Tsd Emu & Memu-2015 App Format

TROUBLE SHOOTING DIRECTORY

PUBLISHED BY

EMU CARSHED - TIKIAPARA TIKIAPARA SOUTH EASTERN RAI RAILW LWAY AY EDITION - 2015

SOUTH EASTERN RAILWAY

V. K. AGGARWAL Chief Electrical Engineer.

Garden Reach, Kolkata – 43.

Dear Railway men, EMU services were introduced on S.E.Railway since 1.05.1968. EMU Car Shed, Tikiapara is the pioneering car shed on S.E.Railway having vast and varied experience in various facets of maintenance of EMU coaches. The car shed has acquired deep insight into the diagnosis of the defects of various sub – assemblies & components of the EMU and their trouble shooting in a systematic manner. The EMU services were hitherto confined to Howrah – Kharagpur – Midnapur, Panskura – Haldia, Panskura – Digha , Santragachi – Shalimar and Santragachi – Amta sections of Khargpur Division .With the introduction of MEMU services, there has been a compelling need to encompass the trouble shooting experiences treasured by the Tikiapara Tikiapara Car Shed in a lucid manner so that the motorman and supervisors involved in running and maintenance of EMU/MEMUs are exposed to the whole gamut of trouble trou ble shooting in a structured manner. Picking up abnormal signs correctly in case of trouble experienced on line and proceeding in a systematic manner as outlined in the directory is imperative to avoid repercussions on traffic and loss of punctuality of the sensitive services. The defects have been arranged according to their probability of occurrence and a step – by- step procedure has been prescribed. The TSD is Motorman – friendly. Due care has been taken to indicate the terminology commonly used by the Motormen. The TSD which is culmination of

SOUTH EASTERN RAILWAY


Garden Reach, Kolkata – 43.

Dear Railway men, EMU services were introduced on S.E.Railway since 1.05.1968. EMU Car Shed, Tikiapara is the pioneering car shed on S.E.Railway having vast and varied experience in various facets of maintenance of EMU coaches. The car shed has acquired deep insight into the diagnosis of the defects of various sub – assemblies & components of the EMU and their trouble shooting in a systematic manner. The EMU services were hitherto confined to Howrah – Kharagpur – Midnapur, Panskura – Haldia, Panskura – Digha , Santragachi – Shalimar and Santragachi – Amta sections of Khargpur Division .With the introduction of MEMU services, there has been a compelling need to encompass the trouble shooting experiences treasured by the Tikiapara Tikiapara Car Shed in a lucid manner so that the motorman and supervisors involved in running and maintenance of EMU/MEMUs are exposed to the whole gamut of trouble trou ble shooting in a structured manner. Picking up abnormal signs correctly in case of trouble experienced on line and proceeding in a systematic manner as outlined in the directory is imperative to avoid repercussions on traffic and loss of punctuality of the sensitive services. The defects have been arranged according to their probability of occurrence and a step – by- step procedure has been prescribed. The TSD is Motorman – friendly. Due care has been taken to indicate the terminology commonly used by the Motormen. The TSD which is culmination of

efforts of a team of experienced supervisors of Tikiapara Car shed catalogues rudimentary technical details and other o ther salient features as well. Relevant details and sketches have been juxtaposed with the associated texts to avoid cross – references to the extent possible. Entry of the defects and abnormalities experienced online in the log book offers important clue to the maintenance personnel to zero in on th e root cause of the defects .As such detailed account of such observations and corr ective action taken must be entered in the log book to facilitate quick diagnosis & rectification of the defects by the shed. The TSD has been revised and updated with latest developments in EMU/MEMU pertaining to introduction of Air Air Suspension & Parking brakes. I am confident that the concise and structured TSD will become an unfailing companion of the Motormen and hone h one their knowledge and skill in quick trouble shooting of the defects experienced during operation of the EMU/MEMUS. Wishing you happy, punctual and safe journeys.

Date:- 06.01 06.01.2015 .2015


(i)

DEAR MOTORMAN

1. BE ENERGY CONSCIOUS. 2. OBSERVE THE COASTING BOARD RIGIDLY. 3. ENSURE THAT YOU HAVE CORRECTAUTHORITY TO PROCEED. 4. KEEP A SHARP LOOK OUT FOR SIGNAL TILL IT IS PASSED AND OBEY THE ASPECT OF THE SIGNAL RIGIDLY TOAVOID “SPAD”. 5. OBSERVEALL THE SPEED RESTRICTIONS RIGIDLY. 6. DO THE BP CONTINUITY TESTAT THE TRAIN ORIGINATING STATION. 7. CHECK BRAKE POWER OF TRAINAT FIRST OPPORTUNITY. 8. DO NOT DRIVE THE TRAIN ON TRACK SUBMERGED BY 6 INCHES OR MORE WATER. 9. DO NOT BACK THE TRAIN WITHOUT PROPER AUTHORITY. 10. STRICTLY FOLLOW GR/SR 9.02 AND 9.07 WHILE PASSING AUTO SIGNAL AT 'ON'. 11. KEEP YOUR SOUL AWAY FROM SEDATIVES AND ALCOHOL WHICH IMPAIR YOUR PERSONALITY, EYE SIGHT, CONCENTRATION AND CAPACITY FOR PERFORMING DUTY. 12. REPORT ON DUTY IN TIME WHICH WILL ENABLE YOU TO GO THROUGH ALL THE PROCEDURE ORDERSAND CAUTION ORDER. 13. TAKE PROPER REST AT HOME AND RUNNING ROOMS. 14. DO NOT CARRY ANY UNAUTHORIZED PERSON IN DRIVING CAB. 15. WHISTLE AS PER RULE WHILE APPROACHING LEVEL CROSSINGS, STATIONS AND PASSING THROUGH STATIONS. 16. REPORT TIME LOSS OR ABNORMAL DETENTION OF THE TRAIN ON ARRIVAL AT DESTINATION. 17. MAKE LOG BOOK ENTRY CORRECTLY IN CASE OF TROUBLE EXPERIENCED IN THE RAKE ON LINE.

(iv)

This page intentionally left blank.

(v)

CONTENTS PART – 1

Page Nos. 1.

Scope of the Manual

v

2.

Standard instructions for Motormen

v

3.

Abbreviation used in EMUs / MEMUs

xv

4.

TSD for EMU and MEMU

1

5.

Bell code communication between Motorman and Guard and GR 4.21

41

6.

Technical details

43

7.

General Data of EMU and MEMU

44

8.

Complete Preparation of EMU/MEMU

47

9.

Changing of cab

50

10.

Stabling of Rake

51

11. Addendum & Corrigendum

53

PART – 2

Page Nos. 1.

Electrical Circuits for reference a)

Power Circuits

56

b)

Control Circuits

58

2.

Pneumatic Circuits for reference

62

3.

Different Isolating Cocks

66

4.

OHE and Pantograph Parts and Photographs of Important Equipment

67 & 69

(iv)


(v)

SCOPE OF THE MANUAL

This manual briefly describes the various steps to be taken by the Motorman in case of Unit trouble on line. The prescribed trouble shooting procedures lay emphasis on quick trouble shooting. This manual deals with the trouble shooting of rakes having two to four motor coaches. STANDARD INSTRUCTIONS FOR MOTORMEN

1.

Motormen should do traction test at originating station without moving the train.

2.

During trouble shooting in block section/station, all efforts should be made to minimise and contain detentions in block section/station as far as possible.

3.

In case of tripping and traction failures Motorman should try to work the train with good unit whenever possible (without punctuality loss). If unsuccessful, he should proceed to the affected motor coach and refer to these guide lines for trouble shooting.

4.

The abnormal sign should always be picked up from leading unit. Thereafter all the observations and interventions shall be made on the defective Mot or coach.

5.

Do not put HEFR (P) in 'Fault' position in case of tripping through EFR. Try to trouble shoot by isolating traction motors.

6.

Whenever any equipment (including Tr. Motor/relay) is isolated on a Unit, Motorman must record it in the Log book of particular Motor coach and inform LC/CC carshed at the first available opportunity.

7.

On line, the Motorman must record in the log book of concerned Motor coach all cases of Unit trouble/other unusual occurrences/ wheel slipping clearly mentioning the time loss in block section/station, time and place of occurrence as well as information given to LC/CC Carshed.

8.

Check the availability/ working of following safety equipments: i) Flasher Light, Tail Light, Head Light, Auto Warning Light, Horn, Bell code, Alarm Bell & wiper. ii) Fire Extinguishers, Detonators.

9.

Both incoming & out going Motorman or outgoing Motorman & ESD should ensure proper functioning of rake while handing and taking over charge.

(vi)

The following new indication lamps are provided in driving desk of new EMU Motor Coach from 638 onwards. Motorman has to follow the instructions as detailed below in case of glowing of any of these indication lamps.

SL.

LAMP

NO.

INDICATION

1.

PASSENGER ALARM

2.

PURPOSE

ACTION TO BE TAKEN

In case of Alarm Chain pulling, the indication lamp will glow along with 'buzzer' ringing.

Existing instructions for Alarm Chain is to be followed.

PFD FUSE BLOWN

This indication will glow in case of any of the permanent field diverter (PFD) fuse blown.

No attention on line is required. Motorman will make log book entry only for necessary attention at shed.

3.

PRV TRIP

This indication is provided in addition to the unit fault lamp to indicate whether PRV act or not

Don't reset & close VCB of affected unit. Work with other units.

4.

WARNING LIGHT

This indication is provided instead of auto warning light. A buzzer will ring with this indication.

Existing instruction to be followed.

5.

AV WARNING

6.

UNIT FAULT INDICATION

This indication is provided in addition to the unit fault lamp outside the driving cab.

Existing instruction to be followed.

7.

PARKING BRAKE LAMP INDICATION

This indication will glow when Parking brake is applied

Motor man should trouble shoot, if Parking brake is not applied intentionally.

8.

PUSH BUTTON SWITCH WITH LAMP INDICATION FOR PARKING BRAKE.

Colour red - Push button switch to apply Parking Brake and red lamp will glow. Colour green - Push button switch to release Parking Brake and green lamp will glow.

Not in service.

-do-

(vii)

INDICATION LAMPS FOR MEMU AND EMU

RED

GREEN

WHITE

WHITE

BLUE

YELLOW

ABB / VCB

EP SUPPLY

AUX. RECT. TRIP

MOTOR SWITCH TRIP

RECT. FUSE BLOWN.

CHBA FAILURE INDICATION

INDICATION

LAMP PURPOSE

ABB / VCB

Lampfor Circuit Breaker opens indication.

EP SUPPLY

Lamp for EP Brakesupply available.

AUX. RECTIFIER TRIP

Lamp for indication of No Tension, LTR tripped, Panto lowered / damaged.

MOTOR SWITCH TRIP (MSWL)

Lampfor Motor Contactor opens indication.

RECTIFIER FUSE BLOWN

Lamp for i) Only when one fuse in rectifier panel is blown. ii) CBAR tripping with MSWL glows.

CHBAFAILURE INDICATION

Lamp for CHBA, It glows when battery charger not working but unit is closed.

(viii)

CONTACTOR AND ROATATING SWITCHIES IN CAB

RELAY

LATCH SYSTEM.

PANNEL

LATCH SYSTEM.

NORMAL LIGHT CONTACTOR.

AUX. COMP. CONTACTOR

MAIN COMP. CONTACTOR

NORMAL

RFAR.

FAN CONTACTOR

TTR.

CBAR.

BIR.

ABR.

NORMAL

MCS I

( v i i i )

MCS II

2 OUT

1 OUT

4 OUT

3 OUT

1 & 2 OUT

3 & 4 OUT

RUN

NORMAL

BIS OFF ON

ARR

OFF EMERG. TEST

TEST

EMERG.

2

1

RUN

NVR

SR

LTR

CR

F

OR ON

NORMAL

SEQUENCE TEST SWITCH

F

CONTROL CHANGE OVER SWITCH

OFF

N

N

MCCB

EFRA II

OLP

RESET TING COIL (EFR/OLP

EFR

HEFRA II HOBA

(ix)

FUSES AND MCBS PANNEL 266 V AC SPARE

BATY. CHARG

O P & RECT.

SPARE

RADIATOR

50A.

INPUT 32 A.

RETURN32A.

32 A.

MOT. 1&2 RETURN18A

AUX-II MAIN 100A.

