INITIAL TRINING COURSE FOR APPRENTICE TECHNICIAN (Elec.

EMU)
(ITI/Non ITI)
Module: Elect 45 / 46

Module No Module Description Duration Venue

Foundation Course 3W ETTC
ELEC-01 Foundation, Measuring / Portable Tools, Safety, 12D ETTC
First Aid, Fire Fighting, Material Handling and
Storage, Proper up-keep of work area.
ELEC-1.2 General Electrical Technology, and definitions 2D ETTC
of electrical terms
ELEC-1.3 Readings of Drawings, circuit diagrams 3D ETTC
ELEC-1.4 Basic Properties of Electrical Material 1D ETTC
Theoretical Training in the allotted streams 4W ETTC
ELEC-EMU-1.1 Rake formation, classification of coaches 1D ETTC
ELEC-EMU-1.2 Overview of power, auxiliary and control circuit 1D ETTC
ELEC-EMU-1.3 Names, sizes, location of major EMU 8D ETTC
equipments. (Power transformers, circuit
breaker, Panto, traction and auxiliary motors,
Arno, Relays, Line and auxiliary contactors,
Batteries, MP. Head light and marker light,
bogies, wheels, couplers, brake rigging,
compressors, exhausters and pneumatic valves).
ELEC-EMU-1.4 Maintenance Schedules, Critical points, settings 8D ETTC
and tolerance of Major EMU Equipments
ELEC-EMU-1.5 Testing, erection and commissioning of major 6D ETTC
EMU equipments
Training in other Related streams 2W ETTC
ELEC –Loco-1.1 Overview of power, aux and control circuit 2D ETTC
ELEC-Loco-1.2 Names, sizes, location of major equipments of 4D ETTC
Electric loco
ELEC Loco-1.3 Mainte. Schedules, critical points, settings and 3D ETTC
tolenance of major equipments.
ELEC Loco-1.4 Testing, erection and commissioning of major 3D ETTC
Electric loco equipments
Practical training in Loco, tour, Computer 17W Sheds/Manuf
training, Examination Feedback Units/ETTC

-------------------------------------------------- 1 ----------------------------------------------
 INTRODUCTION TO RAILWAYS

Indian Railways abbreviated as IR, is a Department of the Government of India, under the
Ministry of Railways, and is tasked with operating the rail network in India. The Ministry is headed by a
cabinet rank Railways Minister, while the Department is managed by the Railway Board.

Indian Railways has a total state monopoly on India's rail transport. It is one of the largest and busiest
rail networks in the world, transporting sixteen million passengers and more than one million tones of
freight daily. IR is the world's largest commercial or utility employer, with more than 16 lack
employees.

The railways traverse the length and breadth of the country; the routes cover a total length of 63,140 km
(39,233 miles). As of 2002, IR owned a total of 216,717 wagons, 39,263 coaches and 7,739 locomotives
and ran a total of 14,444 trains daily, including about 8,702 passenger trains.

Railways were first introduced to India in 1853. By 1947, the year of India's independence, there were
forty-two rail systems. In 1951 the systems were nationalized as one unit, becoming one of the largest
networks in the world. Indian Railways operates both long distance and suburban rail systems.

MINISTRY OF RAILWAYS (RAILWAY BOARD)

The ministry of Railways is in charge of the ministry of Railways who is a minister of cabinet rank. He
is assisted in his work by one or more ministers who are of the status of minister of state or Deputy
Minister.
The Railway Board is the chief administrative and executive body assisting the minister for Railways in
discharging of his functions.

The Railway Board at present consists of:

1. Chairman Railway board
2. Financial Commissioner of Railways.
3. Five members each in charge of Traffic, Staff, Mechanical Engineering,
Civil Engineering and Electrical Engineering.

Chairman Railway Board is ex-officio principal secretary to Govt. of India. In the ministry of Railways
he is solely responsible under the ministry of Railways for arriving at decisions on Technical questions
and advisory to the Govt. of India on the matters of Railway policy.
Financial Commissioner for Railways represent the ministry of finance on the board and also functions
as Ex-officio secretary to the Govt. of India ,in ministry of Railways in financial matters. He has direct
contact with the Finance minister , whom he keeps informed of developments in the Ministry of
Railways.
All the member are responsible for dealing with all aspects of technical subjects of which they are is the
in-charge in order to able to effectively discharge the duties and responsibilities from the increased of
development works.
The Railway Board has the following attached and sub ordinate offices.
ATTACHED OFFICES:
1. The Research Design and Standard Organization at LUCKNOW
2. Office of the Railway liaison officer with the Director General of supplies and disposals.
3 Railway Recruitment Boards at Allahabad, Bombay, Bhubaneshwar, Gauhati, Dhanpur, Bhopal,
Calcutta, Chandigarh, Chennai, New Delhi and Secunderabad.
4. Indian Railway Institute of Civil Engg Pune.
5. Indian Railway Institute of Signal telecommunications Engg. Secunderabad
6. Indian Railway Institute of Electrical Engineering Nasik.
7. Indian Railway Institute of Mechanical Engineering, Jabalpur.
8. Railway staff college, Vadodara.

-------------------------------------------------- 2 ----------------------------------------------
 INDIAN RAILWAYS ZONAL / DIVISIONAL SET UP AFTER APRIL 2003.

Established No. Of
Name of the Zone Divisions included
S.No Headquarter Division
with Route Kilometers with Route Kilometers
s
5.11.1951 1. Bhusawal (973)
Central Railway. 2. Mumbai (CST) (427)
01. (CR) Mumbai 05 3. Nagpur (894)
(RKM: 3714) 4. Pune (New) (510)
5. Sholapur (967)
1.10.2002 1. Danapur (699)
East Central Railway 2. Hhanbad (854)
Hajipur
02. (ECR) 05 3. Mughalsarai (311)
(New)
(RKM: 3426) 4. Samastipur (1046)
5. Sonpur (516)
East Coast Railway 2003 1. Khurda Road (693)
Bhubaneswa
03. (ECoR) 03 2. Sambalpur (705)
r (New)
(RKM: 3426) 3. Waltair (1114)
April 1952 1. Asanol (493)
Eastern Railway.
2. Howrah (755)
04. (ER) Kolkata 04
3. Malda (438)
(RKM: 2382)
4. Sealdah (696)
North Central Railway 01.04.2003 1. Agra (549)
Allahabad
05. (NCR) 03 2. Allahabad (1052)
(New)
(RKM: 3085) 3. Jhansi (1484)
North Eastern 1952 1. Izatnagar (1021)
Railway 2. Lucknow (1165)
06. Gorakhpur 03
(NER) 3. Varnasi (1221)
(RKM: 3407)
North Western 01.10.2002 1. Ajmer (1187
Railway (NWR) Jaipur 2. Bikaner (1737)
07. 04
(RKM: 5646) (New) 3. Jaipur (1135)
4. Jodhpur (1588)
1958 1. Alipurdar (841)
North East Frontier
2. Katihar (865)
Railway
08. Guwahati 05 3. Lumding (889)
(NFR)
4. Rangiya (New) (825)
(RKM: 3931)
5. Tinsukia (511)
14.04.1952 1. Ambala (987)
Northern Railway 2. Delhi (1275)
09. (NR) New Delhi 05 3. Ferozpur (1562)
(RKM: 6686) 4. Lucknow (1459)
5. Moradabad (1403)
02.10.1966 1. Guntakal (1401)
2. Guntur ( New) (622)
South Central Railway
Secunderaba 3. Hyderabad (573)
10. (SCR) 06
d 4. Nanded (New) (937)
(RKM: 5734)
5. Secunderabad (1314)
6. Vijayawada (886)
South East Central 01.4.2003 1. Bilaspur (764)
Railway Bilaspur 2. Nagpur (1289)
11. 03
(SECR) (New) 3. Raipur (New) (344)
(RKM: 2937)
12. South Eastern 1952 Kolkata 04 1. Adra (566)

-------------------------------------------------- 3 ----------------------------------------------
 Railway 2. Chakradharpur (709)
(SER) 3. Kharagpur (672)
(RKM: 2430) 4. Ranchi (New) (483)
South Western 01.4.2003 1. Bangalore (861)
Railway 2. Hubli (1076)
13. Hubli (New) 03
(SWR) 3. Mysore (1101)
(RKM: 3038)
14.04.1951 1. Chennai (844)
2. Madurai (1451)
Southern Railway
3. Palghat (1140)
14. (SR) Chennai 05
4. Trichy (1174)
(RKM: 5235)
5. Trivandrum (626)
6. Selam (xxxx)
West Central Railway 01.04.2003 1. Bhopal (969)
Jabalpur
15. (WCR) 03 2. Jabalpu (1083)
(New)
(RKM: 2925 3. Kota (873)
1. Ahmedabad (New)
(1410)
Western Railway 2. Bhavnagar (1312)
16. (WR) 5.11.1952 Mumbai 06 3. Mumbai Central (637)
(RKM: 6475) 4. Rajkot (637)
5. Ratlam (1121)
6. Vadodara (1357)

Konkan Railway (KR) is constituted as a separately incorporated railway, with its headquarters at
Belapur CBD (Navi Mumbai). It comes under the control of the Railway Ministry and the Railway
Board.

There are some more organizations attached to Railway board such as METRO RAILWAY at Kolkatta,
IRCON and RITES at New Delhi.

The Calcutta Metro is owned and operated by Indian Railways, but is not a part of any of the zones. It is
administratively considered to have the status of a zonal railway. Each zonal railway is made up of a
certain number of divisions, each having a divisional headquarters. There are a total of sixty-seven
divisions.

Production Units, the manufacturing plants of the Indian Railways, are managed directly by the
ministry. The General Managers of the PU’s report to the Railway Board. The Production Units are:

S.No Production Unit of Indian Railway

1 Diesel Locomotive Works, Varanasi
2 Chittaranjan Locomotive Works, Chittaranjan
3 Diesel-Loco Modernisation Works, Patiala
4 Integral Coach Factory, Chennai
5 Rail Coach Factory, Kapurthala
6 Rail Wheel Factory, Bangalore
7 Rail Spring Karkhana, Gwalior

-------------------------------------------------- 4 ----------------------------------------------
 DEPARTMENTS AND DEPARTMENT HEADS AT ZONAL AND
DIVISIONAL LEVLS

Sr No Department Zonal Head Divisional Head

1 Over all Administrative head GM DRM
2 Additional Head AGM ADRM
3 Electrical CEE Sr.DEE/TRS, TRSO, TRD, Maintenance
4 Commercial CCM SR DCM
5 Operating COM Sr DOM
6 Engineering CE Sr DE
7 Mechanical CME Sr DME
8 S&T CSTE Sr DSTE
9 Accounts F&CAO Sr. DFM
10 Personal CPO Sr. DPO
11 Stores COS Sr. DCOS
12 Medical CMO CMS
13 Security CSC Sr DSC
14 Safety CSO Sr DSO

ELEC-01

ELEC-01.01 MEASURING AND PORTABLE TOOLS

TOOL MATER SIZE USES PRECAUTIONS

IAL
Hand Drill Steel 3,6,12mm Used for making holes in Should be kept clean &
Iron wooden blocks and boards without grease should be
used straight.
Hack Saw Carbon 16,20,25, Used for cutting conduit G.I Keep straight while
steel 30cm pipes or mild steel cutting. Protect from rust
blades during storing, apply water
on blade while cutting.
Files (flat, Steel 3'' to 4'', To smooth the surface or Do not use without
round,) 8-35cm corners of any iron board etc handle. Do not use it as
hammer or poker.
Auger Bit Steel 6 to 25 mm For making holes in doors, Should not be used as base
windows to pass wires for hammering.
Pipe Vice Steel 25,50, Used for holding the pipes for Should not be used as base
100 mm cutting or filing. for hammering.
Bench Vice Steel 50,75, Should not be tightened too Should not be used as base
100mm much to break pipe. for hammering.
Hand Vice Steel 25,30, Used for holding wires while Should not be used for
50mm making joints. holding hot substances.
Center Punch Steel 100, Used for making guide holes Should not be used on high
150mm for drilling in metals speed steel.
Pipe Wrench

Screw Driver Steel 10, 15,20,cm Used for loosening or Avoid greasy or oily
tightening or to keep screws handle .Do not use in place
in position of Firmer Chisel. Use
proper size for particular
screws.

-------------------------------------------------- 5 ----------------------------------------------
Combina-tion Steel 15,20, For holding, twisting or Do not cut steel wires .Do
pliers 25cm cutting wires not hold any hot
substances.
Round nose Steel 10cm For holding, twisting or Do not cut steel substance.
pliers joining the wires at narrow Protect from rust.
places.
Side cutting Steel 20cm For cutting wire at narrow Do not cut steel substances
pliers places or ordinary places. For . Protect from rust.
removing insulation.
Cross peen Steel 1/4kg to2kg. Used for fixing clip and Never loose handled
Hammer making gitties hole in the hammer. Hammer handle
wall should not be greasy.
Ten on Saw or Steel 30.5cm, Used for cutting wooden Protect from rust. When
Hand Saw 40.5cm boards ,blocks casing etc. not in use, apply grease.
Try Square Steel 15,20,30cm To check the right angle of Do not use as hammer.
the corners Keep it safe avoid rust.
Electric Copper 25,40,65,125 To solder the joints of wires While using insulate
soldering iron bit KW and winding wires. yourself. Do not put iron
on the wires.
Electrician Steel 10cm It has two blades one for Protect from rust. Do not
knife blade removing insulation of wires use it for cutting wires.
and other for cleaning the
wires
Poker Steel 10,15cm Used for making pilot holes Do not use it on the metals.
Gimlet Steel 10mm to Used for making holes in Should not be used on
25mm wooden things(Blocks & metals.
boards)
Pipe Wrench Steel 15cm to Used for opening or Should not be used as a
60cm tightening conduit pipes. hammer. Avoid greasy
handle.
Crimping tool Steel 1.5 to As soldering on Aluminum Do not use it on thick steel
2.5,6mm conductors ,difficult ,this made sleeves or lugs.
pliers is used to crimp the
joints lugs.
Drill machine Steel Bit size Used for making holes for Never use this bit on iron
with Masonry 3,6,12, plastic plugs in Marble stone to make holes.
drill Bit 20mm tiles, other such tiles and
stone walls or brick walls
Measuring -- Different Used for measuring the Do not twist the open tape.
tape lengths (1m, dimension of the wiring .It is Avoid from rust (steel
10m, 20m) made of steel or cotton cloth tape)
Pipe cutter Steel -- Such cutters are used to cut Oil the joints from time to
the conduit pipes .Three tool time.
steel, roller cutters are used to
cut the pipes. For cutting -
hold the pipe in cutters, and
tighten it, rotate it again,
tighten it and rotate the cutter.
Reamer Steel -- It is used for removing burs Keep it clean with help of
of mouth of newly cut pipe or brush.
newly threaded pipe.
Spanners Sets- Steel -- Spanners come in different Do not use key as
(Double sizes to suit different purpose. Hammer. Use proper key
ended, ring, These are used to tighten and for proper nut.

-------------------------------------------------- 6 ----------------------------------------------
 slide, box) loosen bolts, nuts, and screws
etc.
Firmer chis Steel 1.25cm, Used for making pilot holes Do not use it on the metals.
1.9cm for fixing wood Screw.
2.54cm.
Cold chisel Steel 10cm, Used for chipping, scraping Always strike with mallet.
15cm and grooving in wood. Grind it on water stone. Do
not use in place of screw
driver.
Screw Driver Steel 10,15,20, Used for loosening or Avoid greasy or oily
30cm tightening or to keep screws handle. Do not use in place
in position. of Firmer Chisel. Use
(small size screw driver is proper size for particular
called Connector) Screws.
Electric Copper 25,40,65W To solder the joints of wires While using insulate
soldering iron bit and winding wires . yourself.Do not put iron on
the wires.

ELEC-01.02 PRECAUTIONS TO BE TAKEN WHILE HANDLING TOOLS AND

EQUIPMENT:

Great caution and care is required in handling tools. A worker is liable to injure himself in addition to
the damage caused to the tools or work, if he at any time is slack in handling them. The following are
the safety precautions in the handling of tools:

1. The sharp-edged tools such as pocketknife, chisels should never be put in pocket without shield,
and while working with such tools, care should be taken not to place hand or finger in the path of
motions of the cutting tools. Also, care should be taken not to hand over the sharp-edged tool
with its sharp edge side.
2. When cutting with a chisel always cut away from you rather than towards you.
3. Before using a hammer, its handle must be examined, whether it is properly secure or not. It should
not be oily or greasy.
4. When making a cut with hacksaw, the cut must be guided first with finger and thumb of one hand;
otherwise, the blade is liable to break which may cause serious injuries.
5. After using tools, they should never be left at the top of ladder or any other high-level place since
they may fall accidentally and cause injury.
6. Only a suitable tool should be used for the proper purpose and if particular tool does not suit the
purpose, do not abuse the tool; try to have a new tool matching the need.
7. All injuries must be attended immediately, since delay may cause infection.

ELEC-01.03 PRECAUTIONS TO BE TAKEN WHILE HANDLING THE

ELECTRICAL EQUIPMENTS:

1. Always be careful. Do not think of others while working on electricity.

2.You should not energize any conductor unless you are sure that all is clear and there is none
working on it.
3. You should not tamper unnecessarily with any live electrical gear.
4. You should not disconnect any plug by pulling the flexible cable.
5. Before replacing a blown fuse, always remember to put the main switch ‘off’.
6. Safety demands a good earthing. Hence, always keep earth connections in good conditions.
7. Before using portable electrical things, see that these are well earthed.

-------------------------------------------------- 7 ----------------------------------------------
 8. While handling an electrical appliance like table fan, iron, heaters, etc., be sure that they are
disconnected from the supply. Switching off is not enough. Leaky insulation may give serious
shock. Live wires should always be connected through the switch.
9. Do not put a sharp-edged tool in your pocket.
10.If you want to hand over any sharp tool- like knife, screw driver, file , hand saw etc., to
someone else, give it from handle side otherwise it can injure the hand.
11.In rainy season, apply grease on tools to avoid rust.
12.In case of electric fire, do not throw water on live conductor and equipment as it is
dangerous. The best remedy is to disconnect the electric supply immediately and throw sand
or dust on the fire.
ELEC-01.04 SAFETY AND ELECTRICAL SAFETY

SAFETY

Safety is the state of being "safe", the condition of being protected against physical or other types or
consequences of failure, damage, error, accidents, harm or any other event which could be considered
non-desirable. This can take the form of being protected from the event or from exposure to something
that causes injury, life or property losses.

