–

• Factory AC Test = 2(2,400) +1,000 = 5,800 VAC
• Max. DC Test on Installation = 0.8(5,800)1.6 = 7,424 VDC
• Max. DC Test After Service = 0.6(5,800)1.6 = 5,568 VDC

Phase II - Module No. STC-TRS-3-Phase-04

• To minimize risk of injury to operator from electrical shock
make sure that hipot equipment follows these guidelines:

 The total charge one can receive safely in a shock

should not exceed 45 μC.

 The total hipot energy should not exceed 350 mJ.

 The total current should not exceed 5 mA peak (3.5 mA

rms).

 The fault current should not stay on longer than 10 mS.

Phase II - Module No. STC-TRS-3-Phase-04

 Hipot tests are helpful in finding nicked or crushed
insulation, stray wire strands or braided shielding,
conductive or corrosive contaminants around the
conductors, terminal spacing problems, and tolerance
errors in cables. All of these conditions might cause a
device to fail.

Phase II - Module No. STC-TRS-3-Phase-04

HIPOT TEST ON 3-CORE CABLE

Phase II - Module No. STC-TRS-3-Phase-04

 A

Leakage Current Vs.

A)Time
B) Voltage

Phase II - Module No. STC-TRS-3-Phase-04

(iii) Surge Comparison Test
Basic Principle

 The Surge Tester uses the Comparison Technique to detect

faults in the windings.

 Two identical High Voltage Capacitors of known value are

electronically discharged through the two windings
(Inductances) under comparison test to produce voltage
decay waveforms. These waveforms are displayed on CRO
screen.

Phase II - Module No. STC-TRS-3-Phase-04

 If the two windings are exactly similar in all respect, each
of them will produce a waveform which is exactly similar
to that of the other.

 Visually, the two waveforms will perfectly match or

superimpose each other. Thus, A Single waveform will be
seen on the screen.

 In case the two windings are not same due to any reason,
their waveforms will also be of different type.

 Thus two separate waveforms will appear on the screen.

Phase II - Module No. STC-TRS-3-Phase-04

 Surge - Comparison Test On Winding
(2 coils at a time)

Good Winding Coil Earth Fault

Inter Turn Short Coil Open

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Phase II - Module No. STC-TRS-3-Phase-04
• Surge comparison testing is used for checking defective
coils, or coils after motor-rewinding, and for checking
solenoid-coils of EM Contactors of electric locos as per
SMI 157.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
(iv) Partial Discharge (PD) Test

PD: Basic Description

 Partial discharges are small electrical sparks that occur
within the electric insulation of electrical equipments.
Various stresses cause air pockets or voids to be developed
inside the insulation. The air in the void has a different
permittivity and therefore faces increased voltage stress.
When this voltage-stress increases beyond PDIV/CIV (PD
inception voltage/Corona inception voltage) value,
electrical breakdown occurs in the form of PD.

Phase II - Module No. STC-TRS-3-Phase-04

 Electrical breakdown in air causes an extremely brief
period (ns) electric current to flow through the air pocket.
The measurement of partial discharge is, in fact, the
measurement of these breakdown currents, in form of
pulses. PD results are used to reliably predict which HV
electrical equipment is in need of maintenance. Partial
discharge levels provide early warning of imminent
equipment failure.

Phase II - Module No. STC-TRS-3-Phase-04

 According to the International Electro Technical Commission
(IEC) International Standard 60270, Section 3.1 published in
2000, Partial Discharge is defined as :-

 “Localized electrical discharges that only partially bridges the

insulation between conductors and which can or cannot occur
adjacent to a conductor. Partial discharges are in general a
consequence of local electrical stress concentrations in the
insulation or on the surface of the insulation. Generally, such
discharges appear as pulses having a duration of much less than
1 μs.”

Phase II - Module No. STC-TRS-3-Phase-04

 “Corona is a form of partial discharge that occurs in gaseous
media around conductors which are remote from solid or liquid
insulation…”

 “Partial discharges are often accompanied by emission of

sound, light, heat and chemical reactions…”

Phase II - Module No. STC-TRS-3-Phase-04

Partial Discharge Emissions

Partial discharges emit energy as:

1. Electromagnetic emissions, in the form of radio waves,

light and heat.

2. Acoustic emissions, in the audible and ultrasonic ranges.

3. Ozone and nitrous oxide gases.

Phase II - Module No. STC-TRS-3-Phase-04

Reasons For PD
 Insufficient design margins.

 Improper choice of insulating materials.

 Bad processing.

 Bad workmanship.

 Faulty manufacturing procedures.

 Loose connections.

 Improper shielding inside and outside the equipment.

Phase II - Module No. STC-TRS-3-Phase-04

Where PD can occur in Electrical Equipment

 Cavities in an insulation layer

 Metal electrodes at boundaries of these insulation layers

(surface discharges)

 Electrode edges of a foil in an insulation layer (e.g.

bushings, capacitors)

 Electrodes in- the air

 Metal parts at free potential

Phase II - Module No. STC-TRS-3-Phase-04

 Loose contact at high voltage points

 Bad earthing

 Solid particles in oil (DC equipment)

Phase II - Module No. STC-TRS-3-Phase-04

Damaging Effects Of PD

 Erosion on the surfaces/walls.

 Chemical degradation.

 Formation of pits.

 Tracking / Treeing.

 Loss of mechanical strength.

 Local heating.

Phase II - Module No. STC-TRS-3-Phase-04

 Interference with radio communication.