SPARE 100A.

FUSE 63A.

CONTROL 32 A.

D.C.MAIN NEGATIVE 63 A.

D.C. MAIN POSITIVE 63 A.

AUX-I MAIN 50A.

BATY. CHARG INPUT 35 A.

SPARE 15 A.

O P PHASE 15A.

RECT. MOT 10A.

RADIATOR RADIATOR MOT-I MOT-II 5A. 5A.

NVR 5A.

141 V AC N/LIGHT 63A.

SPARE 63A.

FAN NEUTRAL 63A.

N/L NEUTRAL 63A.

H/L STAB INPUT 16A.

H/L STAB INPUT 10A.

SPARE 10 A.

FAN-I 35 A.

FAN-II 35 A.

SPAR E 35 A.

( i x )

110 V AC MAIN COMP. 160 A.

SPARE 160 A.

N/L STAB 15 A.

N.L.-I 10 A.

N.L.-II 10 A.

SPARE 10 A.

FAN-I 10 A.

FAN-II EM.,HC.,HL., 10 A. T.L. RELAY 2.5A.

EM. L. RELAY-I 2.5A.

EM. L. RELAY-II 2.5A.

110 V AC AUX. COMPR NEGATIVE 16 A.

SPARE 16 .A

EM. LIGHT 10 .A

CAB EM. LIGHT 10 .A

BTY POSITIVE 35A.

ABB & ACP SPARE POSITIVE FAULT 15A. 5 A. 15A.

HLS 5 A.

EM.L-I 5 A.

EM.L-II MCP LT ACP COMP 5 A. CONTROL RELAY CONTROL SYNCH. 2.5 A.

2.5 A.

2.5 A.

2.5 A.

50% LIGHT

LIGHT LATCH 2.5 A

LIGHT TRIP 2.5 A

FAN SPARE LATCH 2.5 A 2.5 A

FAN TRIP 2.5 A

(ix)

FUSES AND MCBS PANNEL 266 V AC SPARE

BATY. CHARG

O P & RECT.

SPARE

RADIATOR

50A.

INPUT 32 A.

RETURN32A.

32 A.

MOT. 1&2 RETURN18A

AUX-II MAIN 100A.

SPARE 100A.

FUSE 63A.

CONTROL 32 A.

D.C.MAIN NEGATIVE 63 A.

D.C. MAIN POSITIVE 63 A.

AUX-I MAIN 50A.

BATY. CHARG INPUT 35 A.

SPARE 15 A.

O P PHASE 15A.

RECT. MOT 10A.

RADIATOR RADIATOR MOT-I MOT-II 5A. 5A.

NVR 5A.

141 V AC SPARE 63A.

N/LIGHT 63A.

FAN NEUTRAL 63A.

N/L NEUTRAL 63A.

H/L STAB INPUT 16A.

H/L STAB INPUT 10A.

FAN-I 35 A.

SPARE 10 A.

FAN-II 35 A.

SPAR E 35 A.

( i x )

110 V AC SPARE

MAIN COMP. 160 A.

N.L.-I 10 A.

N/L STAB 15 A.

160 A.

SPARE 10 A.

N.L.-II 10 A.

FAN-I 10 A.

FAN-II EM.,HC.,HL., 10 A. T.L. RELAY 2.5A.

EM. L. RELAY-I 2.5A.

EM. L. RELAY-II 2.5A.

110 V AC AUX. COMPR NEGATIVE 16 A.

SPARE 16 .A

EM. LIGHT 10 .A

CAB EM. LIGHT 10 .A

BTY POSITIVE 35A.

ABB & ACP SPARE POSITIVE FAULT 15A. 5 A. 15A.

EM.L-I 5 A.

HLS 5 A.

EM.L-II MCP LT ACP COMP 5 A. CONTROL RELAY CONTROL SYNCH. 2.5 A.

2.5 A.

2.5 A.

50% LIGHT

2.5 A.

LIGHT LATCH 2.5 A

LIGHT TRIP 2.5 A

FAN SPARE LATCH 2.5 A 2.5 A

FAN TRIP 2.5 A

(x)

Control MCBs in driver's desk/cab Convensional EMU M/coach

Spare 15A dc

Flashing Light 2.5 dc

Panto, ABB Mast. Cont 15A dc 15A dc

HLS int light 2.5A dc

HL & TL EMER 2.5A dc

HC EMER 2.5A dc

Gd. supply 5A dc

EP brake 5A dc

Main com 5A dc

Voltmeter Speedometer (0-150v) 2.5A ac 2.5A dc

Cab fan 2.5A ac

Fault ind. 5A dc

HC normal 2.5A ac

Light Cont. Fans Cont. 5A dc 5A dc

TL normal 2.5A ac

Bell push 5A dc

Alarm bell 5A dc

Spare 5A dc

Voltmeter NL CAB. Head light (0-30v) LT & EQ comp. 10A ac 2.5A ac 5A ac

ELCAB LT EQ. comp. / 5A dc

Head li ght stabilizer 5A ac

EMU M/coach filled with air spring

Twin Beam Panto, ABB Mast. Cont Head LT 15A dc 15A dc 15A dc

Gd. supply 5A dc

EP brake 5A ac

Main Com 5A ac

Fult Ind. 5A dc

Lights Cont. Fans. Cont. 5A dc 5A dc

Bell push 5A dc

Alarm bell 2.5A dc

Flasher l g ht 2.5A dc

Voltmeter (0-150V) 2.5A dc ( x )

Tail Light . ac

CAB & TL g s 5A ac

HLS int l g ht 2.5A dc

Speedometer Heed Code Auto Flasher . ac . ac . c

Cab fan . ac

Spare. . c

Parking ra e 5A dc

Spare c

PA Transf ac

PA Ampl. ac

Voltmeter - v 3A dc

Spot Light ac

MEMU M/coach

Spare 15A dc

Panto, ABB 15A dc

Mast. Cont 15A dc

Spare BA Voltmeter W/light 2.5A dc 2.5A ac (0-150v) 2.5A


Gd. suppl y 5A dc

Cab fan 2.5A ac

HC normal TL normal Voltmeter NL CAB, Spare 2.5A ac 2.5A ac (0-30v) LT & EQ comp. 10A ac 2.5A ac 5A ac

EP brake 5A dc

Main com 5A dc

Fault ind. 5A dc


Bell push 5A dc

Alarm bell 5A dc

Spare 5A dc

HLS ins ELCAB LT EQ. light comp. / 5A dc 2.5 dc

DC-DC Aut o Flash PA Ampl. Walkie Talkie Spare 6A ac 10A ac 2.5A dc converter 2.5A dc 10A dc

Spare 5A ac

TL EMER 2.5 dc

Spare 2.5 A dc

(x)

Control MCBs in driver's desk/cab Convensional EMU M/coach

Spare 15A dc


Panto, ABB Mast. Cont 15A dc 15A dc

HLS int light 2.5A dc

HL & TL EMER 2.5A dc

HC EMER 2.5A dc

Gd. supply 5A dc

EP brake 5A dc

Main com 5A dc

Voltmeter Speedometer (0-150v) 2.5A ac 2.5A dc

Fault ind. 5A dc

Cab fan 2.5A ac

HC normal 2.5A ac


TL normal 2.5A ac

Bell push 5A dc

Alarm bell 5A dc

Spare 5A dc

Voltmeter NL CAB. Head light (0-30v) LT & EQ comp. 10A ac 2.5A ac 5A ac

ELCAB LT EQ. comp. / 5A dc

Head li ght stabilizer 5A ac

EMU M/coach filled with air spring

Twin Beam Panto, ABB Mast. Cont Head LT 15A dc 15A dc 15A dc

Gd. supply 5A dc

EP brake 5A ac

Main Com 5A ac

Fult Ind. 5A dc

Lights Cont. Fans. Cont. 5A dc 5A dc

Bell push 5A dc

Alarm bell 2.5A dc

Flasher l g ht 2.5A dc

Voltmeter (0-150V) 2.5A dc ( x )

Tail Light . ac

CAB & TL g s 5A ac

HLS int l g ht 2.5A dc

Speedometer Heed Code Auto Flasher . ac . ac . c

Cab fan . ac

Spare. . c

Parking ra e 5A dc

Spare c

PA Transf ac

PA Ampl. ac

Voltmeter - v 3A dc

Spot Light ac

MEMU M/coach

Spare 15A dc

Panto, ABB 15A dc

Mast. Cont 15A dc

Spare BA Voltmeter W/light 2.5A dc 2.5A ac (0-150v) 2.5A


Gd. suppl y 5A dc

Cab fan 2.5A ac

HC normal TL normal Voltmeter NL CAB, Spare 2.5A ac 2.5A ac (0-30v) LT & EQ comp. 10A ac 2.5A ac 5A ac

EP brake 5A dc

Main com 5A dc

Fault ind. 5A dc


Bell push 5A dc

Alarm bell 5A dc

Spare 5A dc

HLS ins ELCAB LT EQ. light comp. / 5A dc 2.5 dc

DC-DC Aut o Flash PA Ampl. Walkie Talkie Spare 6A ac 10A ac 2.5A dc converter 2.5A dc 10A dc

Spare 5A ac

TL EMER 2.5 dc

Spare 2.5 A dc

(xi)

LAYOUT OF DRIVING MOTOR COACH

( x i )

(xi)

LAYOUT OF DRIVING MOTOR COACH

( x i )

(xii)

MOTOR COACH BOGIE ARRANGEMENT

( x i i )

1. 2. 3. 4. 5. 6. 7.

BRAKE BEAM CENTRE PIVOT ARRGT. SIDE BEARER BRAKE CYLINDER WITH ARRGT. TRACTION MOTOR GEAR CASE AXLE & WHEEL

8. 9. 10. 11.

FAN CHAMBER NOSE SUSPENSION ARRGT. SUSPENSION BEARING AXLE CAP BOLSTER

(xii)

MOTOR COACH BOGIE ARRANGEMENT

( x i i )

1. 2. 3. 4. 5. 6. 7.

BRAKE BEAM CENTRE PIVOT ARRGT. SIDE BEARER BRAKE CYLINDER WITH ARRGT. TRACTION MOTOR GEAR CASE AXLE & WHEEL

8. 9. 10. 11.

FAN CHAMBER NOSE SUSPENSION ARRGT. SUSPENSION BEARING AXLE CAP BOLSTER

(xiii)

MOTOR COACH BOGIE ARRANGEMENT 1

13

12

9

8

870 7

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

10

6

2

11

BOGIE FRAME BOGIE BOLSTER HELICAL SPRING AXLE BOX GUIDE ARRGT. WITH SPRING ROLLER BEARIGNAXLE BOX ARRGT. WHEEL HANGER, HANGER BLOCK & PIN PULL ROD BRAKE HEAD & BLOCK COMPLETE BRAKE LEVER OUT RH/LH BRAKE LEVER INNER RH/LH LOWER SPRING BEAM SHOCKABSORBER SWING BOLSTER

RAIL LEVEL 3

4

5 ( x i i i )

(xiii)

MOTOR COACH BOGIE ARRANGEMENT 1

13

12

9

8

870 7

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

10

6

2

RAIL LEVEL

11

3

4

5 ( x i i i )

BOGIE FRAME BOGIE BOLSTER HELICAL SPRING AXLE BOX GUIDE ARRGT. WITH SPRING ROLLER BEARIGNAXLE BOX ARRGT. WHEEL HANGER, HANGER BLOCK & PIN PULL ROD BRAKE HEAD & BLOCK COMPLETE BRAKE LEVER OUT RH/LH BRAKE LEVER INNER RH/LH LOWER SPRING BEAM SHOCKABSORBER SWING BOLSTER

(xiv) 1 2 3 4 5 6 7 8 9

10

MOTOR COACH BOGIE GENERAL ARRANGEMENT WITH AIR SPRING

(xiv) 1 2 3 4 5 6 7 8 9

10

MOTOR COACH BOGIE GENERAL ARRANGEMENT WITH AIR SPRING

(xv)

ABBREVIATION USED IN EMUs/MEMUs SL.No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46.