ELECTRIC SHOCK

An electric shock can occur upon contact of a human or animal body with any source of voltage high
enough to cause sufficient current flow through the muscles or nerves. The minimum current a human
can feel is thought to be about 1 milliampere (A). The current may cause tissue damage or heart
fibrillation if it is sufficiently high. A fatal electric shock is referred to as electrocution.

PRECAUTIONS TO BE TAKEN TO PREVENT ELECTRIC SHOCK

(1) Care in handling all electrical apparatus and equipments is the only effective safe guard against
injury and death.
(2) Never use appliance etc . Damaged or frayed leads.
(3) Replace immediately broken switches and plugs .
(4) Check that all metallic parts of the electrical equipments are effectively Earthed.
(5) Never place bare wires of leads in plug . Fit a plug top.
(6) Check proper working of safety devices.
(7) Keep proper condition of electrical hand tool .
(8) Use correct rating of fuses .
(9) Never tamper unnecessarily with any live apparatus.

ELEC-01.05 FIRST AID

1) If an electrician or any person is still in contact with the live wire or equipment, he or she must be
quickly released from the electric current by :-
2) Switching off, if it is not available –
3) Pulling out plug ,etc ,If it is not possible –
4) Insulate your self from the ground ,by using a rubber mat, dry wood or clothing ,and free the victim
free.
5) Extinguish any spark (if there is) in the clothes of the patient. Ascertain whether he is breathing or
not .Send for doctor .
6) Till the doctor arrives, give first aid for resuscitation.
7) These are three methods: -
1. Prone resuscitation
2. Mouth-to-mouth resuscitation
3. Mouth-to-nose resuscitation

-------------------------------------------------- 8 ----------------------------------------------
 ELEC-01.06 FIRE FIGHTING

FIRES
Fire means the combination of any burnable material that can burn with the help of Oxygen and heat.
As a result of which a chemical reaction will take place, which will be accompanied with smoke and
heat. The smoke will not present sometimes, but the heat will be present always.
Firefighting is the act extinguishing destructive fires. A firefighter fights these fires and prevents
destruction of life, property and the environment. Graphical representation detailing the three elements
of fire are :-

FIRE TRIANGLE

The main three elements needed to sustain combustion are:

AIR , FUEL and HEAT

AIR FUEL
(Blanketing) (Starvation)
Fire
Triangle

HEAT (Cooling)

To extinguish a fire, it is necessary to remove one or more of the three components of combustion.
Removing any of these will not allow combustion to continue. Firefighters work by

• Limiting exposure of fuel that may be ignited by nearby flames or radiant heat
• Containing and extinguishing the fire
• Removing debris and extinguishing all hidden heat to prevent rekindling

Firefighters' goals are to save life, property and the environment. A fire can rapidly spread and endanger
many lives. To prevent fires from starting a firefighter's duties include public education and conducting
fire inspections.

CLASSIFICATION OF FIRES :

Fires are classified as class A, class B and class C:

1. Class A: Fires which acquire in common computable material such as wood, paper etc.., these fires
can be readily extinguished by water or solution containing large quantity of water.

2. Class B: Those where water should not be used. For e.g. Fires involving kerosene oil, diesel or
lubricating oil for extinguishing these fires some blanketing agent is required such as foam, which
deprives the fire of its oxygen requirements

3. Class C: These are those acquire in electrical equipments. The use of water in foam
type extinguished is not permitted. The fires are extinguished by employing some
insulating like sand or C4CL (carbon tetra chloride) or CO2 (carbon-di-oxide).

-------------------------------------------------- 9 ----------------------------------------------
Type of Extinguisher Class A Class B Class C
Water Suitable Unsuitable water will Unsuitable water being
spread and incur fire conductor should not be used
on live electrical equipment
Foam type Suitable for both Suitable smothering Unsuitable foam being a
smoothening and blanket does not conductor should not be used
wetting action dissipate floats on top on live electrical equipment
of liquid
Dry chemical powder Suitable for small Suitable chemical Suitable, chemical is non
surface fires only releases smothering gas conductor fog of dry
and shields operated chemical powder shields
from heat operated from heat
Carbon di-oxide Suitable Suitable, does not leave Suitable, non conductor and
any residue or effect does not damage equipment
their equipment or
foodstuff.

TYPES OF FIRE EXTINGUISHERS

There are different types of fire extinguishers for different types of fires. The commonly used types are
described below.

1. Soda – Acid fire Extinguishers :- This is used for ‘A’ class fire only. This type of
extinguishers is cylindrical or conical shape . Inside it , above a solution of soda and water, is
small glass flask containing sulphuric acid . When the extinguisher is inverted the acid
mixes with the solution and reacts with soda to generate carbon dioxide gas pressure then
forces the solution out of the hose .It can extinguish fire which is up to a about on the way
from the fire extinguisher. It is suitable for fires of wood, cloth, Papered .But un suitable for
petrol, oil, spirit and electrical fires.

2. Carbon Dioxide Extinguishers:- This type of extinguishers has a horn like nozzle and is
therefore, easily distinguished from other types . It contains liquid carbon dioxide forms flakes
that vaporize and blanket the fire . It is used to extinguish electric fires and fires involving
liquids. It is effect against small surface fires and not use in the open air .

3. Foam Extinguishers:- This type will put out the fire by blanketing method. It is used for
‘B’class fire only. Form extinguishers are used against inflammable liquids and small fires in
solid they cannot be used against electrical fire as both water and foam electricity . A foam
extinguisher contains water, sodium bicarbonate, an agent for strengthening the foam and a
phial containing aluminium sulphate powder. When mixed they form a foam of CO2 bubbles.
All the foam type file extinguishers should be operated in turn over type position only.

4. Carbon-tetrachloride Extinguisher (CTC):-It comprises a cylindrical metal container containing

carbon tetrachloride liquid. When release fire. It is suitable for electrical fires but it should not
be used in enclosed places as the vapour is poisonous.

5. Dry Chemical Powder extinguishers (DCP): This type of extinguishers put out the fire by
smeathering or blanketing method . This is used for B,C,D & E class fires. This should be
operated in upright position only. (97% Sodium carbonate +one 1/2 magnesium streeke +1%
magnesium carbonate +one ½ dry calcium phosphate = dry CO2)

-------------------------------------------------- 10 ----------------------------------------------
ELEC-01-07 MATERIAL HANDELING AND STORAGE

Material handling with reference to stores depot could also be defined as a systematic and systemic
process of shifting, transfer, movement, handling and supply of materials to the users with the aid of
modern equipments.
The main objectives are:-
1. To avoid frequent leakages, breakages, damages and deterioration
2. To ensure minimum space utilization in order to have more capacity of depots for stocking
materials.
3. To reduce handling cost, such as labor and overhead expenses.
4. To save the time and manpower.
5. To have easy receipt issues and inspection.
6. To conduct rapid stock verification either by accounts or departmental.
7. To shift materials with in specified time.
The achievement of above objectives requires a detailed analysis of various aspects of material
handling as the problems of material handling vary from situation to situation. How ever it depends
upon the following factors.
a) Nature of the material to be ,moved or stacked.
b) Distance involved in movement.
c) Quantity of material for movement
d) Time specified for movement.
In stores depots there are various types of materials such as light, heavy, small and bulky in weight.
Each type of material to be handled or moved requires a program based and time based operation after
analysing, what to move, when to move and how to move.

Storage:-
Due to the fact that capital expenditure is incurred for purchase of stores, the material kept in stores
depots can be treated as “unproductive cash” till it is consumed. Prolonged keeping of stores may affect
more of dividend to the General revenues. Therefore, it becomes essential on the part of Railway
Administration to have a proper upkeep , to safeguard from thefts, damages, leakages, careless handling
and also periodical inspections and checks.
The stores and material stored in stores depots are distributed among different wards, each ward
containing material of one or more classes of stores. The wards are distinguished by alphabetical letters
for facility of reference.

ELEC-01-08 PROPER UPKEEP OF WORK AREA

Cleanliness is the absence of dirt, dust, stains, waste, unused material, bad smells and clutter.
Purposes of cleanliness include health, good look, and to avoid the spreading of dirt and contaminants to
oneself and others.

Proper Up Keeping of the work area is an very important activity be to followed in the work area.
Following points to be noted:-
1. Material stacking to be done properly, new material and used material to be kept separately.
2. New material received from stores to be located separately in the place nominated
3. Un-used / condemned material should be segregated as ferrous and non- ferrous and be to
kept separately.
4. After collection of sufficient scrap / condemned material, same to be handed over to the
concerned section for further disposal.
5. Work area should be kept clean, waste or un-wanted material should be thrown in the dust
bins.
6. Proper ventilation and illumination is to be ensured at the work spot.

-------------------------------------------------- 11 ----------------------------------------------
 7. Tools and Measuring instruments including testing appliances should be handled carefully
and should be kept at the nominated location.
8. Lubricants, oils, cotton waste are to be kept separately to avoid fire accidents.
9. Inflammable materials like acids and gas cylinders should be handled carefully. A fire
fighting arrangement should be provided in this area.
10. First Aid box should be provided at easily accessible area.

ELEC-1.2 GENERAL ELECTRICAL TECHNOLOGY

ELEC-1.2.01 FUNDAMENTALS OF ELECTRICITY

Symbol:- Symbol is a simple representation of an electrical appliance or device which has no

significance in size or shape. These symbols are used for making out the diagrams.
Cell:- It is source of electrical energy where the chemical energy is converted in to electrical energy by
the chemical reaction. It produces DC current
Battery:- Battery is a combination of more than one cell connected together either in series or in
parallel.
DC Generator:- It is a machine which converts mechanical energy in to electrical energy. It produce
DC current.
AC generator or Alternator:- It is as same as DC generator, but produces alternating current. If it
produces single phase it is called alternator, or if it produces three phase supply it is called as three
phase alternator.
DC Motors:- It is a machine which converts electrical energy into mechanical energy. It works on DC
supply.
AC Motor:- It is as same as DC motor, but it works on AC supply. If it works on single phase supply it
is called as single phase AC motor or if it works on three phase supply it is called as three phase AC
motor.
Ammeter:- It is a measuring instrument for measuring the current flowing in the circuit. It should be
connected in series to the receiver.
Voltmeter:- It is a measuring instrument for measuring the voltage across the generator or receiver or
any equipment. It should be connected in parallel to the device across which voltage is to be measured.
Lamp (receiver):- It is an object which converts electrical energy into heat and causes illumination.
Resistance:- It is the property of a material which opposes the free flow of current in the circuit.
Coil:- It is a conductor made into several turns and used in electro-magnet, relays, motors, etc.
Conductor:- It is a material which allows the flow of current with negligible resistance from on place
to another. Metals like silver, copper, aluminum are good conductors.
Earth:- Earth is a good conductor. Many electrical circuits are closed through the earth.
Transformer:- It is static device which transfers electrical energy (AC) from one coil to another with
increase or decrease the voltage without changing the frequency.
Auto Transformer:- It is a single winding transformer which is capable for giving variable voltage
according to the requirement as per designed.
Fuses:- It is a protective devices for an electrical circuit. It causes a cut in the circuit automatically
whenever current passes in a circuit more then the predetermined limit.
Switch:- It is a device which closes and opens the electrical circuit.
Circuit breaker:- It is also a switch used for closing and opening the circuits, but it opens
automatically when there is an abnormality in the circuits.
Double pole switch:- It is a switch for opening and closing the circuit in two different levels
simultaneously.
Three pole switch:- It is a switch for closing and opening the three phase supply.
Alternating current :- The current which flows in both directions and changes its polarity and value at
a regular intervals is called alternating current or AC
Direct Current :- The current which always flows in one direction and does not change its polarity and
value is called Direct Current or DC.

-------------------------------------------------- 12 ----------------------------------------------
Terminal :- It is the point at which the electrical appliances are secured one to the other firmly is called
as terminal.
Insulator:- It is an object which offers very high resistance to the flow of current in an electrical circuit.
Electricity :- Electricity is a form of energy produced by the flow of electrons in a closed circuit when a
generator or battery maintains the potential difference. It is not visible to us, but its effects are felt and
realized.
Electrical Circuit :- It is a continuous path and is an assembly of source of supply, receiver, connecting
wire terminals and switches.
Source of Supply :- The apparatus which generates electric voltage difference, Ex. Cell, Dynamo,
Battery, Generators etc.
Receiver :- The apparatus which receives electric current and produces work. Ex Lamp, Heater, Motor
etc.
Connecting Wires :- It is a metallic path or the conductor through the electric current flows. Ex.
Cupper, Aluminum wire etc.
Work :- It is said to be done by force F when the point of its application moves through a distance S.
The unit of work is Newton- metre or joule. Mathematically
Work= Force x distance. (W=F x S)
Power:(kW) :- The rate of doing work is known as power. In the case of mechanical power, it is the
work done per second where as in electric power it is the product of voltage and current.
i.e. P = V x I. In case of DC supply and in case of AC supply it is the product of voltage, current and
power factor i.e. P = V x I x cos φ
Mechanical power unit is horse power or HP
Electrical power unit is Watt or Kilo Watt
One kilo watt = 1000 Watts = 1.34 Horse power
One Horsepower = 736 Watt.
Magnet : It is the substance having the properties of attracting iron and its alloys.
Properties:
1. The magnet always attracts iron and its alloys.
2. The magnet has two poles and when it is freely suspended, it comes to rest pointing north and south
directions.
3. Like poles repel and unlike poles attract each other.
4. If a magnet is broken into pieces, each piece becomes an independent magnet.
5. A magnet loses properties when it is heated, hammered and dropped from height.
6. A magnet can impart its properties to any magnetic material.
Electromagnet : -The magnet, which loses its properties as soon as the electrical supply is removed,
is generally known as electromagnet.
Magneto motive force (M.M.F) : It is the difference of magnetic potential, which maintains a magnetic
flux in a magnetic circuit. It is just like E.M.F.
Generator :- It is a machine, which converts mechanical power into Electrical Power. It works on the
principle of Faraday’s law of Electromagnetic Induction.
Inductance (L):- The property of a coil due to which it opposes the change of current flowing through
it is called inductance of the coil. It is measured in Henry. e g : choke.
Flux (ø):-The quantity of magnetic lines of force produced by a magnet is called magnetic flux. It is
measured in Weber.
Capacitor or Condenser:-(C) Two conducting surfaces separated by an insulating material or
dielectric is called a capacitor or condenser. It is a device to store electrical energy and to release it
when required. The capability of a capacitor to store charge is called capacitance. The unit of
capacitance is Farad (F).
Diode:- A PN junction is known as a semi conductor device and it allows current to flow in only one
direction.
Transistor:- A semi conductor device consisting of two PN junctions formed by sandwiching either p
type or n type semi conductor between a pair of opposite types is known as a transistor.
Silicon Controlled Rectifier :-It is a semiconductor device working as diode with a gate, which
controls the output voltage

-------------------------------------------------- 13 ----------------------------------------------
Integrated Circuits :- It is a small semiconductor chip having a number of conventional electronic
components like resistors, capacitors, diodes, transistors etc inbuilt. It can perform all the operations that
a conventional circuit can do. It is very less prone to failure
Circuit:- It consists of source of supply, fuse ,switch, receiver or load and connecting wires.

ELEC-1.2-02 VOLTAGE AND ITS ANALOGY

VOLTAGE OR TENSION: - The electrical potential difference created and maintained by the source
of supply between its two terminals is called Voltage or Tension.
Voltage is represented by “V” or “U”

The instrument used to measure the Voltage is VOLTMETER. This instrument is always connected in
parallel to the device across which the voltage is to be measured. The unit of Voltage or Tension is
VOLTS.
Different Type of Voltage:
(i) Safe Voltage 24 volt to 32 volt
(ii) Low Voltage 110 volts to 250 volts
(iii) Medium Voltage 250 volts to 650 volts
(iv) High Voltage Above 650 Volts

ELEC-1.2.03 CURRENTS AND ITS MEASUREMENT

CURRENT: - Current is a flow of electrons in a conductor. It is an energy, which flows in a closed

circuit and produces some work. It always flows from higher level to lower level of potential. The
higher level to a source of supply is positive (+ ve) and lower level of the source of supply is negative (-
ve). If there is a cut in the circuit the flow of current will stop and the receiver will stop working. The
more is the voltage of the source of supply the more will be the flow of current in the circuit, similarly
the less is the voltage of the source of supply the less will be the flow of current in the current.
INTENSITY: - The rate of flow of current per second in the circuit is called Intensity. It is represented
by “I”
AMMETER: - The measuring instrument of current is called “Ammeter”. It should always be
connected in series in the circuit. The symbol of the Ammeter is “A” .
AMPERE or AMPS: -The unit of current is called ampere or Amp, and is denoted by “A”.
TYPES OF CURRENT :- It is of two types namely -
(a) DC Current (DC) and (b) Alternating Current (AC)
DIRECT CURENT (DC) – The current which always flows in one direction and does not change its
polarity and value is called Direct Current or DC
ALTERNATING CURRENT (AC) - The current which flows in both directions and changes its
polarity and value at a regular intervals is called alternating current or AC.

ELEC-1.2.04 RESISTANCE AND ITS MEASUTREMENTS

Resistance :- It is the property of the material which opposes the flow of current. In a circuit, work
done by receiver is only when it opposes the flow of current and the opposition offered by the receiver
for the flow of current is called as Resistance.
Ohm Meter :- The measuring instrument of Resistance is called Ohm Meter.
OHM :- The unit of measuring of resistance is called OHM. Resistance depends upon the length, cross
section and nature of material used in the wire.
Specific Resistance (ρ):
R = ρ x L/ A
Where R = Resistance
ρ = Specific Resistance of a material used in the wire
(Ohm- meter)
l = length of the wire
A = Area of cross section of the wire.

-------------------------------------------------- 14 ----------------------------------------------
ELEC-1.2.05 RELATION BETWEEN “V” , “I” & “R”

OHM’S LAW: OHM’S law states that the ratio of the potential difference (V) between any two points
of a circuit to the current (I) flowing through it is constant provided physical conditions i.e. temperature
constant. This constant is known as resistance (R) of circuit.
i.e. V / I = R or I = V / R or V = I x R
Magic triangle:

I R

What ever you want place your thumb on it the others two will tell the result.