 PDs of high magnitude may lead to accelerated aging,

causing a complete damage of the insulation within a
short period of time.

Phase II - Module No. STC-TRS-3-Phase-04

 Electrical Tree Tracking in paper-insulation

• After initiation, the PD can propagate and develop into

electrical trees until the insulation is so weakened that it
fails completely with breakdown to earth or short circuit
between the phases of a 3-phase system.

Phase II - Module No. STC-TRS-3-Phase-04

 To verify that the test object does not exhibit PD greater
than a specified magnitude, at a specified voltage.

 To determine :-

- Inception Voltage - voltage at which PD starts

(PDIV/CIV)

- Extinction Voltage – voltage at which PD ends

(PDEV/CIV)

- PD level at the test voltage (Height of Pulse in pc)

Phase II - Module No. STC-TRS-3-Phase-04

Presentation of PD by capacitance-circuit

1. Capacitance of void =c
U+ = DIV in +ve half cycle
2. Capacitance of healthy part in portion-I = b
3. Capacitance of healthy part shown in U- = DIV in –ve half cycle
portion-II = a
DIV=Discharge Inception Vol.
Va = Vol. across specimen
Vc = Vol. Across cavity or void  Similar PD pulse repeats in
both +ve and –ve half cycles.

Phase II - Module No. STC-TRS-3-Phase-04

HV AC BLOCKING TEST CALIBR.
SUPPLY CAPACITOR OBJECT CAPACITOR

AC SUPPLY PD
CONTROL DETECTOR

Phase II - Module No. STC-TRS-3-Phase-04

• Controlled High Voltage is gradually increased, which
applies on Test Object, through a Blocking or Coupling
Capacitor, which blocks supply-harmonics to enter the
Specimen. It also diverts the PD pulses towards the PD
Detector, which is a CRO Screen. The current pulses
produce measurable voltage pulses after passing through
impedance of Calibrating or Measuring Capacitor. Pulse
height is calibrated and measured and gives charge in pC.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Partial Discharge Pulses

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Phase II - Module No. STC-TRS-3-Phase-04
 Surrounding must be clean.

 Metallic object should be earthed (vicinity).

 Capacitive object shall be shorted & earthed.

 No high voltage test in vicinity.

 No switching operation.

 No crane operation.

Phase II - Module No. STC-TRS-3-Phase-04

 No faulty tube light (switched off if any).

 Test object should be earthed.

 Surface of test object - clean and dry.

 Should be at ambient temperature.

Phase II - Module No. STC-TRS-3-Phase-04

It can be used to assess and locate Fault on line.
 Avoids shutdown of system.
 Indicates fault at very early stage.

Sophisticated digital measuring & analysing system is used. This

system is based on :-
 Digital counting of discharge pulses.
 Evaluation of no. of pulses.
 Amplitude and phase of pulses w.r.t. applied voltage.

Phase II - Module No. STC-TRS-3-Phase-04

 Acoustic

 Electrical

 Optical

Phase II - Module No. STC-TRS-3-Phase-04

 A partial discharge results in a localized release of
energy creating a small explosion. Hence acoustic
waves are generated and propagate from the source
to the outer surface. The amplitude and frequency
components of acoustic waves are both factors in
detecting the PD. They can be caused by geometrical
spreading of the wave, interface between materials,
absorption of the material, frequency-dependent
propagation etc.

Phase II - Module No. STC-TRS-3-Phase-04

 Acoustic detection of PD On metallic wall of test
equipment (e.g. transformers and reactors)

 Sensor mounted on tank wall.

 Hand held detector detects the PD activity within the

equipment.

• For finding location of PD three sensors are used in

triangular position.

• Time consuming but precise location can be obtained.

Phase II - Module No. STC-TRS-3-Phase-04

 Acoustic Emission Tests

Acoustic transducers
detect and capture
energy
Data
Interpretation

Acoustic energy
radiates from
discharge source

Sound Energy from a Discharge Source

Phase II - Module No. STC-TRS-3-Phase-04

Acoustical PD sensors installed on transformer tank
 Acoustic emissions (AE) are
transient elastic waves in the
range of ultrasound, usually
between 20 kHz and 1 MHz,
generated by the rapid release
of energy from a source.

 Partial discharges are pulse-like stress waves, propagate to

the transformer tank wall, where they may be detected
with a transducer that is tuned to the right frequency.

Phase II - Module No. STC-TRS-3-Phase-04

Case Study

Findings

Surface Discharge on the

Current Transformer

Surface Tracking on CT

Phase II - Module No. STC-TRS-3-Phase-04

Corona Detectors
• Used for (Cables, Connectors, insulators, & Bushings)
• Measures Air Discharge
• Acoustic emission from a PD source of 100 pc can be detected
from a distance of 5m.
Common PD levels
Category PD level – Pico-Coulombs
Defect Free 10 – 100 pC
Normal deterioration < 500 pC
Developing Defects (irreversible damage to paper) 1,000 – 3,000 pC
Breakdown of oil 10,000 – 100,000 pC

Phase II - Module No. STC-TRS-3-Phase-04

 Based on PD probing by field coupling of the test object with
the sensor.

Basic techniques are :-

PD probe measurement technique

 The detection of signal is done using electro-magnetic

radiation field.

 Used for cables Transformers, Generators, Bushing etc.