Abbreviation ABB ABR ARR AF1,2,3,4 AB AS ASR ASS ASIC AFL ASBIC AWL AOVR BIR BIS BUD BPS BP BIC BI BCFR BA CHBA CR CBR CBAR CLR CLAR CIC CT CF CG-1 CG-2 CG-3 CG-4 CIC DL EFR(P) HEFR(P) EFRA-II HEFRA-II ELR EPIC EAS GD GS-1

Description AIR BLAST CIRCUIT BREAKER AIR BLAST CIRCUIT BREAKER RELAY AIR BLAST CIRCUIT BREAKER RESET RELAY AUXILIARY FUSE FOR AUXILIARY I & II ALARM BELL AMMETER SHUNT AUXILIARY SUPPLY RECTIFIER AMMETER SELECTOR SWITCH AIR SPRING SUSPENSION ISOLATING COCK AUTO FLASHER LIGHT AIR SPRING SUSPENSION BOGIE ISOLATING COCK AUTO WARNING LIGHT OVER VOLTAGE AUX.RELAY BUCHHOLZ INDICATION RELAY BATTERY ISOLATING SWITCH BUCHHOLZ DEVICE BATTERY PARALLEL SWITCH BRAKE PIPE BOGIE ISOLATING COCK BRAKE ISOLATING VALVE BATTERY CHARGER FAILURE INDICATION RELAY BATTERY BATTERY CHARGER COMPRESSOR RELAY CURRENT BALANCING RELAY CURRENT BALANCING AUXILIARY RELAY CURRENT LIMITING RELAY CURRENT LIMITING AUXILIARY RELAY COMPRESSOR ISOLATING COCK CURRENT TRANSFORMER CONTROL FUSE MAIN COMP. GOVERNOR AUX. COMP. GOVERNOR EQUIPMENT GOVERNOR CONTROL GOVERNOR MAIN COMPRESSOR ISOLATING COCK DROPPING REACTOR EARTH FAULT RELAY(PRIMARY CIRCUIT) SWITCH FOR BYPASS EARTH FAULT RELAY(PRIMARY) EARTH FAULT RELAY IN AUX.-II CIRCUIT SWITCH FOR BYPASS EARTH FAULT RELAY IN AUX-II CIRCUIT. EMERGENCY LIGHT RELAY ELECTRO PNEUMATIC BRAKE ISOLATING COCK EARTHING SWITCH Grounding EQUIPMENT GOV. BYE PASS SWITCH.

(xvi)

47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98

GS-2 GS-3 GS-4 HOBA HLS HL HC ICA/BPIC K1&K2 KF1&KF2 LTR MCB MCS M 1-4 MSWL MC MR MCOS MP NVR NR1 & 2 NC1,2,3,4 OL1,2,3,4 OL5,6 OLP OVR OP PB PT PRV PFD RF RFR RFAR SB SL SR SM TR TLC T.T. TTR T1 TO T9 TL TSS TFP TM UFL VCB WCO WGR W1-W2

CONTROL GOV. BYE PASS SWITCH MAIN COMPRESSOR GOV. BYE PASS SWITCH AUX.COMP. GOV.BYE PASS SWITCH EARTHING SWITCH FOR BATTERY NEGATIVE CIRCUIT. HAND LAMP SOCKET HEAD LIGHT HEAD CODE ISOLATING COCK FOR AUTO BRAKE/BRAKE PIPE ISOLATING COCK. REVERSER 1&2 RADIATOR FAN 1&2 LOW TENSION PROVING RELAY MINIATURE CIRCUIT BREAKER MOTOR CUT OUT SWITCH MOTOR CONTACTORS 1-4 MOTOR SWITCH WHITE LIGHT MOTOR COACH MAIN RESERVOIR MOTOR NEGATIVE CUT OUT SWITCH MASTER CONTROLLER NO VOLT RELAY NOTCHING RELAY 1 & 2 NEGATIVE CONTACTOR 1,2,3,4 OVER LOAD RELAY FOR TM 1,2,3,4 OVER LOAD RELAY FOR TAP CHANGER OVERLOAD PRIMARY OVER VOLTAGE RELAY OIL PUMP PARKING BRAKE Pantograph PRESSUER RELIEF VALVE PEMANENT FIELD DIVERTOR RECTIFIER FAN MOTOR RECTIFIER FAN RELAY RECTIFIER FAN AUXILIARY RELAY SIGNAL BELL SMOOTHING REACTOR STARTING RELAY SPEEDOMETER TRANSITION RESISTOR TRAIN LINE CABLE TRANSFORMER THERMOSTAT TRANSFORMER THERMOSTAT RELAY TAP CHANGING CONTACTOR 1 TO 9 TAPPING REACTOR TEST SEQUENCE SWITCH TRANSFORMER TRACTION MOTOR Unit fault light VACUUM CIRCUIT BREAKER Winding change over switch WINDING GROUPING RELAY WINDING CHANGE OVER SWITCH

(xvii)

NOTES

(xviii)


(1)

PART – 1

TROUBLE SHOOTING DIRECTORY EMU / MEMU

CONTENTS

1.

CHAPTER – I

PAGE NO

3

TRIPPING FAILURES

2.

A) ICABB/VCB

5

B) ABB/VCB CLOSING BUT NOT HOLDING

7

C) ABB/VCB TRIPS ON POWER

9

CHAPTER – II

11

TRACTION FAILURE

3.

A) TOTAL LOSS OF TRACTIVE EFFORT

13

B) REDUCTION OF TRACTIVE EFFORT

21

CHAPTER – III

23

PNEUMATIC FAILURES

4.

CHAPTER – IV MISCELLANEOUS FAILURES

33

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PRELEMINARY CHECKING In case of any TROUBLE and also taking over charge:1. Battery voltage is above 90V. 2. MR & BP pressure should be as follows:2 MR – 6 to 7 kg/cm 2 BP – 5 kg/cm 3. Put 'OFF' Control switch to reset overload and put back the control switch 'ON' after resetting the overload. 4. All the operating keys are operated correctly. 5. Auto warning lamp switch (AWLS) is in 'OFF” position when not required. 6. Parking brake is in released condition, where applicable.

PROBABLE CAUSE OF ICABB/VCB (M/MAN HAS TO TROUBLE SHOOT) I) MRAND RS PRESSURE LESS II) BA VOLTAGE 'LESS' OR 'NIL' III) ABB/VCB FAULT MCB TRIPS IV) ABR UNLATCHED V) EFR/OLP(COMMON PALLET) NOT RESET BY O/L VI) BIR TRIPS VII) EFRA– II TRIPS VIII) PRV ACTED(PILOT LAMP INDICATION IS GIVEN IN AIR SPRING SUSPENSION RAKES) PROBABLE CAUSE OF ABB/VCB CLOSING BUT NOT HOLDING (M/MAN HAS TO TROUBLE SHOOT) I) LESS MR AND RS PRESSURE II) OLP TRIPS III) ABB CLOSING

COIL OPEN CKT / BURNT / ABR TRIP COIL

ENERGISED PERMANENTLY. PROBABLE CAUSE OF ABB/VCB TRIPS ON POWER (M/MAN HAS TO TROUBLE SHOOT) I) EFR TRIPS ON POWER II) OL5/OL6 TRIPS

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TRIPPING FAILURES

CHAPTER - I

TRIPPING FAILURES PREPARATION & OBSERVATION At every tripping on line:Bring back MP to 'OFF' Try to close ABB/VCB through ABB/VCB close switch. If successf ul resume traction. If unsuccessful follow the following instruc tion as per sequence. 1. Ensure MP on 'OFF'. 2. Put the control switch 'OFF'. 3. Try to reset overload. 4. Put the control switch 'ON' 5. Ensure Panto & ABB/VCB MCB at “SET” position(operate PT & ABB/VCB MCB 2/3 times & keep at “SET” position) 6. Check BA volt. More than 90V. 2

7. Check MR pressure more than 6kg/cm .

Then press &release ABB/VCB close switch and observe ABB/VCB RED Lamp. Abnormal Sign

Page no.

A. ABB/VCB RED LAMP REMAINS GLOWING( ICABB/VCB)

5

B. ABB/VCB RED LAMP GOES OUT BUT COMESAGAIN IMMEDIATELY(ABB/VCB CLOSING BUT NOT HOLDING)

7

C. ABB/VCB RED LAMP GOES OUT BUT COMESAGAIN WHEN MP ON POWER ( ABB/VCB TRIPS ON POWER)

9

Note : In case of tripping failure Motorman should work the trai n with good unit whenever possible & trouble shoot in a convenient place when time permits.

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ICABB / VCB A: ABB / VCB RED LAMP REMAINS GLOWING ICABB Probable defects/ observation /checking

Action to be taken by Motorman

1. a) BA VOLTAGE 'LESS' THAN 90V

If BAVoltage is less than 90V -parallel the BA by keeping BA Paralleling switch (BPS) either in E1 or E2 position after isolating BIS / MCCB. Ensure BA voltage is more than 90 V, close ABB/VCB & resume traction.

b) BA VOLTAGE - '0'

Operate BIS/MCCB few times - check control fuse:i) If good - parallel the BA, close ABB/VCB and resume traction. ii) If control fuse is blown - Renew the same, close ABB/VCB and resume traction. If fuse blown on renewal - Keep HOBA in 'F' position in all Motor coaches, renew the fuse, close ABB/VCB & resume traction. Give message to TLC/CC on duty for withdrawal of the rake.

2. ABR UNLATCHED

Ensure BL is unlocked properly by operating BL key 2 to 3 times and try to close ABB/VCB . If ABR is still not getting latched then latch ABR manually and press ARR .If ABB/VCB closes - Resume traction.

3. ABB / VCB FAULT MCB TRIPS

If MCB trips - Reset the same and close ABB / VCB. If MCB trips again - work the train with other units.

4. BIR TRIPS

Remove gas by operating BUD cock, reset BIR, close ABB and resume traction. If BIR cannot be reset - work the train with other units.

5. EFRA II TRIPS (Indication Lamp glows or not glowing)

Reset EFRA II and close ABB/VCB & resume traction. If EFRA II cannot be set or trips again - keep HEFRA II in 'F' position and reset EFRA II , then close ABB/VCB and resume traction.

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Probable defects/ observation /checking


6. EFR/OLP NOT RESET BY OVER LOAD SWITCH WITH OR WITHOUT DROPPING RED FLAG.

Reset the pallet of EFR /OLP manually with the non metallic stick, close ABB / VCB and resume traction.

7. MR & RS PRESSURE IS LESS THAN 5.5 KG/CM.SQ.

Build up RS pressure through ACP (By Pass Aux.Comp.GOV) UPTO 6.5 KG/CM2 ,close ABB / VCB , put back the bypass switch in normal position after closing ABB / VCB and resume traction.

8. PRV TRIPS

If all the above items from 1 to 7 are found OK then it indicates that ICABB may be due to PRV trips (PRV trips pilot lamp glows if provided). Do not reset and close ABB/VCB of the affected unit. Work with other units by isolating 4TMs and keep the TSS on 'TEST' of the affected motor coach.

9. TSS BAD CONTACT

If all the above items from 1 to 7 are found OK then it indicates that ICABB/VCB may be due to TSS bad contact:- Operate TSS 2/3 times and put it in "RUN". Close the ABB/VCB and work the train.

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ABB / VCB CLOSING BUT NOT HOLDING



1. OLP TRIPS

If OLP is tripped with any smoke emission :Extinguish fire, if any from HT compartment. Do not close ABB / VCB. Lower PT , Keep TSS in 'TEST” position. Isolate all the four Traction Motors and then work the train with other unit. Inform to TLC/CC on duty for the necessary course of action.

2. MR & RS PRESSURE IS LESS THAN 5.5 KG/CM.SQ.

Build up RS pressure with the help of Auxiliary compressor. Close ABB/VCB and resume traction.

ABB / VCB CLOSING BUT NOT HOLDING

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C. ABB / VCB TRIPS ON POWER



1. EFR TRIPS

Isolate Tr. Motors one by one, Reset overload, close ABB / VCB and resume traction. If unsuccessful, isolate all Four Tr. Motors and close ABB/VCB. Work with other unit.

2. OL5/OL6 TRIPS

If EFR is not tripped, assume ABB/VCB Trips through OL5/OL6.Reset overload and close ABB/VCB. Take power notch by notch. If successful – carry on in this way. If ABB/VCB trips again – Isolate all Four Tr. Motors, reset overload, close ABB/VCB and work with other unit.