ELEC-1.2.06 FARADAY’S LAW OF ELECTRO MAGNETIC INDUCTION

Faraday’s Law: The emf induced in a coil is equal to the negative of the rate of change of magnetic flux
linked with it.

E = - N dφ / dt
Time varying of magnetic field produces an electric field.
1.When ever a conductor is cut across the magnetic field an
emf is induced in that conductor.
2.The magnitude of induced emf is directly proportional to
the rate of change of flux linkages.
3.The emf induced in a conductor depends on the rate of
change of flux which can be produced in the following
manner.
(a) Whenever a conductor is moved in a magnetic field emf is induced in that conductor. This emf is
said to be dynamically induced emf. E.g. Generator.
(b) When ever the conductor is kept stable but the current flowing through the conductor is changing
(AC) then an emf is induced in that conductor. It is said to be statically induced emf e.g.
Transformer.

FLEMING’S RIGHT HAND RULE:

Hold the right hand with the thumb, first finger
and middle finger mutually perpendicular to each
other. It the thumb points out the direction of
motion and the first finger represents the magnetic
flux and the middle finger represent the direction
of flow current in the conductor. Then the thumb
will indicate the direction of force exerted in the
conductor.

LENZ’S LAW
This laws state that the electro-magnetically induced current always flows in such a direction that the
action of magnetic field setup by it tends to oppose the cause which produces it.
Or The Lenz’s law states that “the induced current due to the induced emf always flows in such a
direction as to oppose the charge causing it”.

-------------------------------------------------- 15 ----------------------------------------------
FLEMING’S LEFT HAND RULE:
Hold the left hand with the first finger Middle finger and the thumb mutually perpendicular to each
other. If the first finger represents the direction of magnetic flux and the middle finger represents the
direction of current flow in the conductor, then the thumb will indicate the direction of force exerted in
the conductor.

ELEC-1.2.07 TRANSFORMER

Transformer is a device that transfers electrical energy from one circuit to another through inductively
coupled electrical conductors. A changing current in the first circuit (the primary) creates a changing
magnetic field; in turn, this magnetic field induces a changing voltage in the second circuit (the
secondary). By adding a load to the secondary circuit, one can make current flow in the transformer,
thus transferring energy from one circuit to the other.

The secondary induced voltage V2 is scaled from the primary V1 by a factor ideally equal to the ratio of
the number of turns of wire in their respective windings:

V1/V2 = N1/N2 = I2/I1

By appropriate selection of the numbers of turns, a transformer thus allows an alternating voltage to be
stepped up — by making N2 more than N1 — or stepped down, by making it less. A auto transformer
consists of single winding on a single core without any secondary winding. Several number of taps are
provided on its turns. Different voltages can be obtained by tapping from different taps as per
requirement.

ELEC-1.2.08 MEASURING INSTRUMENTS

Various circuit parameters are required to be measured such as voltage, current, resistance, power,
energy. The current transformers(CT) and potential transformers(PT) are specially designed for using in
the system where secondaries are connected to meters for measuring of current and voltage.

Name of the Meter Measuring Parameter In Units

Ammeter Current Amperes
Voltmeter Potential Difference(Voltage) Volts
Watt meter Power Watts
Ohm meter Resistance Ohms
Frequency meter Frequency of Supply Hertz
Megger Insulation Resistance Mega Ohms
Energy meter Energy Watt Hour(KWH)

ELEC-1.2.09 SIMPLE ELECTRICAL CIRCUITS

Open Circuit :-In this circuit the switch is in open condition

Closed Circuit:- In this circuit the switch is ‘ON’ position, so the current passes through it.
Short circuit :-Circuit having very low resistance of wires only is called ‘Short Circuit’.

-------------------------------------------------- 16 ----------------------------------------------
Bulb or Receiver Bulb or Receiver

I = 0 Amp I
Switch
closed

Switch
Open

V V

OPEN CIRCUIT CLOSED CIRCUIT

Earth or leakage circuit:- If any wire of the supply touches the body of an appliance, then it is called
‘Earth circuit' (or) Leakage circuit.

ELEC-1.2.10 SERIAL AND PARALLEL CONNECTIONS

Electrical connections can be made in many ways and they are mainly classified as Series Circuits and
Parallel Circuits.
SERIES CIRCUIT
The circuit in which number of resistors is
connected end to end is called series circuit. R1 R2 R3
I

V1 V2 V3
A series circuit have following characteristics
1. Same current flow the all parts of the circuit .
2. Different resistors have their individual voltage V
drops and this voltage drops are additive. +
3. Applied voltage equal to the sum of voltage drops.
4. Resistances and powers are additive.
PARALLEL CIRCUIT
The circuit is which one end of the resistors is joined to a common point and the other ends are also
joined to another common point is called parallel circuit.
I1 R1
The characteristics of parallel circuit are
1. Same voltage acts across all parts of the circuit. R2
2. Different resistors have their individual current I2
3. Branch current and powers are additive
I I3 R3

V
+

-------------------------------------------------- 17 ----------------------------------------------
 Series Circuit
1) Receivers are connected in the form of chain
one after another.
2) Total resistance of the circuit is equal to the
sum of all receivers .
i.e R =R 1+ R2 + R3……….
3) Voltage is divided according to the
resistance value.
4) Intensity is constant through out the
circuit.
5) A cut in the circuit causes total failure of the
circuit.
6) Power varies according to the number of
receivers connected in the circuit
Parallel Circuit
1) Receivers are connected directly to the
generator.
2) In this connection the formula is used to find
total resistance
1/R=1/R1 +1/R2 + 1/R 3+……….
3) Voltage remains constant in all receivers.
4) Intensity is divided according to the
resistance value on each branch.
5) A cut in the circuit causes failure of that
particular branch only.
6) The power of receivers remains same as
Generator.

ELEC-1.2.11 SHORT CIRCUIT

An electrical circuit is having two different levels known as positive and negative level. From
positive terminal of the generator to the negative terminal of the receiver is termed as positive level.
From the negative terminal of the generator is termed as negative level. Whenever these two different
levels come in contact with each other with negligible resistance the circuit gets completed through this
accidental contact. Due to this effect the receivers are bye-passed and resistance is reduced to the
minimum in the circuit. Intensity in the circuit increase to the maximum. This phenomena is called as
short circuit. So, an accidental contact between two different levels of a circuit with minimum resistance
is known as short circuit.
Effects of short circuit:-
1) Receiver in the circuit is bye-passed. There by the resistance decreases abnormally, Intensity of
current in the circuit gets increased suddenly & abnormally.
2) Abnormal increase of intensity of current causes to produce excessive heat in the circuit.
3) This increased heat causes the insulation of the conductor to get melted.
4) Due to damaged insulation generator and windings will develop further short circuits internally.
5) Due to high temperature fire accidents will takes place.
6) Life of the generator or motor gets reduced.
7) If there is permanent short circuit in different level, it will cause repeated melting of fuse which
results in failure of the circuit.
Note: Any number of contacts in the same level either in +ve or –ve level will not cause the
short circuit effect.
Reasons for Short Circuit:-
1) Old or punctured insulation.
2) Loose or hanging wires.
3) Wrong connections.
4) Naked wired (un-insulated wires) are placed very closely without sufficient gap.
5) Contact of out side wires.
6) Contact due to left over tools.
7) Contact due to water leakage.
8) Contact of rubbing cables with loco body.
Preventive measures:-
1) Wires should be of proper insulation according to the current flow of the circuit.
2) Terminals are to be provided with holders for proper fixing.
3) Cables are to be numbered at the terminal points to avoid wrong connections.
4) Water leakage on the circuit should be arrested.
5) Cables and wires are to be fixed with wooden clips, and clamps to avoid rubbing with moving parts.

-------------------------------------------------- 18 ----------------------------------------------
ELEC-1.2.12 ELECTRICAL POWER

POWER :- The work done by a receiver per second is called the power of the receiver. It is represented
by “P”. In a circuit, if the voltage at the terminals of the receiver is V and the current
flowing in the circuit is I, hence the power of the receiver P = V I
Measuring Instrument of Power :- The measuring instrument of small unit of Power is “Watt Hour
Meter” (WH) and the measuring instrument for large amount of power is “Kilo Watt Hour
Meter” (KWH)

ELEC-1.2.13 ARC AND BAD CONTACT

Safety gap: Normally the current flows through a conductor in a closed circuit. If there is any cut in a
circuit flow is stopped. But, the electrons will try to jump over the gap caused by the breakage of
conductor. If the voltage is 1000 V, then the electrons can jump to a distance of 1 cm without any
conductor. This will cause forming of arc and fire accidents. Some times this will cause short circuit
effects also. To avoid this effect sufficient safety gap should be provided between two conductors and
loco body.
Arc: On high voltage circuit if there is a cut in the circuit with insufficient safety air gap the current
passes from one end of the broken part to the other end of the broken part to the other end and forms an
arc. So, the circuit will be completed through this arc and receiver will function. The phenomena by
which the current passes in the form of an arc ie. termed as bad contact.
Bad Effect:
1. Due to the arc heat is produced.
2. The bad contact offers extra resistance,so the intensity of this circuit decreases.
3. Since bad contact is getting as an extra-receiver applied voltage is divided.
4. Due to this decrease of current and sharing of voltage, the power of the receiver gets reduced.
5. The heat produced by the bad contact melts the terminate of the conductor and also leads
electrical fire.
Note: The loose terminals in the circuit can also acts as bad contact.

ELEC-1.2.14 EARTH RETURN CIRCUIT

Common wire: When there are number of receivers connected to a generator in parallel connection,
the negative wires of the receiver can be connected to a single wire and which can be connected to the
negative terminal of the generator. In the same manner if there are generates feeding different circuits,
the negative wire can be a single wire known as common wire. This common wire is used for the return
path of the circuit.

Return path through earth:

Earth is a good conductor of electricity. Taking thin advantage instead of using a common wire the earth
is utilized as a conductor for the return path of the circuit. The negative terminal of the generator or a
transformer is buried in the earth and also the negative terminals of the last receiver is buried in the
earth. Now the current from positive terminal of the generator passes through the conductor to the
receiver connected. And from the negative terminal of the receiver the current passes through the earth
to the negative level of the generator and there by completes the circuit. Due to this arrangement 50% of
the conductor as well as the expenditure is saved.
Arrangements in AC Traction:
On 25KV AC traction one terminal of the transformer secondary is connected to the OHE at the sub-
station and the other terminal of the transformer is buried deeply in the earth. The current from the
transformer is taken to a metallic path(Centenary and contest wires) for the use of the locomotive.
When the pantograph is raised and main circuit breaker is closed the currents from the OHE passes in to
the main transformer(TFWR) and after energized it, the return path is completed through the loco body,
wheel rail and the sub-station.

-------------------------------------------------- 19 ----------------------------------------------
The rail is connected to the earth at several different places, so that the circuit can be completed through
the earth also in case of any rail breakage.
Advantages:
1. Save 50% of conductor length; so it is economical.
2. Since the return path is arranged through the earth the construction of traction circuits from the return
conductors is avoided.
3. Safety of the personnel is ensured by this arrangement.

ELEC-1.2.15 DC MOTORS

Motor is machine which converts the electrical energy into mechanical energy. DC motor works on
the principle of attraction and repulsion.
Working:
When the switch ‘H’ is closed the inductor and armature are energized. The inductors posses some
polarity. The armature is get before the inductors in such a way so that to maintain equal polarity to the
inductor on either sides. Since like poles repel each other, now the armature and inductor will try to be
away from each other. The inductor are stationary. So they will not move. But armature is movable, so
it will move and starts rotating. At the same time the other inductor will attract the unlike pole of the
armature towards it, there by the rotation of the armature increases.
Now, when the armature rotates the polarity of the armature is charged by the commutator in such a
way so that it keep equal polarity in front of the other inductor at the time of the arrival towards it. So ,
again the reputation and attraction takes place and rotation of the armature continues. The commutator
continues to change the polarity of armature poles at appropriate time, there by the motor rotates until
the switch H is opened. The motor provided with the tow inductors is known as two pole motor. If it is
of four inductors then it is four pole motor and so on.

Type of DC motors:
1.Separately excited motor
2.Series excited motor.
3.Shunt excited motor.
Out AC locos are provided with DC series excited motors. In this type of motor armature and inductors
are connected in series to a single DC source. So it is called as series excited motor. They are most
useful for traction purpose.
Advantages of DC series excited motor:
1.Starting torque of is very high (torque in the force that tends to produce a turning effect on he shaft).
2.Reversal of the rotation of the motor is very easy.
3.Variable speed is possible than by any other type of DC motors.
Reversing the direction of the rotation of a motor:
For reversing the direction of the rotation of the motor the direction of flow of current should be
changed either in the field or in the armature coil. But, if the direction of flow of current is charged in
the both field as well as armature, the rotation of the motor will not change.
On AC locos for changing the direction of rotation of the traction motor the direction of flow of current
is changes in the fields(inductors) with the help of reversers. This in turn will reverse the direction of
the locomotive.
Note: The reversal of the rotation should be done after stopping the motor (i.e. locomotive). Otherwise
serious damages will be caused.

ELEC-1.2.16 SINGLE PHASE AC INDUCTION MOTOR

AC voltage can be produced by “field displacement” method. But, we have observed that this principle
can be adopted by two methods. In he first method the magnetic field is kept stationery and the
conductor is moved up and down to cut the flux. In the other method the conductor is stationery but the
magnetic field is made to rotate to move up and down. In both the cases the field and displacement is
achieved and current is produced.

-------------------------------------------------- 20 ----------------------------------------------
Whenever current passes through a conductor a magnetic field is set up around the conductor. In case of
DC supply flowing through the conductor, the magnetic flux around the conductor rotates in one
direction. In case of AC supply through the conductor the rotating magnetic field is set up around the
conductor which is changing its direction and magnitude at regular intervals. In this kind of magnetic
field if another conductor is placed near by, an AC voltage is induced into that conductor. If the
terminals of this conductor is connected to a circuits we can observe the flow of current in that circuit.
And when the AC supply is stopped the flow of current in other circuit is also stopped.

This method of producing current is called as AC induction method. The rotor coils of the AC induction
motors are energized on this principle.
Starting of Single Phase AC Motor: When two permanent magnets are fixed in a ring and a compass
is provided in the centre, the compass needle gets attracted by the magnets and remains in between the
two magnets.

ELEC-1.2.17 3- PHASE INDUCTION MOTOR

This type of motor is having three sets of stator coils which are energized by 3 phase AC supply and the
rotor bars are fed by induction and hence it is called a 3 phase AC Induction Motor. It consists of 3
separate sets of stator having 6 terminals which are star connected. The rotor bars are short circuited on
either end. The three sets of stator coils are fed by three phase AC supply, and the rotor coils are fed by
induction.

ELEC 1-3 READING OF DRAWING AND CIRCUIT DIAGRAMS

SYMBOLS :-
Symbol is a representation of electrical appliances, which are used in electrical circuit diagrams.

1)A .C.Generator
G 8) Battery

or Alternator
9)Bulb or Receiver

2) A .C Current.

10) Bipolar Switch

3) Auto Transformer

A 11) Diode

4) Ammeter

5) Electro magnet 12) Delta connection

-------------------------------------------------- 21 ----------------------------------------------
 13) DC Current
6) Earth

7 Resistance 14) Circuit breaker

15) Fuse 23) DC Generator

16) Heater 24) Cross wire without

connection

17) Cross wire with connection 25) Horn or Hooter

18)Normally opened interlock 26) Normally closed interlock

19) Pressure switch N/C N/O

27) Push button switch

N/C N/O 28) Single phase A/C Motor

20) Box lever switch

-------------------------------------------------- 22 ----------------------------------------------
21) Three phase A.C motor 29) Voltmeter

22) Capacitor fixed 30) Cell

31) Transformer 32) Star Connection

ELEC-1.4 BASIC PROPERTIES OF ELECTRIC MATERIALS

ELEC-1.4.01 CONDUCTOR, INSULATOR AND SEMICONDUCTOR

1. CONDUCTOR :- The material which offers a very low resistance to the flow of current and they
rapidly allow current to flow through them is called a conductor. Example copper, gold, iron
aluminum etc.

2. INSULATOR :- The material which offers a high resistance to the flow of current and they
practically allow no current to flow through them is called an insulator. Example: rubber, asbestos,
bakelite, mice, ebonite.

3. SEMICONDUCTOR:- A Semiconductor is a solid that has electrical conductivity between that of a

conductor and that of an insulator, and can be controlled over a wide range, either permanently or
dynamically. Semiconductors are tremendously important in technology. Semiconductors electrical
properties are often permanently modified by introducing impurities by a process known as doping.
Depending on the kind of impurity, a doped region of semiconductor can have more electrons or
holes, and is named N-type or P-type semiconductor material, respectively. Semiconductors have
led to the development of a broad range of semiconductor devices, like transistors and diodes.

ELEC-1.4.02 USES OF CONDUCTORS AND INSULATORS

Conductor Uses in Electrical Insulators Uses in Electric Field

field
1. Silver Special Meters 1.Mica In elements or winding
Contact points
2. Copper Wires and Accessories 2.Rubber Insulation in wires
3.Brass Switches (Terminals) 3.Dry Cotton Winding
4.Aluminium Wires (Conductors) 4.Varnish Winding
5. Iron Wires (Telephone) 5.Asbetos In the bottom of Irons
and Kettles etc.
6.Carbon Generator and Motors 6.Gutta Parcha Submarine Cables
7.Human Current (shock) 7.Porecellain Over head lines
Insulators
8.All gases Lamps 8.Glass Over head lines
Insulators

-------------------------------------------------- 23 ----------------------------------------------
9.Wet air -- 9.Wood dry Cross arms in over
head lines
10.Water Batteries or load 10. Plastic Wires Insulation or
(Electrolyte) Switches body
11.Dil. Acid Batteries (electrolyte) 11.Ebonite Bobbin of Transformer
12.Lead Joints and wire 12.Fibre Bobbin making and
covering Winding

ELEC-1.4.03 DI-ELECTRIC STRENGTH

The insulating material which can withstand without breakdown voltages called dielectric strength. In
other words it is the maximum kilovolts per millimeter or volt per millimeter which a medium can
withstand without breakdown

Dielectric Strength of various insulating materials:

S.no: Dielectric Material Dielectric Strength

k.v/mm at 20◦c
1. Mica 20-60
2. Asbestos 42
3. Rubber vulcanized 30-50
4. Micanite 20-40
5. Ebonite 30-40
6. Varnish oil 30-40
7. Varnished Paper 16-40
8. Bakelite 17-21
9. Insulating oil 10-16
10. Glass 8-12
11. Porcelain 8-12
12. Paraffin wax 12
13. Resin 12
14. Wood-impregnated 2-6
15. Ordinary paper 2-6

ELEC-1.4.04 THERMAL CLASSIFICATION OF INSULATING MATERIALS

CLASS LIMITING TEMPERATURE MATERIALS

Y 90°C Cotton, Silk, Paper
A 105°C Impregnated paper
E 120°C PVC
B 130°C Inorganic materials
F 155°C Pollster, Epoxide, Varnishes
H 180°C Composite materials on mica
C Above 180°C Mica, Ceramics, Glass, Teflon

ELEC-1.4.05 EFFECTS OF ELECTRIC CURRENT

The following effects are observed when current is passed through the circuit: -

1. Magnetic Effect: - A magnetism is produced around the conductor through which current is
flowing. The effect is utilised in making magnets. The common applications of these effects are
motors, fans, and electric bells.