Phase II - Module No. STC-TRS-3-Phase-04

 Optical sensing is a method of partial discharge
measurement using advances in optical fiber technology.
Partial discharges can produce ultrasonic pressure waves
which can be detected with suitable pressure optical
transducers. The optical fiber sensor system can be
safely immersed inside the transformer.

Phase II - Module No. STC-TRS-3-Phase-04

 The perturbation caused by pressure wave induces stress
on the fiber core and affects the light beam traversing
the fiber. By using interferometer techniques, the optical
phase shift caused by the perturbation can be detected
accurately with a phase-modulated type optical sensor.
One advantage of the optical sensor is there is no power
requirement at its site.

Phase II - Module No. STC-TRS-3-Phase-04

 PD Detectors For Stator Winding Problems
 Two types of sensors are used
• SSC (Stator Slot Coupler)
• RFCT ( Radio Frequency Current Transformer)
 They are permanently mounted on the motor or generator
 SSC installed in the stator wdg
• Under slot wedges OR
• Between top and bottom conductor
 RFCT is mounted on the terminal of machine
 PD signals are picked by these sensors.

Phase II - Module No. STC-TRS-3-Phase-04

 PD is curtain raiser to dielectric breakdown.
 Different electrical equipments have different critical PD
levels.
 PD measurement is a technique for quality assessment of HV
insulation.
 PD detection can be done at site.
• But not accurate for quantitative measurement of PD.
• Useful for detection of PD & localizing.
 PD is a good condition monitoring tool for preventive
measures.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
 LT TESTING

3-PHASE LOCO
Phase II - Module No. STC-TRS-3-Phase-04
• Damping measurement of various optical fibre cable
(OFC) at wave length 850 nm.

• It must be less than 1.8 db.

• modification for avoiding necessity of CAB changing in

case of failure of processor cards of VCU of WAG9/
WAG9H locos. MS-429 or MS-459. / WAP7 loco. MS-
435.

• Max Current CT cable continuity.

Phase II - Module No. STC-TRS-3-Phase-04
LT TESTING

Check visually inside of loco

before starting LT testing and
check all equipments are fitted
properly, all cables are
connected & secured properly.

Phase II - Module No. STC-TRS-3-Phase-04

Check Cab light working.
Check 110V DC supply on
ALP's side hand lamp socket
(PCLH) with ON/OFF
function.
Check Marker light function

Phase II - Module No. STC-TRS-3-Phase-04

• Modification to avoid simultaneous switching ON of White
and Red marker light 3-Ф locos. MS-411 Rev-1.

• Marker Light White

• Marker Light Red

• Check desk illumination function if 110v LED type exi.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Put BL Key in driving
position and check the battery
voltmeter working.

Phase II - Module No. STC-TRS-3-Phase-04

• Check the Battery voltage.

• Check working of following DC-DC power supplies for

different bus stations. CEL-1 & 2, SR-1 & 2, SB- 1 &2
(48V), SB- 1 & 2(24V), BUR-1 & 2+3, Pneumatic Panel,
Diagnostic Terminal-1 & 2, SPM-1 & 2, Fire detection
equipment & Vigilance Equipment.

Phase II - Module No. STC-TRS-3-Phase-04

Traction Converter

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
CUBICLE CONTROL CIRCUITS 1 PANEL

SB1 PANEL
Phase II - Module No. STC-TRS-3-Phase-04
CUBICLE CONTROL CIRCUITS 2 PANEL

SB2 PANEL
Phase II - Module No. STC-TRS-3-Phase-04
 BUR

Auxiliary converter
Phase II - Module No. STC-TRS-3-Phase-04
Control Electronics

Phase II - Module No. STC-TRS-3-Phase-04

• Check working of Instrument Cooling Fan (Ventilation
system) for different bus stations and auxiliary converters.
CEL-1 & 2, SR-1 & 2, BUR-1 & 2+3 (Control & Power
Side),

• Check different function's of display unit.

• Check the software reloaded to VCU bus station EPROM's

and check vehicle bus with Mic Tool. By Electronic Lab
Section.

• Check time, date and loco no. setted in system by Electronic

Lab.

Phase II - Module No. STC-TRS-3-Phase-04

• Check Control system self test complited with FLG node-
504 without any fault message & DDS.

• Check all indication lamp working during self test.

• Check working TE/BE meter during self test.

• Check emergency flasher light wkg. with Buzzer during self

test.

• Check emergency flasher light function with Buzzer.

Phase II - Module No. STC-TRS-3-Phase-04

• Modi. in Control Ckt. of Flasher Light and Head Light of
3Ф locos. (To enable switching ON the Flasher Light and
Head Light when loco remains idle for more then 10
minutes with VCB in open, PT Dn condition and cab
activation switch on „ON‟ position.) MS-357.

• Main Position

• Stand By Position

• Check Head Light function.

Phase II - Module No. STC-TRS-3-Phase-04

• Modi. in Control Circuit of Flasher Light and Head Light of
3Ф locos. (To enable switching ON the Flasher Light and
Head Light when loco remains idle for more then 10
minutes with VCB in open, PT Dn condition and cab
activation switch on „ON‟ position.) MS-357.
• Head Light Front Bright
• Head Light Front Dimmer
• Head Light Rear Bright
• Head Light Rear Dimmer
• Check desk illumination function if 24v bulb type exi.
• Check glowing of instruments (Meter & Gauge) lamp.

Phase II - Module No. STC-TRS-3-Phase-04

Position of lights

Phase II - Module No. STC-TRS-3-Phase-04

• Check pre test Aux. circuit (Sequence of Aux. load shifting
contactors).