ABB/VCB TRIPS ON POWER

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NOTES

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CHAPTER - II

TRACTION FAILURES

A. TOTAL LOSS OF TRACTIVE EFFORT :

ABNORMAL SIGN

PAGE NO.

1. MSWL NOT GLOWING AT ALL

13

2. MSWL REMAINS GLOWING

15

3. MSWL FLICKERS

19

TRACTION FAILURES

B. REDUCTION OF TRACTIVE EFFORT: ABNORMAL SIGN

PAGE NO.

1. MSWL REMAINS GLOWING

21

2. MSWL FLICKERS

21

Note : In case of traction failure, motorman should work the Train with good unit. Whenever possible, trouble shoot in a convenient place where time permits.

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PROBABLE CAUSES OF TRACTION FAILURE

1. TOTAL LOSS WITH MSWL NOT GLOWING AT ALL 1.

BA VOLTAGE '0'.

2.

BI KEY NOT OPERATED PROPERLY.

3.

BL NOT UNLOCKED PROPERLY.

4.

CONTROL SWITCH DEFECTIVE.

5.

MASTER CONTROL MCB TRIPPED.

6.

MP CONTACT FAILED.

2. TOTAL LOSS WITH MSWL REMAINS GLOWING 1.

BA VOLTAGE LESS.

2.

MR AND BP PRESSURE LESS.

3.

CONTROL GOVERNOR, EQUIPMENT GOVERNOR AND PARKING BRAKE GOVERNOR DEFECTIVE IN OPEN CONDITION.

4.

REVERSER IS NOT THROWN IN DESIRED DIRECTION.

5.

OL1, OL2, OL3& OL4 TRIPPED.

6.

RFAR, TTR , CBAR TRIPPED.

3. TOTAL LOSS WITH MSWL FLICKERS 1.

“SR” – NOT PICKING UP.

2.

“NVR” – DE-ENERGISE.

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A. TOTAL LOSS OF TRACTIVE EFFORT 1. TOTAL LOSS WITH MSWL NOT GLOWING AT ALL. Preparation/observation:Press Dead Man Handle properly, take MP on Power and check MSWL, if MSWL does not glow/flicker at all:Probable defects/ observation /checking


1. BA VOLTAGE '0'

Operate BIS /MCCB few times and check BA voltage:If it is still '0' - Check control fuse. If control fuse is melted:Renew the same. If it melts again - Keep HOBA in 'F' position in all the motor coaches and renew the fuse (32A) . Close ABB/VCB and resume traction. If control fuse is good:Make the battery parallel through control change over switch (BPS) after isolating BIS. Close ABB/VCB resume traction.

2. BI KEY NOT OPERATED PROPERLY

Take MP to shunt power, operate BI key gradually. If unit responds - put back MP to 'off' position. Fix BI key in that position and resume traction.

3. BL NOT UNLOCKED PROPERLY.

Operate BL few times and resume traction If unsuccessful:Trip and close ABB to ensure BL is unlocked properly. If unsuccessful work as per GR 4.21.

4. CONTROL SWITCH DEFECTIVE

If it is 'off':Make it 'ON' and resume traction. If it is 'ON' Operate 2/3 times and resume traction. If unsuccessful work as per GR 4.21.

TOTAL LOSS OF TRACTIVE EFFORT

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5. MASTER CONTROL MCB TRIP

Reset the same and resume traction If trips againReset the same, Isolate 4 Traction Motors of leading motor coach and resume traction. If trips again Reset the same, keep all traction motors in normal position and disconnect 'B' jumper in rear of leading motor coach and resume traction. For MEMU - Release PB in rear Motor Coach as per procedure of releasing parking brake through magnet valve bypass cock. If trip again Work as per GR 4.21 & in MEMU - Release PB in leading motor coach with parking brake magnet valve bypass cock.

6. MP FAILED

If all the above items are OK conclude MP failed. So work the train as per GR 4.21

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2. TOTAL LOSS WITH MSWL REMAINS GLOWING Preparation /observation – Make control switch 'off', reset overload, make control switch 'on' and resume traction. If MSWL still remains glowing and units not responding, trouble shoot as detaile d below:



1. BA VOLTAGE LESS

If it is less - parallel the battery ( Put BIS / MCCB off and keep Control change over switch (BPS) in position Emergency 1 or 2)

2. MR AND BP PRESSURE LESS

Allow MR and BP pressure to come to normal. If still MSWL remains glowing and units are not responding, ensure that Parking brakes are in released condition in air suspension EMU & MEMU. If Parking brakes are released, then conclude that defect is in all the units and trouble shoot for the causes of MSWL glowing in individual motor coach.

3. CONTROL GOVERNOR , EQUIPMENT AND PARKING BRAKE GOVERNOR DEFECTIVE

Check Unit fault Light in leading motor coach. If it does not glow- Ensure the intactness of MR & BP pressure, then by pass Control Governor, Equipment Governor and PB Governor one by one and resume traction. Note :- Before by pass PB Gov. Ensure PB is released. If unsuccessful - proceed to rear motor coach, reset overload and work the train as per GR 4.21. If unsuccessful - Trouble shoot for the causes of MSWL glowing in the motor coach.

4. REVERSER NOT THROWN IN DESIRED DIRECTION ( AFTER CHANGING CAB)

Throw reverser in reverse direction and take shunt notch - If the unit moves - Put MP on '0'. Proceed to rear cab with all the keys, throw reverser in reverse direction and take shunt notch.

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If it moves - conclude that reverser was not thrown from leading cab. Proceed to leading cab and resume traction.(Now do not operate reverser in reverse direction from leading cab.) If MSWL still glows, check unit fault light in leading motor coach. If it glows, reset over load in the particular motor coach and try to resume traction. If still unsuccessful then check RFAR, TTR, and CBAR. 5. RFAR TRIPS

Check working of RF i) If RF is not working - check RF MCB & common fuse of RF &OP. If MCB trips or fuse melts - Reset/renew, ensure working of RF and resume traction. ii) If RF is working and still RFAR is not picking up a) Isolate all TMs and work the train with other units up to the destination. b) If other units are not responding, RFAR may be wedged to clear the block section or up to the maintenance point from where M / staff will accompany the train. Inform car shed conveniently to withdraw the rake.

6. TTR TRIPS

Check working of OP and KF1 &KF2 i) If any one of them is not working Check corresponding MCBs and fuses. Reset/Renew if found tripped or melted. Work the train with other units. TTR will set as soon as oil cools down. (Normal cab driving). ii) If OP does not work - isolate all four Tms & work with other units. iii) If one of the KF is not working - isolate one block of TMs to reduce the load. iv) If all of them are working - Work the train with other units. TTR will set as soon as oil cools down. (Normal cab driving.)

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7. CBAR TRIPS


Ensure Rectifier fuse blown blue lamp glows along with MSWL Isolate one pair of Tr. Motors i.e either put MCS1 on "TM 1&2 out" or MCS2 on "TM 3&4 out", reset CBAR and resume traction. If one Tr. Motor is previously isolated, that particular pair (block) should be isolated because one MCS must be kept in normal position.

8. IF MSWL GLOWING WITHOUT ABOVE INDICATIONS

I) Disconnect 'B' Jumper of the leading Motor coach and try to resume Traction. If successful proceed with leading unit. ii) If unsuccessful - Try to work as per GR 4.21. iii) If experience same trouble from rear Motor coach - Disconnect 'B' Jumper in rear Motor Coach and work with Single unit as per GR 4.21.

Note:- In MEMU or EMU -638 onwards(modified EMUs) Motorman may get TLTE with MSWL glowing due to parking brake not releasing in any of the units.( Refer miscellaneous failure page no- 39 )

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3. TOTAL LOSS WITH MSWL FLICKER Preparation / observation – Press Dead man handle properly, Take MP on power and observe MSWL, if MSWL flickers – check the energisation of SR:



IF SR NOT ENERGISED THEN CHECK NVR

If NVR is not energised – Check NVR MCB , reset the same if tripped. If unsuccessful – To avoid failure NVR may be wedged (if it is not a AC NVR) after ensuring the working of RF. Work the train up to the maintenance point from where M/staff will accompany. If NVR is energised – check SR again. If SR is not picking up – keep MP in 'Off' position – Isolate traction motor one by one and try to resume traction. Otherwise proceed to trailing cab. In trailing cab, reset overload and work as per GR 4.21. If unsuccessful – pick up abnormal sign of total loss of tractive effort in that cab and trouble shoot accordingly.

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NOTES

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B.

REDUCTION OF TRACTIVE EFFORT ABNORMAL SIGNS

1. MSWL REMAINS GLOWING Probable defects/ observation /checking


ONE OF THE UNITS NOT RESPONDING.

Reset overload and try to resume traction. If still reduction of Tractive effort – work with other units. If time permits, trouble shoot as per the following directives

A. IF DEFECT IN LEADING UNIT

i) Trouble shoot for Control, Equipment & PB Governor, TTR, RFAR, CBAR as per page no 15, 16, 17 respectively. ii) If any of the overload relay (OL -1, 2, 3&4) acts, reset it by overload if unsuccessful isolate TMS through MCS and resume tractions.

B. IF DEFECT IN TRAILING UNIT

Proceed to rear unit, reset overload, and do tract ion test. If MSWL remains glowing – trouble shoot for low BA voltage, TTR, RFAR, CBAR, Control Governor, Equipment Governor& PB Governor as per page no 15, 16, 17 respectively. Note:-MSWL may glow due to Parking Brake not release or PB Gov. Defective. By pass PB Governor or isolate PB as per the instructions on Page No. 39.

2. MSWL FLICKERS Probable defects/ observation /checking


1. ONE OF THE UNITS NOT RESPONDING

Work with other units. If time permits, do trouble shooting for SR, NVR in defective unit as per page no 19.

2. SPEED IS NOT INCREASING MORE THAN 15 KMPH OR AS DESIRED BY MOTOR MAN.

i) Check BA Voltage is above 90 volts, if less, put BIS/MCCB 'off' and parallel the battery. ii) Check for Auto Warning Switch – whether in 'off' position(operate two to three times) iii)if the speed is not picking up work the train as per GR 4.21.

REDUCTION OF TRACTIVE EFFORT

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NOTES

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CHAPTER - III

PNEUMATIC FAILURES

PAGE NO. A. MR PRESSURE DROPS

25

B. BP PRESSURE DROPS

27

C. BRAKE BINDING

31

NOTE:1) In case of MR and BP pressure drop:i)

Ensure Main compressor is working before checking the air leakage in the train. If MCP is not working refer page no 36.

ii) If MCP is working – To ensure whether air leakage from BP or MR pipe line – Isolate BI and observe MR/BP Gauge – a) If MR pressure is raising, BP is dropping – Conclude leakage in BP pipe line. b) Put EP switch “OFF” and check ,If both MR & BP are dropping – Conclude leakage in MR pipe line. iii) Always check the air leakage in the train physically with BI is in charged condition. 2) In case of brake binding, check physically & ensure that the binding exists in a particular coach/bogie. PNEUMATIC FAILURES

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NOTES

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A. MR PRESSUER DROPS: THOUGH MCP WORKING. 1. MR RUBBER PIPE BURSTS 2. MR METALLIC PIPE BROKEN OR SUPPLEMENTARY RESERVOIR DRAIN COCK WORKED OUT IN TRAILER COACH. 3. MR METALLIC PIPE BROKEN IN MOTOR COACH. (OUT SIDE CIC) 4. AIR LEAKAGE IN THE AREA FROM MAIN COMPRESSOR TO CIC IN MOTOR COACH . (INSIDE CIC) 5. AIR LEAKAGE FROM ABB / VCB CHAMBER. 6. AIR LEAKAGE FROM SWITCH GROUP OR TAP CHANGER. 7. AIR LEAKAGE FROM THE AIR SPRING SUSPENSION OR ITS ASSOCIATED FITTINGS. 8. CONTINUOUS AIR LEAKAGE FROM EP UNITS. 9. HEAVY AIR LEAKAGE FROM AIR DRYER. Probable defects/ observation /checking


1. MR RUBBER PIPE BURSTS.

Isolate MR coach end cocks at both end of MR rubber pipe and work the Train (Normal drive).

2. MR METALLIC PIPE BROKEN OR SUPPLIMENTARY RESERVOIR DRAIN COCK WORKED OUT IN TRAILER COACH.

Isolate both MR coach end cocks of the particular coach. EP brake will not be available in affected coach(Normal Drive).