-------------------------------------------------- 24 ----------------------------------------------
2. Heating effect: - Heat is produced in the circuit due the flow of current through it. The magnitude
of heat produced is given by I2R where I is the current flowing and R is the resistance offered by the
circuit. This effect is used in heaters soldering iron, Electric lamps.
3. Chemical effect: - when current is passed through an electrolyte, it breaks up. This breaking effect
is known as chemical effect and it is used in refining of metals, electroplating, battery charging etc.
4. Physical effect: - Whenever current flows through the human body, contraction of nerves takes
place, which may prove to be fatal.
5. X- Rays effect: - If very high frequency voltage is passed through vacuum tube a special type of
rays comes out which cannot be seen. These rays are called X-Rays. With the help of these rays in
hospitals, photos of body bones are taken.

EMU/MEMU SALIENT FEATURES

Type : WAU4
Train Formation : 2 or 3 or 4 units
Unit formation for motor coach : 4 (B-A-C-D)
Motor Coach :
Seating Capacity
No of seats : 81
No of Stand ing passengers : 162
Total No of passengers : 243
No fo Doors Aside :3
No of passengers for Door aside : 108
Length over body : 21337 mm
Distance between bogie centers : 14783 mm
Wheel base : 2896 mm
Width : 3245 mm
Height : 3886 mm
Height of roof equipment : 4255 mm
Height of buffer from rail level : 1105 mm
Height of floor level from rail level : 1278 mm
Distance between from buffer : 1956 mm
Axle Capacity : 20 tones
No of fans : 38
No of lights(fluorescent sunk type) :8
Emergency openable windows :2
No of ventilators :7
EMU
Track Gauge : 1676 mm
Wheel Diameter : 952 mm (New)
: 877 mm (MC), 857mm (TC) Worn
Coach height from rail level : 3658 mm
Max. width over body : 3810 mm
Height center line of coupler : 1030 mm from floor level

-------------------------------------------------- 25 ----------------------------------------------
 Max. height of the compartment floor : 1192 mm
from rail level under tare condition
Level of panto locked down condition : 4398 mm
Max. permissible axle load : 20 tons
Min. Clearance to rail level : 1145 mm
Vestibule : Not provided
Acceleration (Average from 0-40kmph) : 0.54 m/s/s
Deceleration
Average from booked speed to 50 kmph : 0.76m/s/s
Average from 50kmph to stop : 0.84 m/s/s
Max. atmospheric temperature under Sun : 70°C
in shade : 50°C
Control supply : 110V dc
Compartment lights and ventilating fans : 141V ac
Line voltage (Normal) : 25KV AC (Over head line)
Max. voltage : 27.5 KV AC
Min. Voltage : 17.5 KV AC
Composition : 1 motor coach (B)
+2 Trailer coaches (C+D)
No. of car for unit : 3 (B+C+D)
Train formation : 2 Units (B+C+D+D+C+B)
: 3 units (B+C+D+B+C+D+D+C+B)
Class of travel : First and Second classes
Max. Speed : 105 kmph
Rated output : 167 KW x 4 per motor coach
Gear ratio : 1 : 4.55 (20/91)
Tractive effort : 1 hour – 5780 kg
Continue – 4240 kg
Speed control Through Tap Changer
Brake control : Electro pneumatic (EP)
Air pressure : Nominal 4.5 Kg/cm2
Minimum 3 kg/ cm2
FORMATION (MEMU/EMU)

MEMU
9 CAR* MC-TC-TC-TC-MC-TC-TC-TC-MC
8 CAR * MC-TC-TC-TC-TC-TC-TC-MC
12 CAR MC-TC-TC-TC-MC-TC-TC-TC-TC-TC-TC-MC
16 CAR MC-TC-TC-TC-MC-TC-TC-TC-MC-TC-TC-TC-TC-TC-TC-MC
(* not in use)
EMU
6 CAR B-C-D-D-C-B
9 CAR B-C-D-B-C-D-D-C-B

-------------------------------------------------- 26 ----------------------------------------------
ABBREVIATIONS AND LOCATIONS OF EMU (WAU4)

S. No. Abbreviation Expansion Location

1. A Traction Ammeter Bottom of Gauge panel
2. AB Alarm bell Above the LT room door
3. VCB Vacuu circuit breaker In Roof
4. ABR Air blast circuit relay 5th relay in relay panel ( 1st row last)
AIC Auto isolating cock Back side of BP CDC in U/F Dr side
5.
(MC)
6. AF1, AF2 Auxiliary fuses Back side of tap changer on TFR body
7. AMV Application magnet valve Inside of the EP unit
8. AOVR Auxiliary over voltage relay Below OL2 in switch group I
9. ARR VCB reset relay 6th relay in relay panel ( 2nd row) / 1st
one
10. AS Ammeter shunt Back side of M1(in SG1)and M3 (in
SG2)
11. ASS Ammeter selector switch Rt side of BL box in driver’s desk
12. ASL Additional smoothening InHTroom,Oppto Aux.comp&BIR
reactor bud
13. ASR Auxiliary supply rectifier Rt side corner in Rect.Box
14. BA Battery Gd side U/F-side of foot steps
15. (BA) V Battery voltmeter Driver desk gauge panel
16. (BA) A Battery ammeter Rt. side of switch panel (below relay
panel)
17. BA RELAY Brake application relay In LT room (MEMU- below BL box)
18. BC Brake cylinder 1&2 driver side and 3&4 guard side
U/F
5&6 driver side and 7&8 guard side
U/F
19. BCFR Battery charger failure relay Inside of the BA charger
20. BCH Brake controller handle Driving cab top of the Brake controller
21. BIC Bogie isolating cock Before SG-1 and after after-cooler
22. BIR Bucholz indication relay 4 th relay in relay panel (Ist row)
23. BIS Battery isolating switch LT room entrance
24. BIV Brake isolating valve Rt side bottom of Br. Controller
25. BP Brake pipe Under frame Dr side, green colour
26. BRH Brake release handle Both side of under frame
27. BUD Bucholz device HT room
28. CBAR Current balancing auxiliary 3rd relay in relay panel (1st row)
relay
29. CBR Current balancing relay In the Rectifier cubicle
30. CC1 & CC2 Main compressor contactor, LT room contactor panel
Auxilia Compressor contactor
31. CG1 – CG2 Governor: CG1forMCP, and HT room
CG2 for Aux, compressor
32. CCOS Control changeover switch Switch panel, below the MCS2
33. CIC Compressor isolating cock MC rear end near wheel No.8
34. CLR Current limiting relay CLR1 below OL1,CLR2 below OL3
35. CR Compressor relay 10th relay in relay panel 2nd row
36. CR COC Control reservoir cock In HT room near aux. compressor
37. DL Dropping reactor In choke tank, backside of SGI
38. DMH Dead man’s handle Top of the master controller
39. DMH COC Dead man’s handle COC U/F-Dr side, backside of wheel No1

-------------------------------------------------- 27 ----------------------------------------------
 40. EAS Earthing switch Back side of the VCB in roof
41. EFRA II Earth fault relay for auxiliary Below relay panel side of the switch
II circuit panel
42. EFRP Earth fault relay for power Below the relay panel-Rt side to OLP
circuit
43. EPIC Electro-pneumatic isolating Gd side U/frame-behind MR-CDC
cock
44. FC 1 & 2 Fan contactors 1 & 2 LT room contactor panel
45. GS1 – GS4 Governor bye pass switches LT room-below HEFRP
46. HEFRA II Fault Switch for EFRA II Dr back side-below relay panel
47. HEFRP Fault Switch for EFRP LT room-above Governor bypass
switches
48. HLS Hand lamp socket (5 Nos ) Dr desk, LT&HT, Dr&Gd side U/F
49. HMV Holding magnet valve In side of the EP unit
50. HOBA Earthing switch of battery Below relay panel Rt side of
HEFRA2-
51. K1 & K2 Reverser’s K1 in Switch Group I & K2 in Switch
Group II
52. KF1 & KF2 Radiator fan 1 & 2 Lt side of battery box(U/F-Gd side)
53. LA Lighting arrestor On the roof Lt side of VCB
54. LS 1&3 Limiting switches 1&3 In MCOS box
55. LTR Low tension proving relay 4th relay in relay panel 2nd row
56. M1 – M4 Motor contactors M1&M2 in SG1 & M3&M4 in SG2
57. MCB Miniature circuit breaker (Dr desk & fuse panel)
58. MCP Main compressor Rt side of Aux Reservoir-U/F-Dr side
59. MCS1 & 2 Motor contactor switch Switch panel-1 (below relay panel)
60. MPT Master controller Driving cab-Rt. side of Br. controller
61. MR Main reservoir MC rear end between wheel No. 7 and
8
62. MSTWL Motor switch trip white lamp. Dr desk. Indication lamp panel
63. NR1 & NR2 Notching relay 1 & 2 Lt side of M2 in SG 1
64. NVR No voltage relay Relay panel 2nd row second
65. OL1 – 4 Overload relay for traction OL1&2 in SG1 and OL3&4 in SG 2
motors 1 – 4
66. OL5 Overload relay for rectifier Inside Tap changer box

67. OL6 Overload relay for secondary Inside Tap changer box
winding
68. OLP Overload relay for Below the relay panel-Lt side to EFRP
transformer primary
69. OP Oil pump U/F-behind the KF2
70. OVR Over voltage relay Below OL4 inSG2
71. PB Parking brake Under frame of Trailer coach ‘D’
(EMU) Under frame of Motor coach
(MEMU)
72. PFD Permanent field diverter U/F-Rt. side of Switch Group 1
73. RF Rectifier fan motor Lt side corner in Rectifier cubicle
74. RFAR Rectifier fan auxiliary relay 1st relay in relay panel 1st row

75. RFR Rectifier fan airflow relay Fixed on RF motor in Rectifier cubicle
76. ROVR Resistor for OVR Below OL2 inSG1 (Rt. side of AOVR
)

-------------------------------------------------- 28 ----------------------------------------------
 77. RTL Resistor for TL U/F-backside of the battery box
78. S Speedometer Dr desk.
79. SB Signal bell Above the LT room door
80. SBC Static battery charger In LT room
81. SL Smoothening reactor U/F-In choke tank
82. SR Starting relay 3rd relay in relay panel 2nd row
83. SV1,2&3 Safety valves 1,2&3 SV1 is Lt. side of CIC, SV2 is above
Aux. compressor and SV3 fixed in
intercooler
84. T-1 to T-6 Tapping contactors U/F Dr side in Tap changer box
85. T-7 to T-9 Transfer contactors U/F Dr side in Tap changer box
86. TL Tapping reactor U/F in choke tank
87. TSS Test sequence switch Switch panel-below MCS1
88. TT Transformer thermostat In side of TFR tank
89. TTR Transformer thermostat relay 2nd relay in relay panel 1st row

90. VCB Vacuum circuit breaker On the roof

91. WCO Winding change over switch Lt side of Tap changer 1st portion
92. WGR Winding grouping relay Rt. side of T5 in tap changer box

IMPORTANT PROTECTIVE DEVICES IN MEMU/EMU

Relay Location & Nature of Indication Remedy (on-

Purpose Setting Trip line)
To indicate Relay panel VCB will VCB OFF red Reset once through
short circuit or bottom trip with lamp & UFL will OL reset other wise
OLP

Earth fault in OLP trip flag glow in the make the MC dead
the primary 160/0.7 A indication defective MC
winding
To indicate Relay panel VCB will VCB OFF red Check power circuit
earth fault in bottom trip with lamp & UFL will equipments for any
the traction EFRP trip glow in the abnormally. Try to
EFRP

power circuit 50V DC flag defective MC reset through OL

indication reset. If unsuccessful
keep HEFRP in
FAULT position and
try
To indicate Side of switch VCB will VCB OFF red Check Aux.-2 circuit
earth fault in panel in trip with lamp & UFL will equipments for any
EFRA-II

the Auxiliary EFRA panel. EFRP-2 glow in the abnormality. Try to

circuit – 2 lamp defective MC reset. If unsuccessful
50V DC indication keep HEFRA-2 in
FAULT position and
try

-------------------------------------------------- 29 ----------------------------------------------
 To protect the In the relay VCB trips VCB OFF red Release gas from
transformer in panel 1st row with trip lamp & UFL will slow and fast BUD
case of hot 4th one indication glow in the in HT room & try to
gases formed defective MC reset BIR. If
BIR

due to short unsuccessful make

circuit or for the MC dead.
any other
reason
To indicate Tap changer VCB will VCB OFF red Reset once through
short circuit or box trip with flag lamp & UFL will OL reset switch,
OL5

excessive indication glow in the other wise make the

current in the 4000 A defective MC MC dead
main rectifier
To indicate Tap changer VCB will VCB OFF red Reset once through
short circuit or box trip with flag lamp & UFL will OL reset switch,
excessive indication glow in the other wise make the
OL6

current in the 4000 A defective MC MC dead

secondary
winding of
transformer
Over load Switch group Motor MSTW will glow Reset through OL
relays for no.1 contacts will in all motor reset other wise
OL1/OL2

Traction motor opens with coaches, traction isolate defective TM

1&2 900A trip flag ammeter will not
indication deviate and UFL
will glow in the
defective MC
Over load Switch group Motor -do- -do-
OL3 & 4

relays for no.2 contacts will

Traction motor opens with
3&4 900A trip flag
indication
To indicate the In the relay ASR lamp Auxiliary Check for tension.
availability of panel 2nd row will glow rectifier trip lamp Check for its MCB
tension in the 4th one will glow located in
Aux.-2 winding Fuse/MCB panel 4th
LTR

and proper 70V DC row try to reset if

functioning of found tripped. If
the ASR unsuccessful pack
LTR with necessary
precautions.
To indicate the In relay panel Motor MSTW will glow Isolate traction one
main rectifier 1st row 3rd one contactors in all motor pair of TMs and try
fuse blown out will open coaches, traction
CBAR

when CBR ‘B’ with trip ammeter will not

relay energise indication deviate and UFL
will glow in the
defective MC

-------------------------------------------------- 30 ----------------------------------------------
 Indicate the Relay panel 1st Motor MSTW will glow Check KF1&KF2
raising of row 2nd one contactors in all motor and OP for proper
transformer will open coaches, traction working. Work with
temperature with trip ammeter will not good motor coach
TTR

above 85° C indication deviate and UFL and when

will glow in the temperature drops
(earlier 75°C) defective MC below 85°C
MSTWL
extinguishes. Then
reset TTR
To indicate the Relay panel 1st Motor MSTW will glow Check RF working.
proper working row 1st one contactors in all motor Check RF MCB for
of the rectifier will open coaches, traction its normal. If found
RFAR

fan with trip ammeter will not trip try to reset if

indication deviate and UFL unsuccessful pack
will glow in the RFAR and ensure
defective MC proper working of
RF
To indicate the Relay panel No lamp Single unit Check NVR for
proper 2nd row 3rd one indication. experiences energisation and its
energisation of Unit will not TLTE and in MU MCB for normal. If
motor respond experiences MCB trips try to
contactors PLTE without reset if unsuccessful
SR

lamp indication. pack NVR. Still

Traction ammeter unsuccessful check
will not deviate for SR energisation
in the defective and clean the I/LS of
MC SR and try.
To ensure Switch group Further Check CLR inter Further progression
CLR 1&2

automatic notch no.1 & 2 progression locks if possible is not possible till
by notch stops CLRs de-energises
progression of 500/425 A
tap changer
To indicate Switch group Further Progression stops on
over voltage to no.2 progression stops even notches when
traction motors ever voltage exceeds
OVR

when MPT on 540V DC 540V. If it in odd

full power notch it moves to
even notch and stops
progression. This
energises AOVR
To indicate the In relay panel, Unit will not Check NVR for its
availability of 2nd in 2nd row respond without energisation. Check
tension in Aux.- lamp indication NVR MCB for its
NVR

1 winding 120V DC normal if trips try to

reset. If unsuccessful
pack NVR

-------------------------------------------------- 31 ----------------------------------------------
 To indicate Switch group Further Progression stops on
over voltage to no.1 progression stops even notches when
traction motors 55 V DC ever excess 540V. If
when MPT on it in odd notch it
AOVR

full power moves to even notch

and stops
progression. If it is
in 22nd notch no
further progression
To indicate the HT Room Motor Experience PLTE Tap gently CG-III. If
Equipment

availability of contactors & MSTWL will not successful bye

Governor
CG-III

MR pressure in Cut in 4.2 will open glow without unit pass governor
the system Kg/cm2 and fault lamp thorough GS-I
cut out at 3.3 indication. switch and watch
Kg/cm2 MR pressure
To indicate the Driving cab Motor Experience PLTE Tap gently CG-IV.
availability of contactors & MSTWL will If not successful bye
Governor
Control
CG-IV

BP pressure in Cut in 4.2 will open. glow without unit pass governor
the system Kg/cm2 and fault lamp thorough GS-II
cut out at 3.3 indication. switch and watch BP
Kg/cm2 pressure
To indicate the In driving cab Motor Experience PLTE Ensure parking
availability of under the contactors & MSTWL will brakes are released.
Parking Brake driver desk in will open. glow with Tap gently PB
Parking Brake
Governor

pressure MEMU /in glowing of governor. If not

trailer ‘D’ parking brake successful bye pass
coach under lamp indication. governor.
neath Closes Unit fault lamp
in 4 Kg/cm2 will not glow.
and Opens at
2.3 Kg/cm2
Battery charger If SBC fails or
failure relay output is not
available this
BCFR

relay will de-

energise and
BCFR indication
lamp will glow in
driver desk.