• Check temp. setting of thermostat CEL 1+2.

• Check LSCE circuit function.

• Check fire detection system Loco side Ckt. pre. Test.

• Check & Set the calibration voltage of Fire Detection Unit.

• Check Fire Detection System by creating a smoke in the

Machine Room. Watch for activation of alarm as under:

1) Due to smoke sensor-1 gets Activated then, Alarm triggers

and fault message priority 2 appears on screen.
Phase II - Module No. STC-TRS-3-Phase-04
 2) Due to smoke sensor 1 & 2 gets activated then, A fault
message priority 1 appears on screen & lamp LSF1
glows. Start/Running interlock occurs and TE/BE
becomes to 0.

• Ensuring no earth fault existing in control circuit

b) Check Earth Fault Detection battery circuit positive and
negative side separetly as under:

1) By connecting wire 2050 to earth, creat earth fault

negative potential, DDS for earth fault message
comes.

2) By connecting wire 2095 to earth, create earth fault

positive potential DDS for earth fault.
Phase II - Module No. STC-TRS-3-Phase-04
• Check Aux. Compressor Circuit function.

• Modi. removal of interlocks of control circuit contactors

No.126 from MCPA circuit in 3-Ф locos. MS-399.

• Check HB1+2 all MCB position monitoring function's.

• Check pantograph valve Ckt. functions with selector Sw.

• Check auto brake releasing valve VEF circuit functions.

• Check sanding valve Ckt. function on forward & reverse.

• Check Parking brake valve Ckt. function apply & release.

Phase II - Module No. STC-TRS-3-Phase-04
• Check driving/simulation mode ON/OFF function, status
indication on display, panto, parking brake & sanding
function.

• ON simulation mode.

• Check the simulated values displayed by display.

• Check Pantograph control up & dn function.

• Check VCB closing & opening function.

• Remove Max.Current Relay & check VCB not ciosing.

MS-0432Rev-0.
Phase II - Module No. STC-TRS-3-Phase-04
• Check CP contactor, Unloader & Auto drain control valve,
Air Dryer function.

• Modi. MCP control circuit in 3Ф locos (Set both Pr.Sw. to

10 to 8 kg/cm² & provide parelIel path between two Sw.
by givin a loop between cable no. 3036 and 3038 at SB-2
Back Side SB XF77S:01 Terminal 23 & 24) MS/427.

• Provide MCB(128.1) in Air Dryer Ckt. MS-375Rev-2.

• Check MRB starting capacitor cut off contactor function.

• Check shutdown through Emergency stop switch (244).

Phase II - Module No. STC-TRS-3-Phase-04

• Check shutdown through Cab activation switch "OFF" .

• Check VCB & Panto Function by unactive/rear Cab Eme.

Stop switch, ZPT & BLDJ operation.

• Check Converter and filter contactor operation with both

power converters during start up should be as under:
a) FB contactor 8.41 closed
b) By keeping F/R reverser handle contactor 218.2 & 12.3
closed, after few seconds contactor 12.4 closed &
contactor 12.3 open.
c) By increasing TE/BE throttle FB contactor 8.41 open,
FB Contactor 8.2 Closed & then FB Contactor 8.1 closed.

Phase II - Module No. STC-TRS-3-Phase-04

Check Converter and filter contactor operation with both
Power Converters during shut down should be as under:
1) Bring TE/BE to '0'.
2) Bring the cab activitation key to '0'.
a. VCB Open,
b. Panto lower
c. Contactor 12.4 open
d. FB contactor 8.1 open
e. FB Contactor 8.41 closed
f. FB contactor 8.2 remain closed
g. Contactor 218.2 open

Phase II - Module No. STC-TRS-3-Phase-04

Check Contactor filter adaptation by isolating any bogie.

1) Isolate any one bogie through cut out switch.

2) Wait for self test of Loco.

a) FB Contactor 8.1 Open. b) FB Contactor 8.2 Open.

3) After raising panto, closing VCB and setting TE/BE.

a) FB contactor 8.1 Closed. b) FB Contactor 8.2 remains

open.

Phase II - Module No. STC-TRS-3-Phase-04

• Check Traction function in Forward & Reverse.

• To measure Mili-Volt drop across interlocks of Contactor

No. 126 & 218 (provided in SB-1) SMI-275. FLG Node at
- 596.

• 1) Contactor No. 126, Contactor No. 218 -50 Mili-Volt

(Max)

• Check Gate Unit out put voltages Of SR1+2.

• Check Constant Speed Control working during Traction.

• Check the function of ACP/AFL.

Phase II - Module No. STC-TRS-3-Phase-04
• Check the vigilance working. Move loco > 5 KMPH, vigilance
foot Sw. should not be pressed for >1 min. as under:
1) Audio warning for 8 sec.
2) TE/BE become to Zero.
3) Emergency penalty brakes will took place. Message
appears & will recorded in DDS.
• Check Regenerative Braking function in For. & Rev.
• Check Constant Speed Control working during Regenerative
Braking.
• Check Auto Brake Cut Off during Regenerative Braking.

Phase II - Module No. STC-TRS-3-Phase-04

• Check Regenerative Braking not working during Direct
brake applied.

• Check Traction & Regenerative Braking function in each

SR isolate position.

• Check Banking mode set-up function.

• Check Inching mode ON/OFF function.

• Check Hotel Load system ON/OFF function with LSHO.

• Check Failure mode Program Switch operation & function.

• Check Bogie cut out Program Switch operation & function.