3. MR METALLIC PIPE BROKEN IN MOTOR COACH (OUT SIDE CIC)

In case of leading Motor Coach — Isolate MR coach end cock, in rear of Motor Coach, trip ABB , put off MCP control MCB, MCP synchronizing MCB and close ABB. Work the train as per GR 4.21 to clear block section only as horn will not sound from leading motor coach. In case of Trailing M/Coach Isolate MR coach end cock and stop MCP as indicated above. Work the train from leading motor coach up to the destination.

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Guard will not be able to sound horn. Note: If MR pressure is not available in M/Coach release PB manually, by pass PB Gov. at particular unit to get traction. 4. AIR LEAKAGE IN THE AREA FROM MAIN COMPRESSOR TO CIC IN M / COACH (INSIDE CIC)

There may be air leakage from air dryer, inter cooler or after cooler, safety valve, MR reservoir or in the pipe line. Isolate CIC and stop working of MCP as per procedure mentioned against item 3 above.

5. AIR LEAKAGE FROM ABB / VCB CHAMBER.

Isolate the cut out cock provided before the ABB/VCB reservoir pipe line. Keep TSS in "TEST" and isolate all 4TMs and work the train normally with other units.

6. AIR LEAKAGE FROM SWITCH GROUP-1, SWITCH GROUP-2 OR TAP CHANGER.

Isolate control reservoir cut out cock, isolate all Tr. Motors, resume traction and work the train with other good units.

7. AIR LEAKAGE FROM THE AIR SPRING SUSPENSION OR ITS ASSOCIATED FITTINGS(METALLIC AND RUBBER PIPE LINE)

Detect the air leakage and try to arrest the leakage by isolating individual bogie air spring suspension COC (ASBIC),otherwise isolate the Main MR supply isolating cock for air spring suspension (ASIC) and work the train at a speed not exceeding 60 Kmph Upto the destination.

8. CONTINUOUS AIR LEAKAGE FROM EP UNIT/UNITS.

If there is a continuous air leakage from EP unit/units during the EP application then put "OFF" EP switch and work the train with Auto brakes. If leakage is from any particular unit then isolate EPIC of that particular unit.

9. HEAVY AIR LEAKAGE FROM AIR DRYER.

Close the Air Dryer isolating cocks (Two cocks) and open the Air Dryer by pass cocks (One cock).

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B. BP PRESSURE DROPS 1. 2. 3. 4. 5.

BP RUBBER PIPE BURSTS. BP METALLIC PIPE BROKEN IN TRAILER COACH. BP METALLIC PIPE BROKEN IN MOTOR COACH. AIR LEAKAGE FROM BRAKE CONTROLLER ASSEMBLY. AIR LEAKAGE FROM DEADMAN ASSEMBLY OR ITS DISCHARGING VALVE.



1. BP RUBBER PIPE BURST

i) Isolate BP coach end cocks at both end of BP rubber pipe. ii) First charge BP from the non driving cab, then on the driving cab and resume traction. EP brake will be effective in all the coaches but Auto brake or Emergency brake will be effective up to the point where BP coach end cock is isolated. Note:1) For normal driving, Auto brake should be available in minimum four coaches, otherwise work the train as per GR 4.21. 2) Please follow the guide lines exists in the RDSO's letter no : MC/EMU/AVB dtd. 23/24.08.2004(at the TSD page no. 46). which states thatDuring the day's service if the number of effective brake cylinders goes below 90% but above 85% the service may be continued at a restricted speed of 75 kmph. If the number of effective brake cylinder goes below 85% the motor man should operate at the restricted speed of 70 kmph or which he feels is safe and the rake should be withdrawn from service after the completion of the service.

•

•

2. BP METALLIC PIPE BROKEN IN TRAILER COACH.

i) Isolate BP coach end cocks on both sides of the affected coach. ii) Isolate EPIC,ICA and release brake cylinder pressure through release valve properly and check physically that brake blocks are released . Then isolate both BICs.

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iii) First charge BP from the non driving cab, then on the driving cab and resume traction. EP brake will be effective in all coaches except the isolated coach and Auto/Emergency brake will be effective up to the point where BP coach end cock is isolated. Note:1) For normal driving, Auto brake should be available in minimum four coaches, otherwise work the train as per GR 4.21. 2) Please follow the guide lines exists in the RDSO's letter no : MC / EMU / AVB dtd. 23/24.08.2004 (at the TSD page no 46). 3. BP METALLIC PIPE BROKEN IN MOTOR COACH

In case of Leading Motor Coach:i) Isolate BP coach end cock in rear of driving M/coach. ii) Isolate EPIC , ICA and release brake cylinder pressure through release valve properly and check physically brakes are released then isolate both BICs. iii) By pass Control Gov. and inform Car shed. iv) Work as per GR 4.21 to clear block section only as Guard will not get “emergency brake” in leading cab as BP pressure will not be available. In Middle Motor Coach:i) Isolate both side BP coach end cock. ii) Isolate EPIC,ICA ,release brake cylinder pressure through release valve properly, check physically brakes are released then isolate both BICs. iii) First charge BP from the non driving cab, then on the driving cab and resume traction. EP brake will be effective in all the coaches except the isolated coach and Auto brake or Emergency brake will be effective up to the point where BP coach end cock is isolated. Note:1) For normal driving, Auto brake should be available in minimum four coaches, otherwise work the train as per GR 4.21.

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2) Please follow the guide lines exists in the RDSO's letter no : MC/EMU/AVB dtd. 23/24.08.2004(at the TSD page no 46). iv) By pass Control Gov. – Normal drive up to

destination. In case of Trailing Motor Coach:i) Isolate BP coach end cock. ii) Isolate EPIC, ICA and release brake cylinder pressure properly through the release valve, check physically the brakes are released and then isolate both BICs. iii) By – pass Control Gov. and inform Car shed. iv) Work with normal driving to clear the block section only as Guard will not get “emergency brake”. 4. AIR LEAKAGE FROM BRAKE CONTROLLER ASSEMBLY (MR AND BP NOT MAINTAINING)

5. AIR LEAKAGE FROM DEADMAN ASSEMBLY OR ITS DISCHARGING VALVE.

In case of Leading Motor Coach : i) Apply emergency brake quickly 2/3 times. ii) Operate BI key 2/3 times. iii) Ensure BI valve is in isolated position in rear cab. iv) If still leakage & BP pressure is not maintaining then isolate BP coach end cock , Isolate EPIC , ICA and release brake cylinder pressure properly through release valve, isolate both BICs, bypass Control Governorandworkasper GR 4.21 to clear block section as GD will not get emergencybrake.InformCarshedaccordingly. In case of Trailing Motor Coach : Do the same trouble shooting as above but normal driving from leading cab will be available. Clear Block Section, as BP pressure will not be available for Guard's emergency brake.

Isolate dead man cock. In the event dead man's device becoming defective when a rake is in service, it should be either promptly withdrawn from service or a Guard, Train examiner or some other person conversant with the operation of the brakes in emergency should travel with the Motorman

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NOTES

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C. BRAKE BINDING 1. 2. 3. 4. 5.

ALL INDICATION LAMPS NORMAL BUT TRAIN IS PULLING HEAVY PNEUMATIC AND MECHANICAL BRAKE BINDING. AIR LEAKAGE FROM EP UNIT. EP BRAKES APPLIED BUT DO NOT GET RELEASED. PARKING BRAKE NOT RELEASING IN MOTOR COACH.



1) ALL INDICATION LAMPS NORMAL BUT TRAIN IS PULLING HEAVY.

Apply and release emergency brake 2/3 times and resume traction. If still pulling heavy: Put off EP switch and resume traction. If still pulling heavy, conclude “brake binding” on train. Trouble shoot for brake binding.

2) PNEUMATIC AND MECHANICAL BRAKE BINDING.

a) Brake binding in all coaches:Motorman should verify MR/BP pressure from the leading and trailing motor coaches, if less, then trouble shoot according to page no. 25, 27 respectively. b) Brake binding in a particular coach:If there is a brake binding in a particular coach( Motor coach or trailer coach) then follow the following steps:Step – 1 : Take precautions to avoid rolling down. Step – 2 : Isolate both BICs. Observe the BC pressure vented through the vent holes of BICs. Check physically the brakes are released. Work the train ignoring BC gauge pressure in the driving cab. If unsuccessful normal both BICs. Step – 3 : Isolate EPIC, then release BC pressure through release chain. Physically check brakes are released then isolate both BICs and work the train. If unsuccessful, normal both BIC. Step – 4 : Isolate ICA. Release full BC pressure or till hissing sound stops – check physically – if released, then isolate both BIC and work the train.

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Note :- Before going to attend the brake binding, place the rake in a suitable place for trouble shooting and take necessary precautions to avoid rolling down as per rule. c) Mechanical brake binding:If brake binding are not released, in a particular wheel or wheels by the procedure mentioned above – adjust the hole of brake pull rod / tie rod. 3) AIR LEAKAGE FROM EP UNIT AFTER PUTTING EP SWITCH “OFF”.

4. EP BRAKES APPLIED BUT DO NOT GET RELEASED.

First isolate EPIC. If leakage arrested drive the train normally. If unsuccessful, then Isolate EPIC, ICA and release brake cylinder pressure through release valve properly, check physically brake blocks are released, and then isolate both BICs. EP and Auto brakes will be available in all coaches except the isolated coach. i) Put 'off' EP switch – If released, work with Auto Brake. ii) If not released – Apply and release emergency brake few times. iii) If only driving M/coach or any T/coach brakes are not released. Then do the trouble shooting as per item No-2 above (Brake Binding).

5. PARKING BRAKE IS NOT RELEASING IN MOTOR COACH.

If there is a brake binding on wheel No.1, 3, 5 & 7, this may be due to parking brake is not released refer miscellaneous failure Page no 39, item no 16.

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CHAPTER - IV

MISCELLANEOUS FAILURES

PAGE NO.

1. AUXILIARY WHITE LIGHT GLOWS WITH MSWL AND UNITS DO NOT RESPOND(NO TENSION ON LINE)

35

2. AUXILIARY WHITE LIGHT GLOWS WITH MSWLAND UNITS RESPOND.

35

3. AUXILIARY WHITE LIGHT GLOWSALONE BUT UNITS RESPOND.

35

4. PANTOGRAPH FAILS TO RAISE OR LOWER

36

5. MAIN COMPRESSOR(MCP) NOT WORKING

36

6. AUX. COMPRESSOR (ACP) NOT WORKING

36

7. SIGNAL BELL CODE NOT SOUNDING

37

8. HEAD LIGHT NOT GLOWING

37

9. FLASHER LIGHT NOT GLOWING

37

10. ALL NORMAL LIGHTS NOT GLOWING

37

11. ALL FANS NOT WORKING

38

12. SMOKE EMISSION FROM ABR COIL OR ABR NOT HOLDING.

38

13. SMOKE EMISSION/FIRE FROM ELECTRICAL JUMPERS(INSIDE OR OUTSIDE THE COACH)

38

14. EP SUPPLY GREEN LAMP NOT GLOWING

39

15. EP BRAKE POOR OR EP BRAKE NOT WORKING ORAIR LEAKAGE FROM EP UNITS OFALL THE COACHES

39

16. PARKING BRAKE NOT RELEASING.

39

17. TRACTION MOTOR PINION SEIZED

39 MISCELLANEOUS FAILURES

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1. AUXILIARY WHITE LIGHT GLOWS WITH MSWL AND UNITS DO NOT RESPOND(NO TENSION ON LINE)

Stop the train immediately. Use Flasher light. Check all the Pantographs, Train, Track, and OHE in front & rear from both side, if no abnormality noticed, Switch OFF Flasher light. Take MP on shunt notch and ensure - MSWL is glowing and train does not move - conclude "No Tension" - Protect & secure the train as per rule. If there is frequent "No Tension" - observe for any flash or detonating sound from the roof of the M/Coaches. If any flash or detonating sound from any one of the M/coachesImmediately trip ABB and lower the Pantograph inform TLC/KGP or CC/TPKR within five minutesSecure & protect the train as per rule. Then proceed to the faulty M/coach and check for any abnormality. In any case, the pantograph of the affected M/coach should be isolated and also isolate all four traction Motors and keep TSS in 'TEST' position. Then raise the pantographs of other units and close ABB and resume traction and work the train (normal drive) up to the destination. Inform LC/Car shed for withdrawal of the rake for thorough checking of the affected M/Coach.