POWER CIRCUIT OF BG AC EMU

The motor coach of BG AC EMU (WAU4) is provided with a step down tap changing
transformer consisting of five windings.
1. Primary winding
2. Tapped Secondary winding
3. Un tapped secondary winding
4. Auxiliary-I winding
5. Auxiliary -II windings.
Primary winding one end is connected to the Pantograph through the 25 KV circuit breaker
VCB and on the other end to the ground through the earthing brushes, Axle, Wheels and Rails.

-------------------------------------------------- 32 ----------------------------------------------
 Secondary winding for the traction power circuit is divided in to two equal halves, first half is
tapped winding and other one is untapped winding. The tapped winding is divided into 5 equal
segments and connected to tap changing contactors T-1, T-2 T-3, T-4 and T-5. Winding group switch
W, that is in LV side connecting DL with tapped winding during initial 10 notches. During 13th to 22nd
notches W which is in HV side will connect untapped winding with tapped winding and entire out put
of both winding will supply to rectifier and thus to traction motors. During 11th and 12th notch W is not
carrying any current and it will change over to HV side, provided MPT on full power position.
When MPT moves to shunt position T9, T1 and T7 will close and supply from first segment
(M3-M4) through T1 will go to rectifier block via, T9, TL, T7 and first notch will complete. Then T8
will close and T9 and T7 will open and second notch will complete. During first notch supply will go
through TL and during second notch TL will cut off from circuit and hence a voltage increase will come
in the second notch.
During all odd notches TL will be in circuit and TL will cut off during all even notches. When
MPT moves to half power T-2 will close and T-1 will open. Supply from T-2 will go through TL, T-9,
T-8 and third notch will compete and CLR will energize if current is more than the set value of CLR.
When speed increases and current reduces, CLR de-energize and fourth notch will complete by closing
T-7 and opening T-8, T-9. Progression will continue automatically if MPT is in half/full power. After
completing 10 notches T-6 will close and T-5 will open and the tapped winding will cut off and
untapped winding is connected across the rectifier block when connected across untapped winding, DL
will eliminate from circuit and hence a voltage increase will come in the eleventh notch
When MPT move to full power position, W will throw to HV side by energisation of WGR,
now tapped and untapped winding will connect in series and again T-1 will close and out put of
untapped winding and first segment of tapped winding will add and 13th notch will compete through TL
and progression will continue. From 13th notch, progression will be in same order as we seen during
first 10 notches. When T-5 closes all the 22 notches will complete and full power of untapped and
tapped will supply to traction motor.
During progression after each notch CLR will energize, if the current is more than the set value.
When speed increases and current reduces and the next notch will progress automatically up to 22nd
notch if MPT is in full power. To cut-off power to TM, MPT must bring back to OFF position. As soon
as MPT brought back to OFF position the tapping contactor and motor contactors will open and power
to traction motor will cut- off. RTL will be in circuit in every odd notch.
The voltage tapped from the secondary by tap changing contactors and transfer contactors is
connected to main silicon rectifier. The bridge rectifier converts the AC voltage into DC voltage. Again
the rectified DC voltage is smoothening by the smoothening reactor (SL) and further smoothening is
obtained by the additional smoothening reactor (ASL), which is connected in series in each traction
motor circuit. Now the DC power supply is made available to the traction motors by closing traction
motor contactors M1, M-2, M3, and M4. The traction motors are DC series excitation type. Each Motor
coach is having four traction motors, which are connected in parallel. Permanent field diverters are
connected across the field windings of four traction motor.

TAP TL DL
NOTCH (MPT) TRANSFER
W1/W2 CHANGING
SWITCHES
CONTACTOR
OFF 0 - - - -
SHUNT 1 W1 T1 T7 & T9 √ √
2 W1 T1 T8 X √
HALF 3 W1 T2 T8 & T9 √ √
4 W1 T2 T7 X √
5 W1 T3 T7 & T9 √ √
6 W1 T3 T8 X √
7 W1 T4 T8 & T9 √ √
8 W1 T4 T7 X √
9 W1 T5 T7 & T9 √ √
10 W1 T5 T8 X √

-------------------------------------------------- 33 ----------------------------------------------
 11 W1 T6 T8 & T9 √ √
12 W1 T6 T7 X √
FULL 13 W2 T1 T7 & T9 √ X
14 W2 T1 T8 X X
15 W2 T2 T8 & T9 √ X
16 W2 T2 T7 X X
17 W2 T3 T7 & T9 √ X
18 W2 T3 T8 X X
19 W2 T4 T8 & T9 √ X
20 W2 T4 T7 X X
21 W2 T5 T7 & T9 √ X
22 W2 T5 T8 X X

IMPORTANT EQUIPMENTS IN POWER CIRCUIT

PANTOGRAPH
The pantograph is a collapsible framework constituted by metallic tubes and articulated by ball
bearings. The framework is mounted on insulators on the roof of the AC EMU. At each joint a flexible
shunt is provided to ensure a continuous path of current. Normally the pantograph is kept lowered
position by the action of lowering spring, which is inside the servomotor. When compressed air is
admitted inside the servomotor it pushes the piston and actuates the eyelet rod. By the action of the
raising spring, the pantograph is raised. The minimum compressed air pressure required to keep the
pantograph raised is 4.5 kg/cm² however maintain pressure above 6 kg/cm2. There is only one
pantograph for each motor coach.
Admitting and exhausting the compressed air into and out of the servo motor is done by two
electro valves pantograph up and pantograph down coil respectively which are remote controlled from
the driver's desk, by “pantograph raise” and “pantograph lower” switch respectively in EMU and with
only one BL switch in MEMU. Pantograph is connected to the transformer primary through the main
circuit breaker VCB.
Note: Whenever the pantograph is raised or lowered it is absolutely necessary to check whether the
operation is effective. Before lowering the pantograph it is absolutely necessary to trip VCB.
However in the case of emergency the pantograph may be lowered before tripping VCB. The
time required to raise the panto is 6 to 10 sec. and for lowering 10 sec.
EAS
Provided on the roof of EMU MC. When ever a person has to get on the roof of the MC to
attend any failure, it has to be operated after tripping VCB and lowering pantograph. Its operating
handle is provided in HT room.

Operation of EAS:
1. Trip VCB
2. Lower pantograph and ensure physically.
3. Take reverser key.
4. Enter into HT room. (open the HT room door by BL key)
5. Close PT COC (Insert reverser key in 3oclock position and bring it to 6o clock position.)
6. Slack the rotating handle (rotate in anti clock wise direction fully)
7. Rotate EAS handle from 6 o’ clock position to 9 o’ clock position.
8. Now rotate the handle in clock wise direction fully to lock the EAS in operated condition.

Lightning Arrestor (LA)

It is provided on the roof of motor coach to arrest high voltage surges during lightning. The gap
to be maintained is 90 mm

-------------------------------------------------- 34 ----------------------------------------------
Vacuum Circuit Breaker
Vacuum circuit breaker is also used in EMU/MEMU. There are two types namely single bottle
and double bottle VCB’s. The closing and opening sequences of circuit breaker are done inside the
vacuum chamber where there is no arc due to vacuum. Required amount of compressed air is always
necessary to close and maintain the VCB, if air is withdrawn by de-energizing the coil either by
motorman through ‘HVCB open switch’ or by protective devices, VCB trips and supply to the main
transformer is disconnected. The advantages of VCB over the Air Blast Circuit Breaker are as follows
1. Pressure is used only for closing the VCB and not for opening.
2. Failure of mechanical locking due to less pressure not there.
3. Life is long.
4. Only one coil is required for closing and maintaining.
5. Maintenance cost is less.

Tap Changing Contactors, Transfer Contactors, TL & RTL

There are six tap changing contactors and three transfer contactors provided in the tap changer
box. The tap changing contactors are T1 to T6 and the Transfer contactors are T7 to T9 respectively
T1 to T6 are connected to the transformer tapping and the required voltage is selected. Tap
changing is carried out by means of the reactor TL, in conjunction with the transfer switches T7 & T8 to
give alternate notches with and without TL in circuit. A resistor RTL is provided in series with the TL
but this in circuit only during the actual tap changing operation being immediately cutout of circuit
when transfer switch T9 closes. The purpose of the RTL is to reduce the circulating current during
opening of T9

Dropping Reactor (DL)

It is in series with tapped secondary winding and this will be in the circuit up to 10th notch only.
The purpose of this reactor is firstly to steeper the notching curves on low taps and thus reduces the
notching current switching, secondly to increase the short circuit reactance of the transformer in the low
taps and thirdly to provide two extra notches (11&12).

Winding Group Switch-LV(W1) & HV (W2)

It is located in the Tap changer box. It is having two positions LV & HV respectively. When it
is in LV (W1) side DL is connected in series to the tapped secondary winding and in HV (W2) side the
tapped secondary winding and untapped secondary winding are connected in series. Normally W is in
LV side during MPT is in OFF, SHUNT & HALF POWER positions. Whenever MPT is moved to
FULL POWER position WGR is energized and W is changed to HV (W2) side.

Main Rectifier
The traction motors are DC series motor, but the main supply to the AC EMU is AC. Hence AC
supply has to be converted to DC. For converting to DC, rectifiers are used. There are six rectifier
bridges in the block. Each bridge rectifier is protected against over current by HRC (500A) fuses on
both sides. If one rectifier bridge fuse is melted CBR (A) relay will energize and a pilot lamp MRTL
will glow in the motorman’s desk and if more than one branch fuse is melted CBR (B) relay will
energize and CBAR relay will trip and motor contactors are opened. Motorman experiences PLTE with
MSTWL lamp glowing. When CBAR relay acts motorman can isolate two traction motors in the same
truck and work onwards.
For the protection from the surge voltage, capacitor and resistor combination are connected
across the rectifier bridges. Over current relay for rectifier block is OL-5. This is set at 4000A and if
current exceeds 4000A VCB will trip through OL5.

Smoothing Reactor & Additional Smoothing Reactor (SL& ASL)

It is an inductive device, which smoothens the rectified current further. Inductive coil is having
the tendency of opposing the AC pulses where as it allows DC freely. SL is provided in Reactor box

-------------------------------------------------- 35 ----------------------------------------------
under the frame and cooled by transformer oil. In addition to the above every individual traction motor
is provided with an ASL. ASL is provided in HT room and cooled by natural air only.

Reversers
There are two reversers are provided in each motor coach.K-1 controls traction motors 1 and 2
and K-2 controls traction motors 3 and 4. These are provided to change the direction of the movement
of the EMU/MEMU by changing the direction of current in the field coils of traction motors.

Permanent Field Diverter (PFD)

To get the uniform magnetic field, the pulsating components can be diverted by shunting the
field coils with resistance called permanent filed diverter. Permanent field diverters are connected
across the field windings of each traction motor to ensure pure DC supply to field coils and also to
reduce the heating effect of the motors. The PFD’s are protected by 80 A fuses. Incase if field winding
is open circuited the entire current will pass through the PFD, now fuse melts and PFD will be
protected, which is indicated by glowing of PFD indication lamp on Motor Man’s desk in EMU only.

Ammeter Selector Switch (ASS)

A selector switch, ASS is provided in the driving cab. By changing the position 1 or 3 the
motorman can read the current flows to the traction motor 1 or 3 respectively. Only one ammeter is
provided in the driving cab. This ammeter will show either TM-1 or TM-3 current by changing the ASS
position. ASS has got 3 positions namely OFF, 1 & 3

Safety Relays

Primary Over Load Relay (OLP)

The primary over load relay (OLP) is provided to protect the Main transformer from over
current. This relay is connected to the secondary of the current transformer (CT), whose primary is
connected in series with main transformer. When primary current exceeds 160 A, (secondary side set
between 0.7 to 0.9 Amp) OLP energizes and trips VCB and a red flag drops on the relay. This can be
reset through OL reset switch once. This is located below switch panel.

Over Load Relay (OL5)

The over-current relay (OL5) is provided to protect the Main rectifiers against over current.
When current exceeds 4000A this relay acts and trips VCB, and a white flag drops on the relay. This is
located in Tap changer box. OL-5 can be rest by pressing OL reset switch.
Over Load Relay (OL6)
The relay (OL6) is provided to protect the secondary winding of the transformer against the
short circuit. When current exceeds 4000A this relay acts and trips VCB, and a white flag drops on the
relay. This is located in Tap changer box. OL-6 can be rest by pressing OL reset switch.

Power Circuit Earth Fault Relay (EFRP)

When there is any earth fault in the power circuit, EFRP relay will acts and trips VCB. and red
target will appear on the relay. This is provided below the switch panel, side of the OLP. This can be
reset by pressing OL reset switch. If unable to reset the isolating switch HEFRP to be kept in fault
position after through checking of power circuit equipment mainly banding failure of traction motor.
This is located in LT room.

Current Limiting Relay (CLR 1 & 2)

These relays are located in switch group 1 & 2 respectively. CLR 1 is connected in series to the
TM1 circuit and CLR 2 to the TM3 circuit. When the traction motor current exceeds 500 amps these
relays are energized and further progression stops until the current drops to 425 amps. The current in
traction motor drops due to increase in the speed. If one pair of TMs are isolated then CLR energises at
425 Amps and de-energises at 325 amps.

-------------------------------------------------- 36 ----------------------------------------------
 Over Voltage Relay (OVR)
The over voltage relay is connected across the rectifier out put to protect traction motor from
over voltage When voltage exceeding 540V in Full Power position, OVR energizes and stops further
progression of notches through AOVR. This is located in Switch group 2.

Over Load Relays For Traction Motors (OL1 to OL4)

These relays OL1 to OL4 set at 900A and connected in series with TM1 to TM4 respectively to
protect the traction motors from over current. OL1&2 located in Switch group-1 and OL3&4 in Switch
group-2. If OL 1 or 2 acts M1&M2 will open and if OL 3or 4 acts M3&M4 will open. This can be reset
by pressing OL reset switch.

Bucholz Indication Relay (BIR)

Due to fault occurs in the transformer, oil around winding may starts getting vaporized. Gas
bubbles are formed and raised to the top and trapped in Buchholz device upper portion. As more and
more gas collected oil level falls, float switch operated and electrical contact closes and BIR energizes
and VCB will trip.
When the BIR acts a TRIP indication exhibits on the relay. BIR is located in relay panel and
BUD is provided in HT compartment.

Transformer Thermostat
This is provided to sense transformer oil temperature. When oil temperature exceeds 75 degree
Celsius, TT micro switch will close due to raise of mercury and TTR will energize and motor contactors
will open. TTR will de-energize when temperature reduces.

Safety of Personnel
In the event of a failure occurring on line the motorman is to interfere with the HT equipments.
Under such circumstances motorman to open the circuit breaker VCB and lowers the pantograph to
suppress the tension to the HT equipments. Hence the AC EMU is provided with a locking device,
which compels the motorman to open VCB and lower pantograph. Thus to gain access to the HT
equipment the entire motor coach along with the roof equipments is to connected to the ground by
means of earthling switch EAS.
After operating the EAS motorman can enter into the HT equipments. Before operating the
EAS it is absolutely necessary to ensure that the pantograph is lowered visually.

AUXILIARY POWER CIRCUIT 1

This secondary winding of the transformer with voltage 266V AC is used for the working of
four auxiliary motors, namely Oil pump motor (OP), Rectifier Fan motor (RF), and Radiator Fan motors
(KF1 & KF2) and a static battery charger (SBC). These motors are AC single-phase induction motor
(capacitor start & Run). These auxiliary motors start functioning immediately on closing VCB provided
the corresponding MCB & Fuses are intact. OP and RF are protected with 15 &10A MCB on phase side
and a 32A common fuse on neutral side. KF1 & KF2 are protected with each 5A MCB on phase side
and a 16A common fuse on return side.

Important Equipment in Auxiliary I Circuit

Oil Pump (OP)
It is a 1.5 HP single phase induction motor (capacitor start and run motor). It is located under
the frame on Guard side of MC. It starts working as soon as VCB is closed. The purpose of oil pump
motor (OP) is to circulate the transformer oil through the radiator. It is protected by 15 Amp MCB in

-------------------------------------------------- 37 ----------------------------------------------
phase side and 32 Amp common fuse on neutral side. If it is not working transformer oil cooling will be
affected and resulting of TTR action and motor contactors of that MC will open.
Rectifier Fan (RF)
It is a1.0 HP single phase induction motor (capacitor start and run motor). It is located in the
rectifier box of MC. It starts working as soon as VCB is closed. Its purpose is to cool the main rectifier
and auxiliary supply rectifier in rectifier box. It is protected by 10A MCB in phase side and 32A fuse on
neutral side. Relay RFR is provided for ensuring the working of rectifier fan. When RFR picks up, relay
RFAR will energise otherwise de-energise. RFAR is provided in the relay panel. If RFAR does not
energise the motor contactor will not close.

Radiator Fan Motor 1 & Radiator Fan Motor 2 (KF1&KF2)

These are each 0.5 HP single phase induction motors (capacitor start and run motor). This motor
is located in rear of the radiator under the frame on guard side of the MC. They blow air on the radiator
through which the transformer oil is circulating. These motors start working as soon as VCB is closed.
These motors are protected by each 5A MCB on phase side and common 16A fuse on neutral side. If
these motors are not working, TTR will trip and results in motor contactors to open.

No Voltage Relay (NVR)

It is located in the relay panel to check whether supply is available in Auxiliary 1 winding. NVR
will de-energizes when there is no supply in Auxiliary 1 due to OHE failure, tripping of VCB or
blowing of fuses AF1, AF2 or 50A fuse or due to tripping of 5A control MCB of NVR.
When this relay is de energized SR will be de-energized and the tap changing contactors and
transfer switches will not close. Unit will not respond though motor contactors are in closed condition.
Motor man will experience partial loss of tractive effort with out any indication lamp glowing.

Static Battery Charger (SBC)

Static battery charger (SBC) is connected across Auxiliary-I with 35A fuse and 32A fuse. It
charges the battery and also maintains the control circuit after closing VCB. Battery charger failure
relay (BCFR) is connected across the output of the battery charger. Whenever battery charger fails, this
relay will de-energies and BCFR lamp will glow in driving cab.