Phase II - Module No. STC-TRS-3-Phase-04

• Check Configuration Program Switch operation & function.

• Check Vigilance cut off Program Switch operation & function.

• Modification to record VCD isolation status 3-Ф locos. MS-

397.

• Check no any Red LED glowing on FBV/FLG card.

• Check the machine room light ON/OFF from both cab side.

• Auto switching of machine room/corridor light to avoid

draining of batteries in 3-Ф locos. MS-403. (By-passed for
Loco Testing).

• Check supply on Machine Room terminal bar (110V DC)

Phase II - Module No. STC-TRS-3-Phase-04

HT TESTING

Phase II - Module No. STC-TRS-3-Phase-04

• Check visually inside of loco before starting HT testing. Check
for foreign material, oil leakages and its levels. Loose
connections, hanging wires and safety items.

• ON Control & check operation of CPA & CPA governor.

• Check Pantograph
functions.

• Check line voltmeter

working.

Phase II - Module No. STC-TRS-3-Phase-04

• Close VCB & check for normal maintaining in close.

• Check VCB & Panto Function by unactive/rear Cab Eme.

Stop switch, ZPT & BLDJ operation.

• ON battery charger & check battery voltage.

Phase II - Module No. STC-TRS-3-Phase-04

• Put the following 3Ф Aux. motors one by one in service
and check it's direction and function:

a) Oil pump for converter 1+2

b) Oil pump for TFP 1+2

c) MCP 1+2

d) Scavenge for TM blower 1+2

e) TM blower 1+2

f) OCU 1+2

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
Check the function of BLCP different position & operation of
CP governor.
OFF :- Stopping CP
AUTO :- CP 1&2 will work alternately acc to cut in cut out
MAN :- CP work continuously

Phase II - Module No. STC-TRS-3-Phase-04

Re-check 3Ф Aux. motors direction by putting two Aux.
converter in operation and one isolated.

Stage 1: BUR1 isolate & BUR2+3 in Service.

Stage 2: BUR2 isolate & BuR1+3 in service.

Stage 3: BUR3 isolate & BUR1+2 in service.

• Re-check 3Ф Aux. motors direction by putting two Aux.

converter in operation and one isolated.

Phase II - Module No. STC-TRS-3-Phase-04

BUR Bus Station

Phase II - Module No. STC-TRS-3-Phase-04

• During testing check the "Problem Symptom in BUR" as:

a) Inverter fault

b) Inverter over current

c) O/P voltage unbalance/MCB-100 trip.

• Check voltage indicator function of Aux. converter-1.

• Check voltage indicator function of Aux. converter-2+3.

• Check all Cab fans function with ON/OFF

Phase II - Module No. STC-TRS-3-Phase-04

• Check Cab heater/blower function with HRA different
position

• Put the following 1 Ф Aux. blowers one by one in service

and check direction and it's function:
o Scavenge for MR blower 1+2
o Scavenge for TM blower 1+2

Phase II - Module No. STC-TRS-3-Phase-04

 Check all Aux. Machine's running Current's & Voltage's.
(Ensure all 3Ph. Motors all phase current & phase to phase
voltage are similar).

• TFP Oil Pump.

• SR Coolant Pump.
• BT IGBT SR 3Ph. Fan.
• MCP:- MR Pr.= 0Kg/Cm2
• MCP:- MR Pr.> 8Kg/Cm2
• TM Blower.
• Scavenger TM + Oil cooling blower.

Phase II - Module No. STC-TRS-3-Phase-04

 Check all Aux. Machine's running Current's & Voltage's.
(Ensure all 3Ph. Motors all phase current & phase to phase
voltage are similar).
• MCB-100 (Battery Charger). • Oil Cooling Blower.
• Ventilator Cab Heater. • MR Blower.
• Cab Heater. • Scavenger MR Blower.
• Cab Fan.
• BUR-1 out put voltage (OCB MCB)
• BUR-2 out put voltage (TMB/Oil pump MCB)
• BUR-3 out put voltage (MCP MCB/MCB-100) .

Phase II - Module No. STC-TRS-3-Phase-04

Check Pn/Mech. Brake application applied/release function:
Direct Brake Controller OK
Auto Brake Controller OK
Emergency Brake Cock (ALP Side) OK

Phase II - Module No. STC-TRS-3-Phase-04

• Check Banking mode set-up function. OK
• Check VEF operation: Apply Auto Brake and press PVEF
o Brake release
• Check parking brake apply/release function with indications
(Lamp/Gauge)
o Lamp glow(Apply)
o Gauge reads(Release)
• Select Loco moving direction & Check FLG node-590.
• Check voltage indicator function of traction conv. SR-1.
• Check voltage indicator function of traction conv. SR-2.

Phase II - Module No. STC-TRS-3-Phase-04

• Release brake & check loco movement in both direction.
o Bogie 1 in service & Bogie 2 isolated.
o Bogie 2 in service & Bogie 1 isolated.
o Normal (Bogie 1+2 in service).
o Inching Mode ON position

Phase II - Module No. STC-TRS-3-Phase-04

• Check spare TM RPM sensor's by connecting if existing.
Bogie-1/SR-1. OK Bogie-2/SR-2. OK

• Check direct brake power of Loco. RDSO/MI/003 March-

05. (Locomotive should not move up to applied TE)

o WAP5 100 KN TE

o WAG9,WAP7 150 KN TE

Phase II - Module No. STC-TRS-3-Phase-04

• Check air flow indication system and function (LSAF/Gauge).

a) No air flow Gauge - '0' LSAF OFF

b) Air Flow Gauge - Reads LSAF ON

Phase II - Module No. STC-TRS-3-Phase-04

• Check the function of Auto flasher.