2. AUXILIRY WHITE LIGHT GLOWS WITH MSWL AND UNITS RESPOND.

Stop the train immediately. Check OHE , Pantographs, Trains &Track from both side. If any of the pantographs is lowered Trip ABB and try to raise the pantographs. If successful - close ABB and resume traction and work the train. If un successful - work with other units. If any of the Pantographs is broken or any defect in OHEisnoticed- protect& securethetrainasperrule. Inform LC/TPC /Car shed & act accordingly.

3. AUXILIRY WHITE LIGHT GLOWS ALONE BUT UNITS RESPOND.

Check the working of MCP If MCP is working Check LTR and its MCB If tripped - reset and resume traction. If LTR is de - energised and MCP is not working conclude Aux II circuit is de - energised. Work with other MCPs. Inform LC/Car shed to withdraw the rake & act accordingly.

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4. PANTOGRAPH FAILS TO RAISE OR LOWER

i) Ensure pantograph is not damaged. ii) Ensure ABB is tripped and ABB & Panto MCB in the driving cab is "ON". iii) Ensure MR/RS pressure is more than 6.5 2 Kg/cm . iv) Raise or lower pantograph manually. Note: while energising from dead condition, if the Panto does not rise from the leading unit, try to create pressure from rear unit, raise PT and work the train.

5. MAIN COMPRESSOR (MCP) NOT WORKING

On run - Set CR by CR set switch on the driving desk, if MCP is working and pressure is rising then work the train. If still pressure is not building up then after stopping at the station or at the convenient place a) Check MCP contactor - If it is open ensure i) If CR is unlatched then latch manually if unsuccessful put MCP MCB 'OFF' in the driving desk and latch CR manually. ii) Synchronizing MCB is 'ON'. iii) Control MCB is 'ON If unsuccessful - By -pass MCP Governor. b) If MCP contactor is closed Check MCP fuse If melts - renew the same after taking safety measures. If melts again - work with other compressors.

6. AUX. COMPRESSOR (ACP) NOT WORKING

Check Aux. Compressor contactor. If it is open - ensure i) ABR is latched. ii) Aux. Comp. Contactor MCB is 'ON' By -pass Aux.comp. Gov. And check the working of Aux. Compressor. If Aux. Comp. Contactor is closed:Ensure Aux. Comp. Fuse OK and check Aux. Compressor positive MCB. If unsuccessful raise pressure with other units to raise PT and close ABB.

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7. SIGNAL BELL CODE NOT SOUNDING


Ensure that the BA voltage is more than 90 volts and check signal bell MCB is at 'ON' ensure 004 key is unlocked properly, otherwise work with Intercom, Auto warning light or horn for bell code.

8. HEAD LIGHT NOT GLOWING

i) Check the BA voltage more than 90 volts. ii) Operate H/L MCB , H/L DC -DC converter MCB two to three times and put it 'ON' and check Head light fuse(10Amps both +ve and ve).If any of the fuse found melt, change the same with spare one. iii) Operate H/L switch, bright and dimmer switch two to three times and put "ON". iv) Change the position of DC-DC converter change over switch. v) If still the H/L is not glowing - change the fused/damaged H/L bulb with new one after putting H/L MCB s and rotating switch "OFF". vi) If still the Headlight is not glowing contact CC /TLC on duty .

9. FLASHER LIGHT NOT GLOWING

i) Check the BA voltage more then 90 volts. ii) Check the F/L MCB on the driving desk and operate it two to three times and put it "ON" iii) Operate the F/L switch two to three times and put it "ON". iv) If still unsuccessful, change the position of the F/L filament selector toggle switch on the F/L box. v) If still unsuccessful, check the glass fuse on the F/L box if provided with a new one. vi) If it is still not glowing contact with CC/TLC on duty.

10. ALL NORMAL LIGHTS NOT GLOWING

Ensure 004 is unlocked in Guard's cab. Press and release "N/Light ON" switch. If unsuccessful - check light contactor. If contactor is open - unlock 004 in leading Driving cab and press and release "N/Light ON" switch properly. If still contactor is open Check light latch MCB in MCB panel.

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If MCB trips - reset the same. Press and release "N/Light ON" switch. If unsuccessful - Latch the contactor manually. If contactor is closed - conclude fuse is melted work the train with emergency light. 11. ALL FANS NOT WORKING

Ensure 004 is unlocked properly in Guard's cab. -Press and release "Fan ON" switch properly. If unsuccessful - check fan contactor. If contactor is open - unlock 004 in leading Driving cab. Press and release "Fan ON" switch properly. If still fan contactor is open Check Fan latch MCB in MCB panel. If MCB trips - reset the same. Press and release "Fan ON" switch again. If unsuccessful - Latch the contactor manually. If contactor is closed and still fans are not working conclude fan circuit fuse is melted .Work the train and inform LC/Car shed for Maintenance staff to attend.

12. SMOKE EMISSION FROM ABR COIL OR ABB NOT HOLDING.

Unlatch ABR manually, lower the pantographs, uncouple "A" jumper next to Motor coach and trip off "ABB & Panto" MCB in the leading Driving Cab. Work the train as per GR 4.21 up to the destination with Auto brake.

13. SMOKE EMISSION/FIRE FROM ELECTRICAL JUMPERS(INSIDE OR OUTSIDE THE COACH)

Stop the train immediately. Trip ABB and lower Panto graphs .Make BIS "OFF" . Extinguish the fire, if any , by applying fire extinguishers. Ensure fire is extinguished properly. Disconnect jumpers from both side of the affected coach. Make BIS "ON", raise pantograph and close ABB in leading unit. Trailing unit should be made dead. Work the train up to the destination by auto brake. In this case Guard will have no communications with the Motorman. He will work with horn, In case trouble in leading unit - make it dead and work the train as per GR 4.21 to clear the block section only as bell code is not available. Inform to CC/LC/SCR and act accordingly.

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14. EP SUPPLY GREEN LAMP NOT GLOWING

Check : BA Voltage is more than 90V. EP MCB in 'ON', BI key is properly charged, EP switch is 'ON' and BL is unlocked. To ensure BL key is properly unlocked, trip and close ABB. Apply EP brake - if working, conclude LED is fused.

15. EP BRAKE POOR OR EP BRAKE NOT WORKING OR AIR LEAKAGE FROM EP UNITS OF ALL THE COACHES

Put 'OFF' EP switch and work with Auto Brake.

16. PARKING BRAKE NOT RELEASING. Indications:a) P/B pilot lamp glows on the driving desk. b) "P/B applied" push button switch glows on the driving desk. c) M/M will get TLTE with MSWL glowing. d) P/B gauge in the Driving Desk shows '0' Pressure. Note : In case of MEMU / M/Man will get reduction of Tractive effort instead of TLTE

17. TRACTION MOTOR PINION SEIZED

Check P/B electrical circuit (BA voltage, BL,P/B MCB,P/B switch) if P/B electrical ckt. Is OK then:i) Detect the faulty M / Coach (P / B gauge will show'0') ii) In the faulty M/coach put the magnet valve 'BY PASS' cock in normal position if provided P/Brake application indication will extinguish 2 andgaugewillshow5kg/cm thenworkthetrain. iii) If unsuccessful:a) Isolate P/Brake isolating cock. b) Release manually P/Brake of wheel no 1,3,5&7 by means of release chain. c) By pass the P/Brake Governor. d) In MEMU " Parking brake application on" will remain glowing but in a new EMU rake it will extinguish and work the train. Note :- In case of B jumper disconnected , magnet valve by pass cock should be made normal in MEMU rake rear M/coach. It is not required in New EMU rake provided with 'E' Jumper. If brake binding is reported in a M/Coach but on checking found brake blocks are free from the wheels - check the temperature of the wheels. If the temperature is high - call the guard and advise him to check whether wheels are rotating or not after taking MP to shunt notches. If any pair of wheels fails to rotate conclude pinion/bearing seized. Inform CC/Car Shed to send maintenance staff.

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NOTES

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BELL CODES Sl. No.

CODE OF BELL SIGNAL

INDICATION

ACKNOWLEDGMENT

1.

0

Stop the train.

0

2.

0-0

Speed restriction Zone is over.

0-0

3.

00

Start the train.

00

4.

00

During run through a station.

00

5.

00 - 0

Proceed with caution while working as per GR 4.21(2)(a).

00 - 0

6.

00 - 00

Passing Automatic signal at "ON".

00 - 00

7.

000

Guard required by Motorman and an d vis vis - a - ve vers rsa. a.

000

8.

000 - 0

To push back the train.

000 - 0

9.

000 - 000

Guard's warning to Motorman if EMU train exceeds the prescribed speed restriction of 15 KMPH after passing on Automatic signal at "ON".

000 - 000

10.

0000

Protect the train in rear.

0000

11.. 11

0000 - 0000

Information to Motorman about Guard leaving the cab.

0000 - 0000

12.

00000

Brake tested and found alright.

00000

13.

00000 - 0

Brake tested and not found alright.

00000 - 0

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DRIVING AN ELECTRIC TRAIN WITH DEFECTIVE LEADING DRIVING APPARATUS

GR 4.21 1. In the case of electric train, the Loco Pilot / Motorman shall be in the leading driving compartment when the train is in motion moti on or when the train is standing on any running line except as otherwise prescribed in these rules. 2. (a) In the case of single or multiple unit train If the driving apparatus in the leading driving compartment becomes defective, the train shall be driven cautiously from the nearest driving compartment which is serviceable; in this event, the Guard shall travel in the leading driving compartment and shall convey the necessary signals to the Loco Pilot; the Guard shall sound the horn or whistle as necessary and apply the brake in case of emergency and shall be responsible for stopping the train correctly at signals, stations and obstructions.

SR 4.21.01 a) In case of EMU trains, if the driving apparatus in the leading driving compartment becomes defective, the Motorman shall arrange to inform the fact to the Traction Loco Controller and the Deputy Chief Controller.

c) In case of Single or Multiple Unit trains, the Motorman shall also inform TPKR Car shed. The Train shall be moved in the manner prescribed in General Rule 4.21. (2) (a) at a speed not exceeding 40 Kmph. After detraining the passenger, at the destination or other station, according to the instruction instruct ion received, the train shall be taken to the nearest siding for examination.

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TECHNICAL DETAILS

GAUGES IN THE CAB 1. 2. 3. 4. 5. 6. 7.

Brake cylinder gauge. Duplex MR and Equalising reservoir gauge. Traction Motor Ammeter ( for TM1 &TM3). Battery Volt Meter (UBA). OHE Voltme Voltmeter. ter. Brake Pipe Gauge. Parking Brake Gauge.

SETTING OF VALVES AND EQUIPMENTS 1. 2. 3. 4. 5. 6. 7. 8.

MR safety valve - 7.75 Kg/cm2 Inter cooler safety valve - 3.50 Kg/cm2 MCP Governor - 6.00 Kg/cm2 to 7.00 Kg/cm2 ACP Governor - 5.7 Kg/cm2 to 6.7 Kg/cm2 ABB Governor - 4.60 Kg/cm2 to 5.60 Kg/cm2 Equipment Governor - 3.2 Kg/cm2 to 4.2 Kg/cm2 Control Governor - 3.2 Kg/cm2 to 4.2 Kg/cm2 PB Governor - 3.5 Kg/cm2 to 5 Kg/cm2

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GENERAL DATA OF THE EMU AND MEMU S/ No.

Description Type of Stock

2 3

4 5

Coach Builder Manufacturer of Traction equipments including Tr. Motor, Transformer etc. Unit formation Train formation

6 7 8 9

No. of Driving Cabs Type of Traction Wheel arrangement Brake system

10

11 12

13 14

15

Wheel Diameter (New) mm. Wheel Diameter (Condemning) mm. HCC Gear ratio Train performance per unit rating Horse power Tractive effort (T)

Volts (V) Current (A)

Output RPM 16 17

18

(KW)

KVA rating

BHEL

DMC+TC+TC 3/4 units

DMC+TC+TC+TC 2 units

2 25 KV AC

2 25 KV AC

20.32 20.32

13.0 20.32T

20 .32 --

952

13.0 --

877

857

877

857

865 20:91 Cont.