AUXILIARY POWER CIRCUIT 2

Out put of Auxiliary winding-2 is 141 Volts and protected with 250A fuses (AF3 & AF4).
It is supplying power to Main compressor through ASR, Low-tension relay (LTR), Line volt meter,
Head light, compartment lights and fans.
Since main compressor motor MCP is 110V DC type, the 141 AC voltage is rectified to 110 DC
voltage by Auxiliary supply rectifier ASR. The supply to MCP is fed through a contactor CC-1 and
protected with 160A fuse. Low-tension relay LTR connected across ASR output to ensure the
availability ASR out put.
In addition to these, compartment fans (10 Nos. 60W in two rows) are connected with auxiliary-
2 supply. Compartment Normal lights (10 Nos. 40W in two rows) are connected with closing NLC and
two 63A fuse and a 15A double pole MCB are intact. The contactors for compartment fans and lights
are controlled by push button switches, which can be operated only when Guard key is inserted. In case
of VCB opening or when the failure of normal light, emergency relay will de energize and emergency
lights will glow in the compartment with help of battery supply. Each coach is provided with separate
NLVS and it is not provided in coaches, which are connected with tube lights.

-------------------------------------------------- 38 ----------------------------------------------
Important Equipment in Auxiliary Power Circuit 2

Auxiliary Supply Rectifier (ASR)

ASR is located beside main rectifier on guard’s side under frame. It is provided to convert AC
141V to 110 V DC for the working of MCP. This will get feed as soon as VCB is closed.

Main Compressor (MCP)

MCP is provided at under frame on motor man side. It is a DC series motor provided to create
compressed air for the operation of pneumatic valves and for the brake system. MCP starts working
when MCP start switch is pressed and CR (compressor relay) is latched and CC1 contactor is closed.
MCP cut in and cut out is controlled by governor CG1, provided in HT room. CG1 cut in at 6Kg/cm2
and cut out at 7Kg/cm2. MCP stops working when MCP trip switch is pressed and CR is unlatched and
CC1 is de energized.
To isolate particular MCP, 2.5A MCP syn. MCB (MCB& Fuse panel, 4th row) to be made “off”
(trip condition) or 160A fuse (MCB& Fuse panel, 3rd row) to be removed.

Low Tension Relay (LTR)

LTR is located in the relay panel. This relay will energize as soon as Auxiliary 2 is energized. It
is connected across the ASR output supply. If LTR de-energise, check 2.5A MCB for LTR in
MCB/Fuse panel. LTR will de-energise when no voltage in Aux-2 output and Aux. rectifier will trip and
ASR-WL light will glow.

Line Volt Meter

It is located in the driving cab to indicate the line voltage when VCB is closed. It is protected by
2.5A MCB on positive side and also 10A fuse in fuse panel.

DC-DC Converter
In all EMU’s/MEMU’s, HLVS are replaced by DC-DC converter, input from battery is
connected to the converter and output is 24 volt DC, two halogen lamps are provided in the headlight
assembly more over spare bulbs are also provided inside the assembly. The main advantages of the
converter is, if one unit is defective, motorman can change the changeover/rotating switch to work with
other unit, both units are assembled in a single assembly. Even if VCB is in open condition the head
lights are glowing. The converter is protected by a 15 amps MCB and 20 amps fuse respectively. The
bulbs are having two filaments namely high beam (bright-100 W) and low beam (dim-90 W)
respectively.

Auxiliary-2 Circuit Earth Fault Relay (EFRA II)

It is located below the relay panel. When there is any earth fault in the auxiliary -2 circuit, this relay
energize and trips VCB and Red lamp glows on EFRAII panel. To reset the relay push button switch to
be pressed.. Isolating switch for this relay is HEFRA II, which is located below EFRA II.

GROUNDING THE MEMU/EMU

Procedure:
1. Apply Parking Brake.
2. Ensure MR pressure is 7 Kgs/Cm2, if not, build up.
3. Trip MCP, Trip VCB, lower pantos and ensure physically.
4. Keep TSS in 'TEST' position and BIS in OFF position.
5. Take out the reversor key from its socket.
6. Open the HT compartment door with the help of BL key or with the keys provided by the Shed.
7. Enter into HT compartment and stand in front of 'EAS', insert the reversor key at 3 o clock
position and turn it to 6o clock position in clockwise direction.
8. Operate Manual Operating handle ('Z' type Handle) on anti clock wise direction till it stops
movement for releasing the lock.
9. Operate EAS handle upwards fully ( 60 clock position to 90 clock position).

-------------------------------------------------- 39 ----------------------------------------------
 10. Operate manual operating handle (‘Z’ type handle) on clock wise direction till stops movement
for locking.
11. Now the Motor Coach is grounded electrically and pneumatically. Pneumatic supply is cut off
to the roof equipments and connected to the earth.
12. Un-ground the Motor Coach after completion of work as per procedure, if required.
13. Do not enter in to the HT/ Equipment room without tripping VCB.
LOW TENSION TEST
Preparation: (EMU /MEMU)
1. Build up 7 Kgs./Cm2 pressure in MR (if required).
2. Check the battery voltage which should be more than 85 V.
3. Open VCB and lower pantographs and ensure lowering of Pantographs physically.
4. Keep TSS in TEST position in the required motor coach.
5. Close VCB by pressing VCB close Switch. Ensure ABR latched.
6. Trip 15A MCB PT/ VCB in MEMU
7. Keep toggle switch Up- ward ( located in LT room above GS panel) in MEMU
8. Latch ABR manually. Ensure ABR latch and VCB OFF red lamp glows in MEMU
LT Test (EMU and MEMU)
1. Press and release MCP start switch, ensure CR set coil energises and closing of CC-1 contactor.
2. Press and release MCP stop switch, ensure CR set coil de-energises and opening of CC-1
contactor.
3. Operate, OL reset switch by opening of Control switch and ensure OL-1 to 4, OL-5&6,
OLP/EFRP are resetting properly, then close Control switch.
4. Operate BIV by turning “ON” fully, Close EP Brake supply switch, ensure glowing of brake
supply “ON” lamp.
5. Move BCH to EP full range and ensure energisation of holding & application contacts in brake
application relay.
6. Press MPT, move reversor to required direction and move MPT to shunt position. Ensure
energisation of K-1 & K-2 (located in SG-1 and SG-2), hear the energisation noise from K-1 &
K-2 and also ensure no air leakage from Switch group NO. 1& 2. Ensure energisation of SR,
glowing and extinguishing of MSTWL, closing of motor contactors, closing of tap changing /
transfer contactors and no air leakage from Tap changer box.
7. Ensure working of DMH and no air leakage from it, release MPT and ensure proper working of
DMH.
8. Move MPT to 'HALF POWER' position, ensure proper closing of tap changing / transfer
contactors as per the sequence of operation and no air leakage from tap changer box.
9. Move MPT to 'FULL POWER' position, ensure proper closing of tap changing / transfer
contactors / WGR as per the sequence of operation and no air leakage from tap changer box.
10. Bring back MPT to 'OFF' position, ensure opening of motor contactors/ tap changing / transfer
contactors and de-energisation of SR.
11. On energisation of all motor coaches as per the procedure, take few notches and place BCH to
emergency position and ensure opening of tap changing / transfer contactors, de-energisation of
SR and opening of the Motor contactors by glowing MSTWL
After completion of LT test in MEMU
a. Release ABR latch manually first.
b. Normalise TSS to run position.
c. Normalise toggle switch (Down wards) located in LT room.

-------------------------------------------------- 40 ----------------------------------------------
 d. Normalise 15 A MCB for panto and VCB.
e. Raise the pantos and close VCB as per the procedure.

AUXILIARY COMPRESSOR

Control circuit of batteries and auxiliary compressor:

BIS-is the battery isolating switch. When switched ON battery out put voltage is available.
Battery voltmeter provided to indicates the battery voltage. The battery voltage should be above 85V.
There are 10 batteries provided with 50 cells. Total battery voltage is 110V. Initially BA voltage is used
to start the Aux compressor to build up the air pressure, rising of panto and closing of VCB.

Starting the auxiliary compressor: (EMU)

BIS ON—BA voltage above 85V—Panto/ VCB MCB ON—BL unlocked—HVCB close
switch pressed—ABR set coil latched—ABR N/O inter lock closes in CC2 coil circuit—2.5 A control
MCB ON—CG2 in cut in position—CC2 coil energizes—CC2 contactor closes—15A MCB on positive
side ON—16A fuse on negative side good condition—Aux. compressor starts—Builds up pressure in
panto, VCB and equipment reservoirs. CG2 closes at 5.5kg/cm2, opens at 6.5 kg/cm2.

Starting the Auxiliary Compressor (RJY based MEMU)

To start the auxiliary compressor, first put on BIS and ensure the battery voltage. It should be
more than 85V. Insert BL key and unlock BL box. Now switch on auxiliary Compressor starting switch
(downwards) which is 2nd one on BL switches top row. Ensure 2.5A MCB for Auxiliary compressor
which is located in 4th row of fuse/MCB panel for normal condition. Now CC2 coil gets energized
provided the auxiliary compressor governor contact closed(will open when the pressure is above
6.5Kg/Cm2 and closes when the pressure is below 5.5 Kg/Cm2).
Now CC2 coil gets energized there by CC2 contactor will close in auxiliary compressor circuit
and the auxiliary compressor will starts working, provided 15A MCB for auxiliary compressor (4th row
of Fuse/MCB panel ) on +ve side for normal position and 16A Fuse for auxiliary compressor on –ve
side for normal position. Now the auxiliary compressor starts working.

When the pressure builds upto 6.5 Kg/Cm2 the auxiliary compressor governor contact will open,
there by CC2 coil gets de-energised and CC2 contactor gets opened. So the auxiliary compressor stops
working. When the pressure drops below 5.5 Kg/Cm2 the governor contact will close automatically,
CC2 coil will again energises and CC2 contactor gets closed and there by the auxiliary compressor
starts working again.

Note: The auxiliary compressor starting switch should always be in ON position (downwards) even
after energisation and on run.

MAIN COMPRESSOR
Starting of MCP
When main compressor start switch is pressed wire no 12 will be energized through 5A MCB is
ON and compressor relay (CR) will energize in all motor coaches. Now compressor contactor CC1 is
close through 2.5 A MCB, CR normally open interlock, CG1 normally closed contact and 2.5A
synchronizing MCB are intact. As soon as CC1 coil energies contactor is closed, main compressor starts
working provided 160A fuse intact. For isolating any one compressor it’s synchronizing MCB to be
tripped.

-------------------------------------------------- 41 ----------------------------------------------
Stopping of MCP
To stop MCP, Press Compressor trip switch (6th switch in BL box), through wire no 42, BL
interlock and 5 Amp MCB, CR trip coil is energized and delatch the CR. Hence the n/o interlock of CR
will open in CC-1 circuit in all MC’s, now MCP stops in all MC’s
Note: Before opening VCB, MCP Trip switch to be pressed to stop MCP, to avoid failure of ASR while
re closing VCB.

Automatic Starting and Stopping of MCP

To monitor the automatic starting and stopping of MCP, a main compressor governor (CG-1) is
provided. CG-1 interlock closes at 6 kg/cm2 and opens at 7 kg/cm2 in CC1 branch. Hence MCP starts
and stops working respectively. In case is CG-1 becomes defective in open position, a bypass switch
GS-3 is provided to start MCP. GS-3 is provided at GS panel in LT room.
CONTROL CIRCUIT OF INDICATION LAMPS

There are eight pilot lamps provided in the driver desk indication panel namely
1. VCB trip (VCB OFF) lamp
2. EP supply ON lamp
3. OL1&OL2 lamp
4. ASR lamp
5. MSTWL
6. Main rectifier fuse blown lamp
7. Battery charger failure lamp.(BCFR)
8. OL3 & OL4 lamp.

In addition to the above lamp/LED there are other indication lamps are also provided

1. PRV lamp.
2. PFD lamp.
3. Unit fault lamp.
4. Alarm bell indication lamp.
5. Warning switch indication lamp.
6. Guards supply indication lamp.

1. VCB Trip (VCB OFF) Lamp

This is to indicate the condition of VCB. When VCB is in closed condition VCB trip lamp will
be in extinguished condition and lamp will glow when VCB in opened condition. This lamp will be in
service when 5A fault indication MCB is ON condition, BL in unlock condition. After VCB is closed
in all the motor coach, the VCB trip light will extinguish. If VCB is not closed in any one motor coach,
VCB trip light will not extinguish. On run if VCB trips in any motor coach this light will glow in
leading motor coach and all other motor coach.
2. EP supply on Lamp
It is an indication light provided to indicate the availability of control supply for EP brake. This
light will glow only in leading motor coach, if the following conditions are fulfilled.
a) EP brake 5A MCB is ON
b) BL is unlocked
c) EP supply BL switch is ON
d) BIV is fully turned ON
3. OL1& OL2 Lamp
This light is provided to indicate the action of over load relays OL1 and OL 2. When
everOL1&OL2 energize, the indication light OL1&OL2 will glow in the driver desk. This pilot lamp
will glow in the defective coach only.
4. ASR Lamp

-------------------------------------------------- 42 ----------------------------------------------
 This is to indicate the condition of auxiliary supply rectifier. Lamp will glow when ASR is
defective or when its relay LTR is not picked up. This light will glow and extinguish, while closing
VCB if ASR output is available .If ASR defective or LTR not pick up, this lamp will glow in all motor
coaches
5. MSTWL Lamp
This is to indicate the condition of motor contactors. When MPT is moved from OFF to
SHUNT/HALF/FULL power, MSTWL will glow and extinguish, indicating all motor contactors are
closed in all MC. If the light is glowing continuously means any one of the motor contactors or all the
motor contactors not closed in any one of the motor coach.
6. Main Rectifier Fuse Blown Lamp
This pilot light is provided to indicate the main rectifier fuse condition. In case any one branch
fuse is melted this lamp will glow and no consequence will experience. If more than one branch fuse
melted this pilot lamp will glow with CBAR relay action. This will glow in all motor coaches.
7. BCFR Lamp
This indication light is provided to indicate the condition of battery charger. Whenever battery
charger is failed in a motor coach, the battery charger failure relay BCFR will de energize and this lamp
will glow. This lamp will glow in all motor coaches. Normally while closing VCB this lamp will glow
and extinguish.
8. OL3& OL4 Lamp
This light is provided to indicate the action of over load relays OL3 and OL 4. When ever
OL3&OL4 energize, the indication light OL3&OL4 will glow in the driver desk. This pilot lamp will
glow in the defective coach only.
9. Unit Fault Lamp
Unit fault lamps are provided in Dr.cab, out side cab on motorman’s side and guard’s side. These
lamps will be glowing on the defective Motor coach on the fallowing occasions.
1. TTR is energized.
2. CBAR is energized.
3. OL1, OL2, OL3, OL4 were energized.
4. RFAR is de energized while NVR is in energized condition.
5. VCB is tripped while ABR is in latched condition.
10. PFD INDICATION Lamp
PFD indication lamp is provided on Motor man’s desk to indicate condition of PFD protection
fuse (80A).If PFD protection fuse blown out this lamp will glow. In this case Motor man should inform
to TLC/Maintenance staff and get guidance for further working.
11. PRV Indication Lamp
PRV indication lamp is provided in the Motor man’s desk to indicate the action of transformer’s
Pressure Relief Valve. In case PRV is acted due to abnormal pressure developed in side the transformer
tank which releases the oil and pressure from the transformer tank, now a lever switch is operated, its
N/C interlock opened and trips VCB in addition to PRV lamp indication in the motorman desk.
12. Guards Supply Indication Lamp
This lamp will glow if guard’s rotary switch is operated with the help of Guard’s key. This lamp
glows with supply from Guard’s 5A MCB, which on Motor man’s desk. For the working of Signal bell,
Alarm bell, Fan’s and Normal lights, the glowing of Guard’s supply indication to be ensured.
13. Alarm Bell Indication Lamp
This lamp glow in two occasions:
1. Motor man/ Guard press Alarm bell push button ( Testing switch)
2. Alarm chain pulled in any of the coach by Passengers.
The lamp glows with supply from 5A guard’s supply MCB, Guard’s rotary switch, 5A Alarm MCB,
2.5A Alarm bell MCB.
14. Warning Switch Indication Lamp
This lamp will glow if warning switch( AWS) is switched ‘ON’. This lamp glow along with buzzer
provided 2.5A buzzer MCB is ‘ON’.

-------------------------------------------------- 43 ----------------------------------------------
 CONTROL CIRCUIT OF PANTO AND VCB

Raising of pantograph( EMU )

--BA voltage above 85 V--MR pressure 6.5kg/cm2--15A Panto/ VCB MCB ON—BL
unlock—MPT on OFF— VCB open— PT coc open-- Panto rise switch pressed --Panto up coil
energizes (Panto down coil latch releases)—Panto will rise.

Lowering of pantograph ( EMU )

--BA voltage above 85 V--15A Panto/ VCB MCB ON—BL unlock— PT coc open-- Panto
lower switch pressed --Panto down coil energizes (Panto down coil latches)—Panto will lower.

Raising of Pantograph( MEMU)

--BA voltage above 85 V--MR pressure 6.5kg/cm2--15A Panto/ VCB MCB ON—BL
unlock—PT switch downward— PT coc open—Panto rotex valve energizes—Panto will rise.

Lowering of Pantograph( MEMU)

------ BA voltage above 85 V--MR pressure 6.5kg/cm2--15A Panto/ VCB MCB ON—BL
unlock—PT switch up ward— PT coc open—Panto rotex valve de energizes—Panto will lower.

Main Circuit Breaker – VCB for MEMU

At present on BZA based MEMU”s Vacuum Circuit Breakers are provided in place of Air Blast
Circuit Breakers.

Closing of VCB
After raising the pantograph, to close VCB, the HVCB close switch should be pressed. Then
ABR set coil and ARR coil will get feed and energized through 14 B +ve Wire, 15A MCB for PANTO/
VCB is “ON”, BL I/L (BL should be unlocked) HVCB close switch I/L, panto switch N/O I/L
(downwards) and VCB N/C I/L (VCB should be open position). The wire No.9 gets energized there by
ABR set coil (relay) will energize and latch in energized condition. ARR relay will also energize.
When ABR set coil and ARR energized ABR N/O I/L closes on the branch of VCB holding/closing coil
and also ARR N/O I/L closes on the branch of VCB holding/closing coil connected parallel to VCB I/L
and thus VCB holding coil will energize through 14 B +ve wire, 5A MCB for VCB fault is “ON”, ABR
N/O I/L (since already closed), OL5/OL6 N/C I/Ls, OLP/EFRP N/C I/L, BIR N/C I/L, PVR I/L, TSS
closes on “RUN” position, and through ARR N/O I/L and VCB N/C I/L the holding coil will get
energize, and allows the air pressure into the VCB servomotor closing side & VCB will be closed. This
will be indicated to the Loco Pilot by the extinguishing of “VCB OFF” red lamp.
Then the Loco Pilot will release HVCB close switch, thereby ABR & ARR coils will de-
energize but ABR remains in latched position and ABR N/O I/L remains in closed position on VCB
holding coil.