• Check speedometer working. OK

• Check the wheel slip sensing & indication function by

removing RPM sensor coupler of TM from control
electronics of SR.

LSP GLOW

Phase II - Module No. STC-TRS-3-Phase-04

• Check electrical braking in both direction.
o Bogie 1 in service & Bogie 2 isolated.
o Bogie 2 in service & Bogie 1 isolated.
o Normal (Bogie 1+2 in service).
Display indicate FLG-596 & TE –ve
• Check working of TE/BE meter
o Bogie 1 OK
o Bogie 2 OK

Phase II - Module No. STC-TRS-3-Phase-04

a) Ensure no earth fault exist in Aux circuit, No Earth &
b) Create and check earth fault detection of aux.ckt. Display
(1000V AC) appears

a) Ensure no earth fault existing in 415/110 VAC No Earth &

Aux. circuit Display
appears
b) Create earth fault and check detection 415/110
VAC aux. ckt.

a) Ensure no earth fault exist in Harmonic filter No Earth &

circuit Display
b) Create earth fault and check detection in appears
harmonics filter ckt.

Phase II - Module No. STC-TRS-3-Phase-04

a) Ensure no earth fault exist in Hotel Load circuit if No Earth
existing. & Display
b) Create earth fault and check detection in Hotel Loadckt. appears

a) Ensure No earth fault exist in traction circuit No Earth

b) Create earth fault & check detection in AC part of & Display
traction ckt. appears
SR 1
SR 2
Create earth fault and check detection in DC link of traction circuit.
SR1 -ve potential
Message will appear on Disply with DDS
+ve potetial
SR2 -ve potential
Message will appear on Disply with DDS
+ve potetial

Phase II - Module No. STC-TRS-3-Phase-04

1) Emergency stop in cooling mode: VCB Open,
Raise Panto in cooling mode. Put the brake Panto lowered &
controller in RUN position. Close VCB. Push Eme. Brake
emergency stop button 244. applied.
2) Emergency stop in driving mode: VCB Open,
Raise panto in driving mode. Put the brake Panto lowered &
controller in RUN position. Close VCB. Push Eme. Brake
emergency stop button 244, applied.
3) Under voltage protection in cooling mode:
VCB not closing,
Remove primary voltage TFP fuse provided in
OHE Voltage
SB-1. Raise Panto in cooling mode, Close
showing low.
VCB.

Phase II - Module No. STC-TRS-3-Phase-04

4) Under voltage protection in Driving
VCB not closing with
mode:
message Catanery Voltage
Remove primary voltage TFP fuse
out of limit. OHE Voltage
provided in SB-1. Raise panto in
showing low.
driving mode. Close VCB.

5) Shut down in cooling mode:

Raise panto in cooling mode Close VCB open, Panto lower.
VCB. Bring the BL key in "0" position.

6) Shut down in driving mode:

Raise panto in driving mode. Close VCB open, Panto lower.
VCB. Bring the BL key in '0" position.

Phase II - Module No. STC-TRS-3-Phase-04

7) Interlocking pantograph:
VCB open,
VCB in cooling mode: Raise panto in cooling
Panto lower.
mode. Close VCB. Lower the panto by ZPT.

8) Interlocking pantograph:
VCB open,
VCB in driving mode: Raise panto in driving
Panto lower.
mode. Close VCB. Lower the panto by ZPT.

Phase II - Module No. STC-TRS-3-Phase-04

Check the air delivery reading at following
locations. SMI-255 Rev-1.
Above SR-1 gate unit (ZV-ZV top) Min. 3.0 m/sec.

Above SR-1 gate unit (ZV-MV top) Min. 3.0 m/sec.

Above SR-2 gate unit (ZV-ZV top) Min. 3.0 m/sec.

Above SR-2 gate unit (ZV-MV top) Min. 3.0 m/sec.

b) Above incoming air hose top side of Min. 2.5 m/sec.
SR-1 electronics back heat sink.
Above incoming air hose top side of SR-2 Min. 2.5 m/sec.
electronics back heat sink.

Phase II - Module No. STC-TRS-3-Phase-04

c) Above middle top of SR-1 electronics Min. 0.8 m/sec.
back side heat sink.
Above middle top of SR-2 electronics back Min. 0.8 m/sec.
side heat sink.
d) Above opposite (Oil Exp.Tank side) top Min. 1.0 m/sec.
side of incoming air hose of SR-1
electronics back side heat sink.
Above opposite (Oil Exp.Tank side) top side Min. 1.0 m/sec.
of incoming air hose of SR-2 electronics
back side heat sink.
e) Control electronics-1 heat sink top right Min. 2.0 m/sec.
back side (BUR side).
Control electronics-2 heat sink top right back Min. 2.0 m/sec.
side (BUR side).

Phase II - Module No. STC-TRS-3-Phase-04

f) Control electronics-1 heat sink top left
Min 2.0 m/sec.
back side (Cab side).
Control electronics-2 heat sink top left back
Min 2.0 m/sec.
side (Cab side).
g) Back top side of electronic rack heat sink
Min 3.5 m/sec.
of BUR-1.
Back top side of electronic rack heat sink of
Min 3.5 m/sec.
BUR-2+3.
h) Front left top side above electronic rack
Min 4.3 m/sec.
heat sink of BUR-1.
Front left top side above electronic rack heat
Min 4.3 m/sec.
sink of BUR-2+3.