865

-20:91

--

1 hr.

896 4.8

1004 5.8

Cont. 535 340 167 1260

Cont. 535 425 207 1170

Cont. 563 415 210 1170

Normal Crush Dense crush

1.6 Km/Hr./Sec

400 774 1148

1hr. 535 465 227 1120

RDSO manual no. CMI -K001 (Apr’2000) ACTM Volume -III, 1994

C1005 TM (CGL)

1hr. 535 380 187 1182 1000

RDSO specification no. K3 -B-01, Feb’03 & for EMU T/C EMU -2/A -9- 0-501 and EMU -2/D -9-0503.

952

4303BY (BHEL)

Normal acceleration to 40 Kmph Level track, CLR set at 500 Amps.

-

Reference

ICF & RCF

BHEL & CGL

4601AZ/BZ/BX/BY 4303AZ/CZ

of transformer

No. of pass./unit

MEMU M/C T/C AC BG MEMU

Bo-Bo Bo-Bo Self lapping electro pneumatic brake system

Axle Load capacity in Tonnes i) Conventional EMU/MEMU ii) HCC

Traction motor rating: Type

EMU M/C T/C AC BG EMU WAU4 ICF & BEML

1hr. 563 455 228 1135

ACTM Volume -III, 1994 & Manufacturer’s maintenance manual.

BHEL Maintenance Manual no. MM/AC M/EMU/003, Jan’01 ACTM Volume -III, 1994

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EMU

19

Tare weight

MC

MEMU TC

MC

TC

59.3T

C-30.5T D-31.5T

61 T

No. of Seats

98

68/81

Vendor Coach

--

112 (C type) 88 (D type)

21

Max. height above rail to top of roof

3810 mm

3886 mm

22

Max. length of the body

20726 mm

21567 21337 mm mm

23 24

Max. width of the body Floor height from rail level

3658 mm

1197mm

3245 mm 1278mm

26

Height of coach (rail level to panto at home)

4398mm

4255mm

27

Min. height above rail level to the lowest fitting on under frame under tare

210 +5 mm

210 +5 mm

Length of 9 car rake Length of 8 car rake Length of 12 car rake Distance between front & rear pantographs: 12 car rake 9 car rake 8 car rake

194.12m 172.638m. 258m.

20

28

29

--

-0

33.15T 80/108 No Vendor

-0

188 (for air spring coaches)

226.5 m (approx.) 162 m (approx.) --

For MEMU(M/C) Drg. No. MEMU/DMC -9-0012 (i) Drg. No. MEMU/TC 2 -9-0-201, (ii) MEMU/DMC 2 -9-0201, (iii) MEMU/TC -9-0001, (iv) EMU -2/A -9-0501, (v) EMU -2/D -90-503 i) Drg. No. MEMU/DMC 2 -9-0201 ii)EMU/M -9-0-006 i) EMU/M -9 -0-00 6 ii)EMU -2/A -9-0-501 iii)MEMU/DMC 2 -9-0201 iv)MEMU/TC -9-0001 -- do -i) Drg. No. MEMU/DMC 2 -9-0201, ii) EMU/M -9-0006. i) Drg. No. MEMU/DMC 2 -9-0201, ii) EMU/M -9-0006. i) Drg. No. DMU/ DPC3-2-6-301, ii) Drg. No. EMU -2- 6046.

-177.616m.

As measured.

--

--140 m (approx.)

-Do-

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SOME IMPORTANT GUIDELINES OF RDSO 1.

Permissible brake power in EMU stock as per RDSO's letter no. MC/EMU/AVB dtd. 23/24.08.2004 :

Rakes leave car shed should have 95% effective brake cylinder.

• • • •

Rakes leave night stabling points should have 90% effective brake cylinders.

During the day's service if the number of effective brake cylinders goes below 90% but above 85% the service may be continued at a restricted speed of 75 kmph. If the number of effective brake cylinder goes below 85% the motor man should operate at the restricted speed of 70 kmph or which he feels is safe and the rake should be withdrawn from service after the completion of the service.

Permissible no. of ineffective brake cylinders as per the above conditions.

Brake power

95% 90% 85%

For 9 -car rake with non -HCC bogie no. of ineffective brake cylinders 2 4 6

For 9 -car rake with HCC bogie no. of ineffective brake cylinders 4 8 12

No. of permissible ineffective brake cylinders for other formations like 8 car, 12 car etc. may be determined accordingly.

2.

Speed restriction on EMU and MEMU in deflated condition of air suspension system (Ref. RDSO letter no SV.AS.EMU.RAS dtd. 04.04.2008) :

May be operated upto a maximum speed of 60 kmph up to the terminal point for maintenance.

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COMPLETE PREPARATION OF EMU/MEMU Motorman will carry the following: i) Reverser key ii) BI key iii) BL key iv) 004 (Guard's key) v) Detonator box containing 10 nos. of detonators. - Check that rake is under OHE. - Ensure that MR &BP isolating cocks at the extreme ends of the rake are in closed position. - Ensure that the Dead man's isolating cock is in open position. - Study the Log books after entering into leading driving Motor Coach. Energization of 110 V DC Circuit: - Close BIS and check that UBAshows more than 90V. - Unlock BL and check ABB red lamp glows. - Press and release ABB close switch and ensure that Aux. compressor starts. - Ensure that Brake Controller handle and Guard's emergency handle are in release position. - Ensure that MCS 1&2 are in normal position, TSS is on run position and battery control change over switch is on Normal position. - Check that the relay targets TTR,CBAR,BIR,EFR and OLP show 'set' indication but RFAR shows 'Trip' indication. - Ensure that HEFRAII,HOBA and HEFR(P) are in Normal(N) position and all Governors bypass switches are in 'off' position. - Ensure all MCBs are in 'ON' position and all fuses are intact and normal. - Ensure that Panto air supply cut out cock is in open position. 0 - Ensure that oil level in conservator tank is above 15 mark. 2 - When ACP stops at 6.7 Kg/cm ,Press and release ABB trip switch. - Press and release Panto raising switch and ensure Pantograph is touching with contact wire. After that, press and release ABB close switch and ensure that ABB closes. - Press and release 'MCP set switch' and ensure that MCP is working and MR pressure increases. - Drain out control reservoir, Panto reservoir. Take all keys and proceed to the trailing driving Motor coach. - While proceeding to rear Motor coach, do visual examination of various equipments including brake riggings and brake blocks etc. - Ensure that all electrical jumpers are properly coupled and all coach end cut out cocks are in open position. - In trailing Motor coach, ensure that Deadman's isolating cock is in open position. - Ensure brake controller and Guard's emergency brake are in release position. - Close BIS and check that UBAshows more than 90V. - Unlock 'BL' and check ABB red lamp. - Press and release 'ABB close' switch ( Start Aux. compressor if pressure is less than 6.5 2. Kg/cm - Check all the switches, relays and MCBs.

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- When pressure builds up, trip ABB raise Panto & close ABB then start Main compressor. 2, - When MR pressure builds up more than 6.0 Kg/cm operate BI key to charge BP . Ensure 2 BP pressure increases to 5.0 Kg/cm . - Switch 'ON' EP control switch and ensure that EP supply lamp is glowing. - Switch 'ON' Parking Brake switch& ensure PB lamp indication is extinguished and PB 2 2 pressure gauge is showing 3.5 Kg/cm to 5 Kg/cm . BRAKE TEST A – EP BRAKE i) Move the brake controller handle between 1&2 positions in steps and check that the brake cylinder pressure increases correspondingly. ii) Move the brake controller handle to position 2 and check that the brake cylinder pressure 2 is 1.5 Kg/cm . iii) Bring back brake controller handle to position 1and ensure that brake cylinder pressure comes to '0'. B- AUTO BRAKE i) Keep EP switch 'off' , move brake controller handle between 3&4 position and ensure that brake cylinder pressure increases correspondingly and BP pressure starts dropping. ii) Move brake controller handle back to position 1 and ensure BP starts charging to 5.0 2 Kg/cm and brake cylinder pressure comes to '0'. C – EMERGENCY BRAKE i) Move brake controller handle to Emergency position and ensure that BP pressure drops 2 to '0' and Br. Cylinder pressure raises to 1.6 Kg/cm . 2 ii) Move brake controller handle to position 1 and ensure that BP charges to 5 Kg/cm and Br. Cylinder pressure comes back to '0'. D – DEADMAN'S DEVICE i) Press Deadman's handle and throw reverser in Forward/Reverse position and release the Deadman's handle. 2 ii) Check that BP pressure drops to '0' and Br. Cylinder pressure raises to 1.6 Kg/cm .Press 2 the Deadman's handle and ensure that BP pressure raises to 5 Kg/cm and Br. Cylinder pressure comes back to '0'. E – GUARD'S EMERGENCY BRAKE i) Apply Guard's emergency brake and ensure that BP pressure drops to '0' and Br. Cylinder 2 pressure raises to 1.6 Kg/cm . 2 ii) Release Guard's emergency brake and ensure that BP pressure rises to 5 Kg/cm and Br. Cylinder pressure comes to '0'. F – PARKING BRAKE TEST IN MEMU/EMU MOTOR COACH (638 AND ONWARDS) i) Put the brake control handle on “Release” position, BC gauge shows '0'(Apply skid to avoid rolling down). ii) Switch 'OFF' the PB switch, PB 'ON' indication glows in the driving desk( both pilot lamp and push button switch)and PB gauge shows '0'. iii) Check physically the brake application in the wheel no :-1,3,5&7. iv) Put the PB switch 'ON' – PB 'ON' indication extinguish in the driving desk( both pilot lamp 2 2 and push button switch)and PB gauge shows 3.5 Kg/cm to 5 Kg/cm .Then check physically the brakes release in the wheel no 1,3,5&7.

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TRACTION TEST i) Ensure that Hand brake/Parking Brake is properly released. ii) Close EP ,PB& control switch, press Deadman handle, throw the reverser to 'forward' direction. Ensure that brakes are properly released, move MP to shunt position and observe MSWL. iii) Ensure MSWL flickers i.e. MSWL glows but immediately extinguishes and train moves. iv) Move MP to 'off' position and stop the train. v) Throw the reverser to reverse direction and repeat test. - Unlock Guard's control switch(004) and ensure its pilot lamp is glowing. Press and release Fan and Light 'ON' switches and ensure that they are working. - Ensure that the signal bell is in working order. - Check the glowing of Headlight by both position of DC – DC converter i.e converter - 1as well as of converter – 2. - Check the glowing of Tail lights, Head code and Flasher lights . - Change the destination board and train numbers as required & enter the Tr. No. & Dr's ID in the ESMON type speedometer. - Ensure that Two Fire Extinguishers are provided in each cab and they are in charged and sealed condition. - Move brake controller handle to Emergency position operate BI key 'OFF' position and take out BI key. Ensure BP pressure dropped to some extent and Br. Cylinder pressure 2 rises to 1.6 Kg/cm . - Proceed to leading cab. - While going to leading cab check visually the mechanical parts on the other side of the rake. - On arrival at leading cab ensure that BP& BC pressure is same as in the trailing cab. 2 Charge BP and ensure that BP pressure rises tp 5.0 Kg/cm and Br.Cyl. Pressure comes to '0'. - Unlock BL, close EP control switch and keep control switch 'ON' and ensure EP supply lamp is glowing. Do Brake Test and Traction Test and check all the items as checked in the trailing cab. - Ensure ABB trip/close test and pantograph lower/rise test. - Check Head/Tail lights, head code and flasher light, ensure that Auto warning lamp glows in either cab. - Change the destination board and train number as required. Enter the Tr. No. & DR's ID in the ESMON type speedometer. Now the rake is ready to leave the shed.