When VCB is closed its N/C I/L opens on ABR set coil and ARR coil and when HVCB switch
is released ARR also de-energizer and it’s N/O I/L opens on VCB closing coil. But VCB holding coil is
maintained in energized condition through VCB N/O I/L closes parallel to ARR N/O I/L and VCB N/C
I/L, since VCB I/L closes soon after closing of VCB. Hence the VCB holding/closing coil is energized
condition.

Opening of the VCB

To open VCB, HVCB trip switch should be pressed. The wire no.10 will energize thereby the
ABR trip coil will energize through ABR N/O I/L. When ABR trip coil is energized, it unlatches the
ABR relay, thereby ABR N/O I/L will open on VCB holding coil and VCB holding coil will de-
energize, when VCB holding coil de-energize it admits the air pressure to the VCB servomotor from
opening side and VCB opens. Opening of VCB is indicated to the Loco Pilot by glowing the VCB
“OFF” red lamp.

-------------------------------------------------- 44 ----------------------------------------------
 In case of emergency before tripping of VCB wire no.10 will energize when panto switch is
operated upwards to lower the panto, thereby the ABR trip coil gets energized through the panto
switch(upwards) N/C I/L provided parallel to the HVCB trip switch and ABR N/O I/L, the ABR trip
coil get feed and trips VCB.
Automatic opening of VCB
VCB will trip automatically to protect the power circuit, Auxiliary I & Auxiliary II circuits
whenever there is any abnormality in the above circuits to protect the equipments/circuits. Hence VCB
trips by de-energized VCB holding coil by opening of the respective I/Ls on VCB holding in the
following cases.
a. 5A MCB for VCB fault is tripped.
b. OL5/OL6 is acted or energies (NC I/L opens on VCB holding coil )
c. OLP/EFRP is acted or energies (NC I/L opens on VCB holding coil )
d. EFRA 2 is acted or energized ( NC I/L opens on VCB holding coil )
e. BIR is acted or energized (NC I/L opens on VCB holding coil )
f. VCB is defective or de=energize (N/O I/L opens VCB holding coil )
g. PRV is acted (NC I/L open on VCB holding coil)
h. TSS kept on test position( I/L opens on VCB holding coil)

All the above safety devices/relays provided in the MEMU with the relay targets or indications
which show normally with set indication or red flag target for their proper working. Whenever the
VCB trips through the protective devices/relays shows trip indication. It means that they have acted
and causes tripping of VCB.

ENERGISATION OF MEMU/EMU

Insert the Reverser, BIV, BL key in their respective positions. Unlock the BL key in the leading
Motor coach.
Starting of Auxiliary Compressor in EMU and MEMU
1. Start the auxiliary compressor, by pressing the "HVCB CLOSE" Switch and wait for the pressure
to build up. (EMU)
2a.Start the auxiliary compressor, by keeping the auxiliary compressor switch downwards and wait
for the pressure to build up. (MEMU).

Raising of pantograph (EMU)

1. Ensure above 6 kg/cm2 of air pressure in panto reservoir.
2. Check the Panto cut out cock for its open condition.
3. Press and release "HVCB TRIP" Switch
4. Press and release " PANTO RAISE " Switch.
5. Check and ensure physically the raising of Panto in both Leading and trailing Motor
coaches and touching with the contact wire.
Raising of Pantograph (MEMU)
1. Ensure above 6 kg/cm2 of air pressure in panto reservoir.
2. Check the Panto cut out cock for its open position and also ensure cock no.1 in open
condition and cock no.2 in closed condition which are located in HT compartment.
3. Operate panto switch downwards.
4. Check and ensure the raising of Panto in both Leading and Trailing Motor coaches and
Touching with the contact wire, physically.
Closing of VCB:
1. Ensure above 6 kg/cm2 of air pressure in panto reservoir.

-------------------------------------------------- 45 ----------------------------------------------
 2. Press the "HVCB CLOSE" Switch.
3. Watch for extinguishing of "VCB OFF" RED lamp and glowing & extinguishing of ASR
and BCFR lamps and also observe the rotating noise of auxiliaries, deflection on line
voltmeter and then release the HVCB close switch.

Starting of Main Compressor

Press and release the" MCP START" Switch, of compressor set coil and observe the rotating
noise of compressor and raising of MR pressure on dual gauge (6 to 7 Kgs/Cm2).

Charging of BP pressure:
After ensuring MR pressure 7 kg/cm2 then Turn on BIV fully and keep brake control handle in
'1' position (Release / Run position). Watch the BP pressure raises to 5 Kgs/Cm2 in dual gauge.

Checks to be conducted before energisation

1. Ensure all the following keys are available
a. Reverser key
b. Brake isolating valve keys - 2 Nos
c. BL key
d. Guard's key
e. Cab door keys - 2 Nos (if provided)
f. HT Compartment door keys (if provided)
g. Ensure all the items are intact as per log book.

2. Ensure that the MEMU/EMU must be under the OHE.

3. Check and ensure all the drain cocks are in closed condition and all cut out cocks are open
condition.
4. Check and ensure EPIC, AIC, BIC should be in open condition in all coaches.
5. Ensure jumper couplers A,B,C & D are properly fixed and locked in their respective sockets.
6. Check the buffers, cattle guard and inter coach coupler connections.
7. Check all under frame equipments i.e. Electrical, Mechanical and Pneumatic.
8. Ensure BIV (Brake Isolating Valve) in OFF position in non-driving cabs.
9. Ensure brake controller handle (BCH) is in release position in non-driving cab.
10. Check and ensure all fuses are in good condition and MCB’S should be at ON position (Normal
position - Up wards).
11. Ensure that all the relay targets are in normal position (SET position except RFAR).
12. Operate the BIS to "ON" in all motor coaches and ensure Battery Voltage is more than 85V.
13. Ensure MCS1 & MCS2 are on normal position and ensure that all the traction motors are in
service.
14. Check for any By-pass switch in fault position. i.e. HEFRP, HEFRA-II and HOBA and also check
for any governor By-pass switch in fault position and ensure TSS on RUN position.
15. Check for availability of fire extinguishers, emergency telephone, two Nos. of wooden wedges
and Head code boards.
16. Check & refer the entries made in the Log Book.
While closing VCB, VCB OFF red lamp extinguishes but BCFR (Battery Charger failure) and
ASR(Auxiliary Rectifier Trip) lamps will glow and line voltmeter will not deviate, no sound heard
from auxiliaries.

-------------------------------------------------- 46 ----------------------------------------------
 CONTROL CIRCUIT OF REVERSERS & MOTOR CONTACTORS

Condition for closing of motor contactors and setting of reverser

1. 15 Amps MCB for MPT in good condition.

2. BL is unlocked.
3. Control switch is ON.
4. Reverser key is operated to forward/reverse.
5. BIV is turned on fully & BP pressure is 5 kg/cm2.
6. MPT is moved to shunt/half power/full power.
7. Any one of the MCS is in “NORMAL” position.

To operate reverser, press MPT, move reverser key to forward and then MPT to SHUNT position.
Now the wire numbers 1 & 5 are energizing provided the above conditions are fulfilled, reversers K1 &
K2 are thrown to respective direction.
As soon as K1 and K2 are thrown in forward direction, wire number 503 will energize. Motor’s
negative contactors coil will get supply from wire no 503 through parking brake governor, control
governor, equipment governor interlocks in closed position, normally closed interlock of CBAR, TTR ,
OL1&2, OL3&4 and normally opened interlocks of RFAR,. When negative contactor closing coil gets
supply motor’s negative contactors will close thereby motor contactors namely M1, M2, M3 & M4 are
also closed. Motorman will get an indication in the cab by glowing and extinguishing of MSTL lamp.

Control governor: (Setting open 3.3 close 4.2 kgs/cm2)

This is a pressure switch provided in the BP pipe line to ensure the sufficient BP pressure of 5
kg/cm2 is available for the auto brake. For any reason if BP pressure is reduced control governor
interlock will open in motor contactor circuit and motor contactors will open. By pass switch GS-2 is
provided in GS panel
Equipment governor (Setting open 3.3 close 4.2 kgs/cm2)
Equipment governor ensure sufficient pressure in control reservoir for operation of contactor
such as tapping contactors, transfer switches and motor contactors. When pressure drops in control
reservoir, its inter lock will open in motor contactors branch and motor contactors will open. By pass
switch GS-1 is provided in GS panel.
CBAR:
When ever any one branch rectifier fuse blown out CBR (A) relay will energize and a pilot
lamp will glow in cab. When more than one rectifier branch fuse blown out CBR (B) relay and CBAR
relay will energizes and motor contactors will open. This ensures no overloading of rectifiers when
more than one fuse is blown. To resume traction CBAR interlock can be by-passed by isolating one
pair of traction motors (MCS-1 in 1&2 out or MCS-2 in 3&4 out position). Energizing of CBAR is
indicated by FLAG (TRIP) indication in relay itself.

TTR:
Undue rise in temperature of transformer oil (above 750 C) causes the transformer thermostat to
operate, which in turn picks the TTR. Operation of this relay interrupts the feeds to the motor contactor
thereby motor contactors will open and taking load of the transformer. When temperature comes down
TTR will set automatically and motor coach will respond. TTR action is indicated by the FLAG (TRIP)
indication in relay itself. If TTR is acted, working of OP, KF-1 and KF-2 to be ensured.

RFAR:
An air flow relay RFR is provided in the rectifier cubicles to ensure the working of rectifier fan
motor (RF). If the rectifier fan is not working RFR will not pickup and causing its interlock to open in

-------------------------------------------------- 47 ----------------------------------------------
RFAR circuit resulting RFAR de energizing and a TRIP indication will appear on the relay. When
RFAR trips motor contactors will open and not responding will experience

CONTROL CIRCUIT OF TAP CHANGER & SR

This circuit controls the operation of tap changing contactors and transfer switches. Starting
Relay (SR) is provided in this circuit to ensure the proper functioning of the circuit. For energizing SR
relay the following conditions to be fulfilled.
1. NVR in energized condition.
2. Motor contactors M1 to M4 are closed.
3 Winding change over switch is in LV side.
4. Tapping contactors T1 to T6 are in open condition.

When MPT is moved to shunt, wire No.1 will energize. When wire no.1 energizes through the
MCS-1 & MCS-2 contacts, normally open interlock of NVR, Normally closed interlock of WGR, and
through LV interlock of W, wire no.106A energizes. This in turn energize SR (starting relay), through
the normally open interlock of M-1 to M-4 which is now closed, normally closed interlock of WGR on
positive side and in the negative side SR is being completed through its own SR normally closed inter
lock and T-2, T-3, T-4, T-5, T- 6 & T- 1 normally closed interlock.

As soon as SR is energized, its four normally open interlocks are closing in different branches,
but SR will be maintained through its normally open interlock. Normally open interlock of SR, which is
in series with the normally open interlocks of M- 1, & M-3 to maintain SR in additional parallel path
from 106A. Another normally open interlock of SR closes in 106A wire which in turn energies wire
no.106 holding wire and also gives feed to wire no.107 & wire no.108 through normally closed
interlock of CLR-1 & 2. The SR fourth normally open interlock closes in then negative side of tap
changing contactors connected in series with W/LV contact to maintain the circuit when T1 is in closed
condition on first notch.

From wire no 106, T9 contactor coil is energized through normally closed interlock of T-8, T -
2, T-4 and T-6. At the same time T-7 contactor coil is energized from wire no. 108, N/C of T-7, T-8.

Through wire no.106A, the T-1 contactor coil energizes through normally open interlock of T-
9, W/LV contact and normally closed interlock of T-1. The negative of the T-1 coil is maintained
through normally closed interlocks of T-2 to T-6, W/LV and normally open interlock of SR. Now the T-
1 is maintained through its own normally open interlock. In this condition the contactors T-1, T-7 and
T-9 are closed and first notch is completed.

TRANSITION –1 (Progression from 1st notch to 2nd notch)

When the current limiting relays (CLR1 &CLR2) are drops, wire no.108 feed energizes the
notching relay (NR2) through normally open interlock of T-7, normally closed interlocks of T-8, NR1,
NR1 and normally open interlock of T9. As soon as NR2 is energized, T-8 coil gets energized through
normally open interlock of NR-2 and the contactor T-8 closes. Further T8 is maintained through from
wire NO.106 through normally open interlock of T-8 and normally closed interlock of T-7.When T-8 is
closed the normally closed interlock of T-8 opens in the control circuit of T-7 & T-9 and the contactors
T-7 & T-9 opens and NR-2 drops due to opening of T-9. Now T-1 & T-8 are closed condition and
completing 2nd notch.

Note: No further notching takes place as long as MPT is in shunt position. To obtain further progression
(3rd to 12th notch) MPT must be moved to half power position.

TRANSITION – 2 (Progression from 2nd to 3rd notch)

-------------------------------------------------- 48 ----------------------------------------------
 When the master controller is moved to half power position wire no.2 gets energized which in
turn energize wire no.210. for progression from 2nd to 3rd notch through the contacts of MCS -1 & MCS-
2, W/LV contact, normally closed interlocks of CLR-1 & CLR-2, normally open interlocks of M-1 &
M-3, NVR and normally closed interlock of NR-2, normally open interlock of T-8 and energizes
contactor coil T-2 through normally open interlock of T-1 and normally closed interlock of T-2.

The negative side for T-2 is completed through the normally closed interlocks of T-3 to T-6,
W/LV and normally open interlock of SR. The T-2 is maintained by wire no.106 through its own
normally open interlock. As soon as T-2 is closed T-1 is opened.

After closing of T-2, T9 contactor coil energizes through normally closed interlock of T-1, T-3,
T-5 & T-7 causing T-9 to close. NR-1 energizes through normally closed interlock of T-3 and normally
open interlock of T-2. In these condition contactors T-2, T-8 & T-9 are closed and 3rd notch is
completed.

TRANSITION – 3 (Progression from 3rd to 4th notch)

As soon as CLR-1 & CLR -2 are dropped, NR-2 is energizing through normally closed
interlock T-7, normally open interlocks of NR-1 & T-9. After NR-1 & NR-2 are energized T-7
contactor is closed. When T-7 closes T-8 & T-9 will open, further T-7 is maintained through its self
interlock and normally closed interlock of T-8. Now T-2 and T-7 are in closed condition completing 4th
notch. The opening of T-9 causing to de energizes NR-2.

TRANSITION - 4 (Progression from 4th to 5th notch)

As CLR-1 & CLR-2 drops, wire no 209 gets energized through the contacts of MCS 1 & MCS
2 W/LV contact, normally closed interlocks of CLR-1 & CLR -2,normally open interlocks of M-1 & M-
3, NVR and normally closed interlock of NR-2, normally open interlock of T-7 thereafter it energizes
the contactor coil T-3 through normally open interlock of T-2 and normally closed interlock of T-3 and
closing T-3. As soon as T-3 is closed T-2 gets opened. Further T-3 is maintained from wire 106 through
its self inter lock and on negative side through normally open interlock of T-4, T-5, T-6 &T-1, W (LV).

Opening of T-3 causes to de energize NR-1 in turn supply from 106 closes T-9 through
normally closed interlocks T-8, T-2, T-4, T-6. Now T-3, T-7&T-9 are closed and completing 5th notch.
Like wise 5 to 12 notches will continue by repeating (recycling) of transition 1 to 4 and each
progression being regulated by the action CLR-1 and CLR -2. When MPT is in HALF power position
total 12 notches will be effected.
To achieve further progression the master controller has to be moved to full power position.
When the MPT is on full power position wire no.3 gets feed and WGR will be energized through
normally closed interlock of T-5 and normally open interlock of T-6 and further maintained from wire
no 101, through its self interlock of WGR.

As soon as WGR is energized W/LV coil is de-energized and W/HV coil gets energized
through normally open interlock of WGR. After closing of W on HV side, wire no.209 /210 is energized
through W/HV contact and normally closed interlock of AOVR. This causes closing of T-1to T-5 and
effecting 13 to 22 notches, by repeating of transition 1to 4

Note:1. When MPT is in FULL power, if OVR is acted, the relay AOVR will energize and stops
further progression.

-------------------------------------------------- 49 ----------------------------------------------
 2. CLR-1 and CLR- 2 will control the progression from 2 to 21 notches.
3. As an additional path, to avoid poor interlock of CLR-1 & CLR- 2, a relay CLAR and its
normally open interlocks are provided across the interlocks of CLR-1 & CLR-2 in wire no 2.
4. WARNING: SR should not be packed by crew.

BRAKE SYSTEM

EMU is provided with air brake system. This system is operated by electro pneumatically (EP
brake system) and through direct reduction of BP also (auto brake system). BP pipe is also running
through out the formation and all the Angle cocks in between the coaches are to be kept open for the BP
continuity. BP charging is done from the leading motor coach by turning on BIV key.
Underneath of each driving cab an equalizing reservoir is fitted and under each coach an
auxiliary reservoir for storing 5 kg/cm² of BP pressure for application of Auto Brake is also fitted.

All coaches are fitted with an EP unit under the bogie frame for brake application When BP
charged in the whole system BP pressure will charge in all EP unit and auxiliary reservoirs and kept
ready for EP and Auto brake application.

Each motor coach and Trailor coach is provided with eight brake cylinders in EMU and each
trailer coach is provided with four brake cylinders in MEMU. Brake cylinder pressure is set at 1.5
kg/cm² for motor coaches and 1.8 kg/cm² for trailer coaches. All trailer coaches are provided with brake
cylinder pressure gauge under the bogie frame.

In every coach one EP isolating cock (EPIC), one auto isolating cock (AIC), and two bogie
isolating cock (BIC) one for each bogie are provided. For manual releasing of brake each coach is
provided with a release valve, which can be operated from either side of the formation ( BRH ).