Phase II - Module No. STC-TRS-3-Phase-04

i) Front middle top above heat sink of GG
Min 3.8 m/sec.
module of BUR-1.

Front middle top above heat sink of GG

Min 3.8 m/sec.
module of BUR-2+3.

j) Front right top side above WRE module

Min 4.0 m/sec.
heat sink of BUR-1.

Front right top side above WRE module heat

Min 4.0 m/sec.
sink of BUR-2+3.

Phase II - Module No. STC-TRS-3-Phase-04

Checks during HT testing
• By isolating one by one Processor check modification for
avoiding necessity of CAB changing in case of failure of
processor cards of VCU (STB1,HBB1,STB2,HBB2) of
WAG9/WAG9H locos. MS-429 or 459. / WAP7 loco. MS-
435.

• Check sanders operations

Forward OK

Reverser OK

Phase II - Module No. STC-TRS-3-Phase-04

Check display unit function (All menus/buttons) OK
Check loco status if OK Display 00
Check all sub system status - OK Display 00
Check browse mode - OK No message
Check diagnostic data for balance of unattended DDS. No any
Check all keys are present and complete system in Present and
operation. operational

Auto switching of machine room/corridor lights to

avoid draining of batteries in 3-Ф locos. MS-403. put Done.
in service.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04
SUMMER PRECAUTIONS FOR THREE
PHASE LOCOMOTIVES

1- Ensure air delivery measurements at different

locations as indicated in the table given below to avoid
dust ingress in machine room and proper cooling of
electronic cards. (Ref: RDSO/SMI/255 dtd.08.05.2009)
If the values of anemometer reading are found less than
specified values, suitable action needs to be taken such
as filter cleaning, checking of blockage in duct, cleaning
of radiator and checking of air delivery of concerned
blower etc. Location wise data shall be maintained.

Phase II - Module No. STC-TRS-3-Phase-04

S. Location at which air delivery Min. Value To be
No reading should be taken of performed in
. anemometer Schedule
reading
(m/sec.)
1. Above SR gate unit 3.0 MOH, IOH &
POH
2. Above incoming hose side of SR 2.5 MOH, IOH &
electronics POH

3. Above middle of SR electronics 0.8 MOH, IOH &

heat sink POH
4. Above opposite side of incoming 1.0 MOH, IOH &
hose of SR electronics POH

5. Control Electronics heat sink top 2.0 MOH, IOH &

right back side POH
Phase II - Module No. STC-TRS-3-Phase-04
6. Control Electronics heat sink top 2.0 MOH, IOH &
left back side POH

7. Front left side above electronic 1.2 IA, IB, IC,

rack heat sink of BUR MOH, IOH&
POH
8. Back side of electronics rack 8.5 MOH, IOH &
heat sink of BUR POH

9. Front middle above heat sink of 3.0 IA, IB, IC,

GG module of BUR MOH, IOH&
POH
10. Front right side above WRE 2.8 IA, IB, IC,
module heat sink of BUR MOH, IOH&
POH

Phase II - Module No. STC-TRS-3-Phase-04

11 Below under frame of 12.0 IA, IB, IC,
. opening of SCMRB MOH, IOH&
POH
12 OCB in under frame at 8.0 IA, IB, IC,
. middle of radiator side wall MOH, IOH&
POH
13 In under frame at TM end 12.0 IA, IB, IC,
. shield jally MOH, IOH &
POH
14 Below under frame at 13.0 IA, IB, IC,
. opening of SCTM MOH, IOH&
POH

Phase II - Module No. STC-TRS-3-Phase-04

2- Blowing of all filters during every schedule from
15th March to end of July.
3- Washing and blowing of radiators during every
schedule from 15th March to end of July.
4- Reverse blowing of radiator in working condition of
OCB1 and 2 in one cycle.
5- Checking and washing of MRB-1 and 2 filters by
removing in every schedule from 15th March to end of
July.
6- Ensure working of churning fan in CEL-1 & 2, SR-
1 & 2 and BUR electronics. (Loco wise record shall be
maintained).
Phase II - Module No. STC-TRS-3-Phase-04
7- There should not be any air leakage from duct
joints of blowers.
8- Checking of overheating of 35 sq.mm cables and
70 sq.mm cables in HB-1 & 2 panels.
9- Checking of oil leakage in capacitors of DC link
of SR-1 & 2, BUR-1, 2 & 3 and FB panels.
10- Washing of OCB-1 & 2 filter by pressurized
water until clean water delivering from filters form
15th March 2012.
11- Check BA cables male and female contacts for
any sign of flashing/overheating.

Phase II - Module No. STC-TRS-3-Phase-04

12- Ensure availability of 100% ceramic filters in batteries.
13- Clean vent plugs of Batteries. All vent plug holes should
be clear.
14- Check oil leakage at following points:
i) All flange joints of pipe, radiator, pumps, and
conservators.
ii) Near SR-1 + 2 pumps
a) At isolating cocks
b) At sensor joint
c) At bellow of pipes
d) At conservators
iii) All gate valves and pipes at under-frame.
iv) All pressure sensors/temperature sensors fitting points,
gauge glass of SR-1 &2, conservator 1 & 2.
Phase II - Module No. STC-TRS-3-Phase-04
15- Carry out a cyclic check on all locomotives for ensuring
proper cleaning of TM blower filters.
16- Ensure Gear Case oil to ½ mark.
17- Check all blowers for delivery of rated air output.
18- Closely examine all types of rubber hoses for their
physical condition and should be changed on condition basis
- cycle check.
19- Thoroughly clean loco interior for accumulated dust -
one cycle check.
20- Ensure securing of sun-visors in both cabs.
21- Clean filters of compressors (CP) and ensure proper
fittings.