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HOW TO CHANGE THE CAB After stopping the train:- Place the reverser key in neutral position. - Switch off EP, PB and control switch. - Apply emergency brake and check that the brake cylinder pressure rises and BP pressure drops. - Operate BI key to 'off' position, take out BI key. Put the Brake controller handle in release position and lock BL. Change the destination board and train number as required. Enter the Tr. No &Dr's ID in the ESMON type speedometer. - Switch 'off' head light and switch 'on' Tail lamp/Tail board during night/day time. - While proceeding to other cab check electrical jumpers and pantographs visually and ensure that M/coach H.T. compartment doors are properly locked. - On arrival at the other end, ensure Tail light/tail board is kept 'off'. In the cab, put all the keys in proper places and ensure that BP pressure is dropped equal to that of the other cab and brake cylinder pressure is not '0'.Check the correct display of the destination board and train number. Enter the Tr. No. & Dr's ID in ESMON type speedometer. 2

- Charge BP and ensure BP pressure raises up to 5 Kg/cm and brake cylinder pressure drops to '0'. - Unlock BL, put control, PB and EP switch 'ON' and ensure EP supply light is glowing and PB application light extinguished. - Test tripping and closing of ABB, working of deadman's device. Functioning of EP/Auto brake, working of signal bell and Auto warning light. Check head light and flasher light. Ensure that fire extinguishers in the cabs are duly tested and sealed.

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HOW TO STABLE EMU/MEMU RAKE AT STABLING YARD (ACTM vol. III Para no. 30713) 1. When stabling an EMU train in the Car Shed or on a stabling line, the Motorman or LP (S) who has taken over the rake will carry out the following essential operations:a) Switch off the lights and fans. b) Trip the main circuit breakers and drop the pantographs. c) Destroy the Brake Pipe pressure, isolate the brake controller and return brake controller to the “release” position. d) Apply the hand brakes/Parking brake fully. e) Put off the main battery switch in the motor coaches. f) Lock the equipment compartments and driving cabs. g) Any other operations prescribed under local instructions. 2) When the rake is to be stabled, the Motorman/ LP (S) should invariably be at the leading driving cab. Backing an EMU rake to a siding with the Motorman/ LP (S) at the rear cab is strictly forbidden. 3) After stabling an EMU train or handing it over to the LP (S) , the Motorman before going off duty should convey to the supervisor- in- charge of the Car Shed or stabling line (or to the TLC) any defects or abnormalities noticed during the previous trips requiring immediate attention.

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NOTES

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ADDENDUM & CORRIGENDUM

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ADDENDUM & CORRIGENDUM

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CONTENTS PART – 2

Page Nos. 1.

Electrical Circuits for reference

a) Power Circuits

56

b) Control Circuits

58

2.

Pneumatic Circuits for reference

62

3.

Different COCs

66

4.

OHE & Pantograph Parts & Photographs of important equipments.

67 & 69

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1. ELECTRICAL CIRCUITS FOR REFERENCE a)Power Circuits

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AUXILIARY -I CIRCUIT

AUXILIARY -II CIRCUIT

(58)

CONTROL CIRCUITS COMBINED AUX.COMPRESSOR , PANTO & ABB CONTROL CIRCUIT.

(59)

CONTROL CIRCUIT OF MP, REVERSER, MOTOR CONTACTOR, OVER LOAD RELAY & MSWL Master controller

(60)

SR CONTROL CIRCUIT

LAMP INDICATION CIRCUIT

(61)

UNIT FAULT LAMP CIRCUIT

MODIFIE D UNIT FAULT LAMP CIRCUIT

(62)

2.PNEUMATIC CIRCUITS FOR REFERENCE MR/BP PRESSURE DISTRIBUTION IN EMU/MEMU

PNEUMATIC CIRCUIT OF EP BRAKE

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PARKING BRAKES SCHEMATIC DIAGRAM OF EP/PARKING BRAKE IN MOTOR COACH – EMU/MEMU. MODIFIED PARKING ARRANGMENT

PARKING BRAKE ARRANGEMENT IN AIR SUSPENSION RAKE

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PARKING BRAKE IN EMU AND MEMU This system of brake is provided in all the MEMU motor coaches and EMU motor coaches coac hes provided with air spring in secondary suspension. Parking brake is applied while the rake is stabled and thus to prevent rolling. Hence parking brake is a substitute of hand brake. Four numbers of parking brake cylinders have been provided in each motor coach adjacent to wheel number 1, 3, 5 and 7. These cylinders are mechanically coupled with existing brake cylinders' piston through lever arrangement. Function of parking brake cylinder is just opposite to the normal brake cylinder. When the air pressure is applied to parking bra ke cylinder, the brake gets released and when there is no pressure in the parking brake cylinder the brake is applied by the spring action. The spring is provid ed inside the parking brake cylinder. Working of the cylinder is being controlled by a magnet valv e provided in MR pipe line and is located locate d in driving cab. The magnet valve is energized through a switch in BL box in driving cab. During running condition the switch will remain in 'ON' position and thus air will be supplied to the parking brake cylinder through a limiting valve (known as parking brake limiting valve set at 5 2 kg/cm and is provided in driving cab) and parking brake will be in released condition. In stable c ondition, the parking brake switch is to be put 'off' and thus brake brak e will be applied. A governor is provided on parking brake brake cylinder line. This governor has two interlocks-one interlocks-one N/O contact connected in motor contactor control c ircuit and one N/C contact provided for indication of parking brake application in driver's LED indication panel. When parking brake is applied, applie d, there is no air in the parking brake cylinder. Then N/O contact of the governor will be opened causing non-closing of motor conta ctor and at the same time parking brake application indication will glow through its N/C interlock. During release of parking brake air will be availa ble in parking brake cylinder line. This will c ause closing of N/O contact resulting in closing of motor contactor and opening of N/C contact to extinguish the parking brake application indication. A bypass switch is connected in parallel with parking brake governor, so that in case of non-functioning non-func tioning of governor, the switch is to be put 'ON' to bypass the governor. A manual release device (release handle) is provided in the system to uncouple the parking brake manually if required. A bypass isolating cock is provided in parallel to parking brake magnet valve and is normally kept isolated. In case of failure of magnet valve, this cock is to be made normal to supply air to the parking brake cylinder bypassing the magnet valve. During shunting work in dead condition of motor coa ch, it is required to release the parking brake. So the release handle is to be operated to uncouple the parking brake lever which is coupled with the brake cylinder piston. Conditions warranting for mechanical release of Parking Brake. 1. Parking brake not released by putting PB switch in 'on' position due to any electrical fault or defect in magnet valve. 2. Non-availability of MR pressure. 3. Disconnection of 'A' or 'B' jumper in MEMU and 'E” jumper in EMU motor coaches provided with air spring in secondary suspension (parking brake in rear M/C to be released manually). 4. For movement of loose M/C in dead condition. 5. Any mechanical fault in the system.

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Instructions for Motormen for mechanical release of parking brake on line due to any of the reasons mentioned above. 1. 2. 3. 4. 5.

Provide skid, release EP & Auto brake. Keep the parking brake switch 'on' in BL box. Ensure parking brake MCB in driving desk is 'on'. Isolate parking brake isolating cock in affected M/C. Manually release the parking brake on wheel no. 1,3,5,7 in affected M/C & ensure brake blocks are released from wheels. 6. Put the parking brake governor bypass switch 'on' in affected M/C.

Note: In case of manual release of parking brake, 'parking brake on' LED indication in driver's desk will remain glowing. Improved version of Parking brake In improved version (modified arrangement) of parking brake syste m, if there is a pressure drop in MR, PB system will not be affected as there is a 3/2 way selector valve & this valve will not allow the PB cylinder to exhaust until unt il PB application valve is operated. Also there is a 9 ltr. capacity auxiliary reservoir which will keep the PB released in case of MR pressure drop. In case this air reservoir also gets exhausted then only PB are to be released manually by manual release mechanism. In modified system electrical failure will not cause PB application or releas e because unlike earlier the present magnet valves used are energize to apply & energize to release (two separate 3/2 wa y magnet valves are provided). In modified arrangement air will always be in PB system for keeping the PB in released condition. But if this air also leaks out then manual release mechanism has to be operated. This will happen in case of extreme emergency only. A current pulse has to be given to the release magnet valve, which will shift the spool s pool in the selector valve so the air supply from MR is connected to the PB cylinder to release. Similarly for application of PB the application magnet valve is to be made energized. This will shift the spool in the selector valve so the air in PB cylinder will be connected to atmosphere through exhaust port & PB will be applied. The magnet valves are not always energized. There is an electrical signal in the driver's cab. Whenever there is a pressure drop in the PB s ystem due to bursting of air pipe or any air leakage & PB gets applied this indication will glow in driver's desk. At the 2 same time there will be traction cut th rough the pressure switch (set at cut in 3Kg. /cm & cut out 2 Kg./ 2 cm ) provided in PB circuit. Asepa rate MCB is provided in PB circuit. In modified arrangement PB application is independent of power failure as it has energized to apply & energize to release type magnet valves. In case of disconnection of 'A' jumper PB is to be released manually in rear M/coaches. Mechanical arrangement is same as in earlier PB system. Quality of manual locking/ release mechanism has been improved.

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3. DIFFERENT ISOLATING COCK The isolating cock are provided in the different areas of pneumatic pipe lines to facilit ate the isolation of a particular circuit or equipment whenever required. When the handle of the isolating cock is parallel parall el to the pipe line it indicates the t he cock is opened to air supply & when 0 the handle is at 90 , the cock is closed c losed to air supply. Various Various isolating cock are: ar e: i) Compressor or isolatin isolating g cock to stop air supply from the main compr compressor essor.. CIC – Compress ii) BIC – Bogie isolating cock to stop air supply to the brake cylinder of a particular bogie. Each bogie is having an individual isolating cock. iii) EPIC – EP unit isolating cock to stop air supply to the EP unit of a particular coach. iv) ICA – Isolating cock for auto brake to isolate auto brake of a particular coach. v) Provided at both end of each coach for cut out MR pressure pressure MR Isolating Cock – Provided supply to a particular coach whenever required. vi) end of each coach for cut out out BP pressure pressure BP Isolating Cock – Provided at both end supply to a particular coach whenever required. vii) Provided d in driving cab to stop air supply to the horn circuit. Horn Isolating Cock – Provide viii) t o the dead-man valve valv e & is provided Dead-man Isolating Cock - To stop air supply to on BP pipe line below driving cab. ix) Isolating Cock for Control circuit - To stop air supply to the pneumatic control circuit of tap-changer and switch group & is provided in HT compartment compartment.. Generally this cock is known as control cock. x) To stop air supply to the Panto circuit. Panto Isolating cock - To xi) Air dryer isolating cock – To stop air supply to the air dryer in case of air leakage/non- functioning functioni ng of air dryer. There are three cock viz. 'A', 'B' & 'C'. In I n normal condition, cock 'A' & 'B' are to be kept open and cock 'C' wil l remain closed. In case of isolation of air dryer, cock 'C' is to be made open and cock 'A' & 'B' are to be made isolated. xii) Parking brake isolating cock with vent hole (located in driving cab/LT parki ng compartment where parking brake is provided) - To stop air supply to the parking brake and release the air from f rom parking brake cylinder. Thus parking brake needs to be uncoupled mechanically when parking brake is isolated since parking brake gets applied when there is no air in the parking p arking brake cylinder. In new EMU rakes parking brake isolating isolat ing cock is provided in each bogie. xiii) Parking brake magnet valve by-pass cock (where parking brake is prov ided) Normally the cock will remain in isolated isolat ed condition. In case of failure of parking brake magnet valve, the cock is to be made open so that MR pressur e will directly go to the parking brake cylinder by-passing the magnet valve. The cock is located in LT compartment/driving compartment/dri ving cab. In modified parking brake arrangement, arrangement , Rotex make magnet valve is provided which is having two push button, application & release. Therefore by-pass arrangement is not required in the coaches provided with modified parking brake arrangement. Following isolating cock are provided in newly supplied coaches provided with air spri ng: i) Air spring isolating cock (ASIC) – To stop air supply to the Air spring in entire coach. ii) Air Spring bogie isolating cock (ASBIC) - To stop air supply to the t he Air spring in each bogie.

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4. OHE & PANTOGRAPH PARTS

OHE PARTS

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PANTOGRAPH PARTS

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PHOTOS & LOCATION OF IMPORTANT EQUIPMENTS PANTOGRAPH ON ROOF

EMU & MEMU BOGIE

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SECONDARY SUSPENSION ARRANGEMENT WITH AIR SPRING

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Parking Brake Cylinder

Parking Brake Manual Releasing Chain for

Parking Brake Manual Releasing Chain for uncoupling

Parking Brake Cylinder

PARKING BRAKE ARRANGEMENT

Tsd Emu & Memu-2015 App Format

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