Phase II - Module No. STC-TRS-3-Phase-04

22- Check terminal covers and bellows of traction motors for
proper fitting and also check bellow plates and bolts.
23- Ensure no leakage of transformer oil from transformer,
converter, MPH circuit and other accessories and also ensure
proper cleaning in its vicinity.
24- Ensure no oil leakage from gear case. A cyclic check shall
be completed.
25- Ensure no over-aged battery in service. A cyclic check
shall be completed.
26- Ensure sealing gasket of doors, windows, filters etc to
avoid entry of dust inside Machine room. A cyclic check shall
be completed.

Phase II - Module No. STC-TRS-3-Phase-04

27- Ensure transformer oil and SR oil in gauge glass between
minimum and maximum level.
28- Check working of fire detection unit. In FDU one cycle
check of potentiometer output value shall be done. Check RR
section during pre testing and get it corrected from Relay
section if required.
29- Ensure intactness of earthing wire connection with
Traction Motor.
30- Carry out blowing of Harmonic Filter Resistance on roof.
31- Ensure proper cleaning of inter/after coolers of main
compressors by compressed air.

Phase II - Module No. STC-TRS-3-Phase-04

32- Ensure cleaning of battery boxes.
33- Top up batteries with distilled water in all schedule
inspections.
34- Ensure instructions contained in RDSO’s letter
no.EL/3.2.1/3-ph dated 30.07.09 for arresting oil
leakage cases from transformers i.e.
i. Oil leakage from Bushings and Bushing plates.
ii. Oil leakage from the Stuchi coupling & rubber
hose pipe of conservator tanks.
RDSO Technical circular No. ELRS/ TC/
0076 dtd. 17.09.2002 on “Oil leakage from the
transformer bushings and cover in three phase
locomotives” may be referred.
Phase II - Module No. STC-TRS-3-Phase-04
35- Ensure provision of modified cooling
radiators for better cooling of traction
converter control electronics. (RDSO letter
no. EL/11.5.5/5 dated 15.02.10)
36- Removal of interlocks of control circuit
contactors No.126 from MCPA circuit
(RDSO MS no.399 dated 09.08.11)
37. Ensure partial blocking of opening duct of
back side of auxiliary converter of three phase
electric locomotives as shown in figure 1.
Phase II - Module No. STC-TRS-3-Phase-04
Ref : RDSO MS no. RDSO/2009/ EL/ MS/ 0385
(Rev.0), Dated 15.12.2009)
This modification will improve front side cooling of
power modules of auxiliary converter
Blocked around 75% 100% Open duct

Phase II - Module No. STC-TRS-3-Phase-04

38. Ensure implementation of modification sheet for
shifting of the termination of 4GKW, 1.8 KV, 70 mm2
cable and 2 x 2.5 mm2 cables housed in lower portion
of HB-2 panel and provision of Synthetic resin bonded
glass fiber (SRBGF) sheet for three phase locomotives
as per MS RDSO/2011/EL/MS/0400 Rev.‟0‟ dated 10.08.11.
39. Ensure implementation of modification sheet for
relaying of cables in HB-2 panel of three phase
locomotives to avoid fire hazards as per MS of
RDSO/2011/EL/MS/0401, Rev.‟0‟ dated 10.08.11.
40. Ensure implementation of modification sheet for auto
switching of machine room/corridor lights to avoid
draining of batteries in three phase electric locomotives
as per MS of RDSO/2011/EL/MS/0403,Rev.‟0‟ dated
30.11.11.
41. Carryout measurement of cable continuity for all four
Earthing bruses
Phase II - Module No. STC-TRS-3-Phase-04
PRE-MONSOON PRECAUTIONS FOR
THREE PHASE AC LOCOMOTIVES
Follow pre-monsoon precautions which are applicable
to three phase locomotives as given above for
conventional
locomotives.
In addition to above following precautions shall be
followed.
1. Check water leakage from machine room filter and
TM blower filter joints during water tightness test.
2. Replacement of Silica gel of Converter

Phase II - Module No. STC-TRS-3-Phase-04

3. The transformer and converter oil should be tested
for dielectric strength in a cycle before the onset of
monsoon, and filtered if BDV is less than 40 kV.
4. Dissolved gas analysis of transformer and converter
oil.
5. Insulation resistance of vital equipment like TM,
Auxiliary blowers lying on shop floor to be
improved by baking in oven, varnishing and proper
covering.
6. Ensure implementation of modification sheet no.
RDSO/ELRS/MS/0328 (Rev.0) dtd. 29.10.2003 for
provision of water discharge outlet in TM & oil
Scavenge blowers.

Phase II - Module No. STC-TRS-3-Phase-04

7. Checking of Megger value of Harmonic filter
Resistance and cleaning if found less
8. Battery box covers to be made water tight.
9. Side body air filters to be cleaned and maintain dust
free environment.
10. Provision of drain pipe in SCTM bottom half to
drain out accumulated water.

Phase II - Module No. STC-TRS-3-Phase-04

Phase II - Module No. STC-TRS-3-Phase-04