In every driving cab a duplex gauge for indicating MR and BP pressure one brake cylinder
gauge and a BP pressure gauge for guard are also provided.

An emergency brake valve for guard is provided in every driving cab. Braking of EMU is
effected by brake rigging arrangement by wheel clasping or gripping by brake blocks both sides.

Westing House Brake System (WSF)

The parts of the brake controller are
1. Brake controller handle,
2. Self-lapping cylinder,
3. Puppet valve group, (A, B, C & D)
4. Equalizing discharge valve,
5 Pressure reducing valve,
6. Equalizing reservoir
7. Brake isolating valve switch key operated.
8. Application and holding contacts.
The parts of the EP unit are
1. Holding magnet valve. HMV
2. Application magnet valve. AMV
3. Limiting valve.
4. Triple valve
5. Positive acting check valve.
6. Stabilizing valve with bulb.
7. Safety valve.

-------------------------------------------------- 50 ----------------------------------------------
 When the brake controller handle is in the `Release and Running' position, Application and
holding contacts in the brake controller remains open. In the puppet valve grouping, valves A & B
remain open and C and D remain closed when BCH in release and running position.
As soon as BIV key is turned ON, MR pressure will admitted to the limiting valve and reduced
to 5 kg/cm²,and sent to puppet vale B & A. Through B valve, MR charges the equalizing discharge
valve top chamber and equalizing reservoir. Through A valve, MR charges the equalizing discharge
valve bottom chamber and charges the BP pipe line throughout the formation provide all end cock are in
opened condition in between coaches. Since equalizing discharge valve top and bottom chambers are
charged with 5 kg/cm², the valve is balanced and closing its exhaust port. And BP pressure is
maintained at 5 kg/cm².

The brake pipe pressure charges the triple valve provided all AIC are in opened condition BP
pressure charges triple vale both chamber with 5 kg/cm² (now the triple valve is balanced) and also BP
charges the Auxiliary reservoir, triple valve stabilizing valve and stabilizing valve bulb. Now the entire
formation is charged with BP pressure and ready for brake application.

EP Application
When the driver’s brake valve handle BCH moved between position I and II electrical contact
are made which energize the holding magnet valves of the E.P brake units; this closes the exhausts from
the brake cylinders. The application valves are next energized and MR pressure flows to the brake
cylinders. The driver’s brake valve contains a self-lapping device so that brake cylinder pressure is built
up to a value proportional to the angle through which the handle has been moved. A series of small
angular movement of the handle from position I will apply brakes in steps until maximum brake
cylinder pressure is reached in position II. In the same way the brake may released in step by moving
the handle towards position I, the brake cylinder pressure drops in each step being proportional to the
angle through which the handle has been turned.
In addition to the self-lapping contacts of the drivers brake valve, positive acting contacts make
direct connection to the application and holding circuits in the full and emergency application. BCH
moved to full EP application position maximum brake cylinder will reach i.e. 1.8 Kg/cm2 for trailer
coach and 1.5 Kg/cm2 for motor coach.

EP Release
When the brake controller handle is moved back from full EP position towards release and
running position in the self lapping range, first the application contact gets opened, there after holding
contact opens, de-energizing both the application and holding magnet valves of all EP units, when
the holding magnet valves are de energized, brake cylinder pressure is exhausted to atmosphere
through G valve of the triple valve and exhaust port which is opened when holding magnet valve de
energizes. When the brake cylinder pressure reduces correspondence to the angular displacement of
the brake controller handle, the holding contact closes again energizing the holding magnet valves of all
the EP units and closing the exhaust port of all brake cylinders. Thus partial release of EP brake is
possible. When the brake controller handle is moved to release and running position (Position-I) the
holding contacts open de-energizing all the holding magnet valves in the EP units in the formation by
opening all the exhaust ports of all brake cylinder. The brake cylinder pressure is fully released to the
atmosphere.
Action of triple valve stabilizing valve:
When EP brakes are released, the brake cylinder pressure is exhausted to the atmosphere
through the G valve of the triple valve and exhaust. If G valve of the triple valve remain closed due to
any reason during EP brake application, brakes cannot be released. To achieve EP brake release by
restoring triple valve diaphragm to its normal position, stabilizing valve is provided. During EP
application the air pressure in triple valve stabilizing valve bulb is exhausted to atmosphere, through the
exhaust port in the central stem of the triple valve-stabilizing valve. When EP brake is released fully
stabilizing valve bulb connects to auxiliary reservoir and resulting in reduction of auxiliary reservoir
pressure and allow triple valve to move to the correct release position.

-------------------------------------------------- 51 ----------------------------------------------
Auto Brake Application
The automatic brake is controlled by air pressure and does not depend on any electrical supply.
Application is made by reducing the pressure in the brake pipe which is made by reducing the pressure
in the brake pipe before an automatic application is made the driver’s brake valve handle should moved
quickly to position III (Lap) and when the application is to be made, to the position IV.

In position IV pressure in the equalizing reservoir is reduced; this reduction is reproduced in the
brake pipe by the equalizing discharge valve. The reduction in BP pressure operates triple valves on
each EP unit, which in turn connect the auxiliary reservoirs to the brake cylinders. Movement of the
BCH to lap will arrest the BP pressure and no further application of brakes. If the handle is moved from
lap to application and back again to position lap repeatedly the automatic brake will apply in steps. The
automatic brake is not provided with graduated release

Emergency Application
BCH moves to emergency position an emergency application of EP and auto brakes come
together. EP brake will come only if EP supply is available.
Note: 1. Step by step application of both EP and auto brakes is possible.
2. Step by step release of EP brakes is possible.
3. Step by step of release of auto brake is not possible.
4. During auto application BCH should not be brought back to normal or to the self lapping
range as the release of auto brake take place and the train may go out of control.
Dead Man Valve.
Each master controller is fitted with pilot valve, which opens when the master controller handle
is released in an operative position.
When the driver becomes incapacitated and release the master controller handle, pilot valve will
open the emergency application valve, which in turn vents the brake pipe and makes an emergency
application of the auto brake.

PARKING BRAKE
Procedure for operating parking brake
1. Ensure MCB for EP Brake Supply 5A and MCB fault indication 5A are in good condition.
2. BL key to be unlocked / "ON" position.
3. Ensure Parking Brake switch in the BL box, 2nd row which is painted with Yellow colour is in 'OFF'
position (Normal position - Downwards).
4. Before taking traction, ensure the Parking Brake lamp is in extinguished condition.
5. Operate Parking Brake BL switch to 'ON' position (upward) and ensure healthy condition of
Parking Brake by hearing the "hissing" sound of Rotex magnet valve and reduction in Parking
Brake pressure from 4.0 Kgs./Cm2 to 0 Kgs./Cm2 in Parking Brake pressure gauge and also ensure
glowing of Parking Brake Red Lamp. Again bring back the switch to 'OFF' position (Down Wards).
6. Parking brake controls wheel No.1&4 in leading bogie, 5&8 of trailing bogie of Motor coach in
MEMUs and trailer ‘D’ coach in modified EMUs.
7. Ensure simultaneous application.
8. Ensure mechanical release lever (painted in Yellow) is in normal position (6o clock position).
9. Ensure Parking Brake cut-out-cock two Nos. (painted in Yellow) provided below the MCB control
panel is in open condition in MEMUs and in modified EMUs it is provided under neath of trailer
‘D’ coach.
10. Before applying Parking Brake, first secure the train with auto brakes/ EP brakes and ensure BC
raises to 1.6 Kgs./Cm2.
11. Four Parking Brake cylinders are provided in each motor coach and brake will be applied on wheel
No.1, 4, 5 and 8 when Parking Brake is applied.

-------------------------------------------------- 52 ----------------------------------------------
12. When the Parking Brake cylinders are not released trough BL switch, manually release the pressure
through Parking Brake release handle provided for it and ensure proper releasing of Parking Brake,
before starting the train.
13. Whenever the Parking Brake is in applied position or not released properly, the Motorman will
experience hard pulling while starting the train.
14. Even after the Parking Brake is in released condition, if MSTWL is glowing, bye-pass the Parking
Brake governor switch located in switch panel on Motorman's side.

Conditions for applying Parking Brake:

1. When there is no OHE supply for more than 10 minutes.
2. Prolonged detention of rake (Train) in the gradient section.
3. On physical stoppage of train with EP/Auto application (BC pressure 1.6 Kgs./Cm2) for stabling of
formation at Shed or at siding.
4. Convey and confirm with guard through bell code (00000 PAUSE 00000) before applying and after
releasing the Parking Brake.
a. While releasing the BL key (BL box locked), Parking Brake will apply automatically where the
parking brake provision is made. On unlocking BL key from the other cab, Parking Brake releases
where the parking brake provision is made

BOGIE

Brief description of Bogies:

Bogies of Motor coaches and Trailer coaches are all of welded lightweight construction. Axles
for these bogies with their self-aligning spherical roller bearings mounted inside the cast steel Axle
boxes are rigidly guided by telescopic dashpots & Axle guide assemblies. Helical springs working in
parallel with Dashpots are used for primary suspensions. Coach body is supported on two side bearers
located 1700 mm (TC) & 1200 mm (MC) apart on a floating bogie bolster which in turn rests on two
pairs of helical springs supported on a spring plank hung through swing links or hanger from bogie
frame.
The Helical springs of each end of bolster of TC are damped by hydraulic shock absorbers. The
secondary suspension in MC Bogies is damped by spring loaded friction dampers. Side bearers consist
of metal slides immersed in oil baths well protected from dust. No weight is transferred through the
bogie pivot, which is located in the center of the bolster. The pivot acts merely as a center of rotation &
serves to transmit acceleration & retardation forces.

Vertical load transmission

Coach body
↓

Under frame
↓

Side bearer
↓

Bolster
↓

Bolster springs
↓

-------------------------------------------------- 53 ----------------------------------------------
 Lower beam
↓

Hanger
↓

Bolster suspension bracket

↓

Hanger pin
↓

Bogie frame
↓

Axle springs
↓

Axle box
↓

Roller bearing
↓

Axle journal
↓

Wheel
↓
Rail

Horizontal load transmission

Traction motor pinion

↓

Axle gear
↓

Axle
↓

Wheel
↓

Axle box
↓

Lower spring beam

↓

-------------------------------------------------- 54 ----------------------------------------------
 Guide bush
↓

Axle guide
↓

Bogie frame
↓

Nylon pad
↓

Bogie bolster
↓

Center pivot
↓

Center pin
↓

Under frame
↓

Coach body
↓
Coupler

Horizontal braking force transmission

Brake cylinder
↓

Brake rigging parts

↓

Brake hanger
↓

Brake block
↓

Brake head
↓

Wheel
↓

Axle
↓

-------------------------------------------------- 55 ----------------------------------------------
 Roller bearing
↓

Axle box
↓

Dashpot
↓

Axle guide
↓

Bogie frame
↓

Nylon pad
↓

Bogie bolster
↓

Center pivot
↓

Center pin
↓
Body bolster

PNEUMATIC SUSPENSION

In Emus steel coil springs are used as Primary and secondary suspension in all coaches. Steel
springs have certain disadvantages. If it is designed for empty condition, when it becomes over loaded
and sets under fully loaded condition. If it is designed for fully loaded condition it is too stiff when
coach is moving empty, resulting with the coach to bounce too much.

To overcome the above phenomena the steel springs of the secondary suspension are replaced by air
springs. These Air springs use a column of air trapped in an electrometric bellow which acts as a spring
with variable stiffness depending on the air pressure.

Advantages
The main advantages of air springs are

1. Simpler (no rigid frame structure)

2. Less maintenance
3. Better riding comfort
4. Maintain the height between bogie and bolster in empty and dense crush load conditions

-------------------------------------------------- 56 ----------------------------------------------
 It is the column of air that acts as the spring in an Air suspension. The stiffness of the spring can
be changed by changing the operating pressure. Therefore as the load increases, injecting more air
pressure in to it increases the stiffness of the air spring.
An Air suspension passenger coach consists of Air springs (8) mounted on the bogie in lieu of the
secondary springs. The air springs are connected to the air supply through leveling valves (5). The
leveling valves ensure a constant height between the coach frames to bogie frame from empty to fully
loaded condition. The air pressure is fed to the air springs from the main reservoir pipeline (3) through a
check valve (2).
Isolation COCS (1) are provided to enable the braking circuit operative incase of air supply
leaking in the suspension circuit.
An additional reservoir (surge reservoir) (9) is directly connected to the air spring bellow so that
the pressure variation due to minor oscillations of the bolster can be reduced.
The variation of air in the air spring corresponding to the load is achieved with the help of
Leveling valves. The pneumatic suspension system is provided with pneumatic control valves. These
valves are fitted to the bolster and are operated by the lever connected to the bogie frame. On initial
assembly the nominal height and level of the vehicle is set in the tare condition
Whenever there is increase on payload, the bolster comes down. This movement of the bolster
causes the lever to operate the leveling valve to admit more air, so as to increase the pressure of the air
inside the spring, which raises the bolster till it is brought to the set level.
Similarly whenever the payload is reduced (Unit running empty or less load) the bolster moves
upwards. This movement of bolster operates the leveling valve to cut off the air supply and opens a
passage to an exhaust port in the valve. As the pressure in the suspension bellow falls, the vehicle sinks
until it reaches the ride height (set level) and cutoff the venting of air to atmosphere.
When ever the air springs fail due to loss of air or due to any other reasons, emergency springs
are provided inside the bellows, which will be able to carry the load under controlled vehicle speed.
Each bogie has got two leveling valves and two air springs. The two air springs of a bogie needs
to be separated by a relief valve (duplex check valve)(7) to prevent excess air consumption incase air
spring bursts.

BRAKE BINDING

Type of brake Indication Remedy

binding
Pneumatic binding BC gauge reads pressure Ensure brake control handle on release
Poor hauling position,
Poor acceleration Close EPIC, pull BRH,
High deceleration If not successful
All the wheels of the binding Close AIC also and pull BRH
coach not moving If successful,
Close both BIC.
Mechanical binding Poor hauling MC-disconnect PALM PULL rod.
Poor acceleration TC-Remove PULL rod.
High deceleration
MC-one wheel not moving
TC- one pair of wheels not
moving.
Parking brake binding Poor hauling Put parking brake on switch down
Poor acceleration ward, If not successful
High deceleration

-------------------------------------------------- 57 ----------------------------------------------
 Parking brake gauge needle Pull the PBRL handles provided on
reads 0,Binding on wheels wheel nos.1&4 , 5&8
1&4, 5&8
Entire unit brake Unit not moving on shunt Switch off EP supply switch,
binding power Trip EP/MCB
If not successful
Disconnect ‘A’ jumper and try.
Work onwards with Auto brakes.

Air Suspension

Apart from the provision of a better ride, air suspension has one additional feature which is rare
on conventional steel or rubber suspension systems - the ability to provide an accurate load/weight
signal which can be used to modify the acceleration and braking of a multiple unit train. A
diagrammatic arrangement of an air sprung bogie is shown below.

The weight of the car body (well, half of it, since the other half is carried by the other bogie)
rests on the air bag, which is mounted on the top of the bogie frame. Compressed air is fed into the air
bag through a levelling valve attached to the underside of the car body. The valve is operated by a lever
attached to one end of a link, whose other end is fixed to the bogie frame. Any vertical movement
between the car body and the bogie is detected by the lever which adjusts the levelling valve
accordingly.

When the load on the car is changed at a station by passengers boarding and alighting, the
weight of the body changes and the levelling valve adjusts the air pressure in the air bags to match. The
effect is that the car body maintains almost a constant height from rail level, regardless of load, a
constant height because the primary springs will depress to some degree with the additional load. If the
car load is reduced, the levelling valve will allow excess air pressure to escape. This can sometimes be
heard as an intermittent gentle hissing from under the cars at a terminus as all the passengers alights
from a modern EMU.

In this transverse view of a car with air suspension, the two air bags provided on a bogie can be
seen. Inside each is a solid rubber suspension pack sufficiently strong to carry the suspension load,
retained in case the air bag should burst or the air supply is lost.

-------------------------------------------------- 58 ----------------------------------------------
 One other feature of air suspension systems is that they can only alter the air bag pressure when
the train is stationary. Constant changes of vehicle height would cause excessive bouncing if the system
operated while the train was running. The levelling valve is automatically locked out of use when the
train is moving or when the doors are closed - depending on design.

This type of arrangement often uses a bolsterless truck or bogie, as shown is the diagrams
above. It is a very simple design where the bogie frame is fabricated, usually in welded box-sections,
into the form of the letter H. The crossbar of the H is where the bolster would be. It is called the
transom. Instead of being suspended on springs it is solid with the side pieces. The car body
(secondary) suspension is through the air bags mounted on the ends of the "crossbar" of the H. This
type of bogie is now popular on passenger rolling stock.

AUXILIARY MOTOR OF EMU/MEMU

There are six auxiliary motors in EMU/MEMU.

(i) Four AC single phase squirrel cage induction motor.
(ii) Two DC series Motor.
AC single phase motor is used for.
(i) Oil pump - OP
(ii) Rectifier fan - RF
(iii) Radiator fan - 1 - KF1
(iv) Radiator fan - 2 - KF2
DC Series motor is used for
(i) Baby compressor - MCPA
(ii) Main compressor - MCP

Principle and Operation of AC Single phase motor

In EMU CAPACITOR RUN MOTOR (or) PERMANENT SPLIT CAPACITOR MOTOR are used

-------------------------------------------------- 59 ----------------------------------------------
Principle :
Single phase motor have no self starting . To make self starting this motor is converted into two phase
motor to produce rotating magnetic field.
To achieve this, the stator motor carries two windings at right angle to each other, one winding is known
as main winding or running winding and the other winding is auxiliary winding (or) starting winding.
The main or running winding has low resistance and high inductance (Reactance).
The starting or auxiliary winding is either made of high resistance of small diameter copper wire or by
connecting high resistance in series with it. A capacitor is connected is series with the starting winding.
In this motor the starting winding and the capacitor remains all time is the circuit.
Advantage of leaving capacitor in the circuit.
(i) Higher P.F
(ii) Overload capacity of the motor is increased.
(iii) Higher efficiency
(iv) Nose less running of motor.

The starting torque is compositely low. i.e 50 to 100% of full load torque when one capacitor is used, it
is also known as single value capacitor run motor.

Oil Pump (OP)

Oil pump is provided to circulate the TFR oil from TFR tank and choke box to radiator. In the radiator
the TFR oil is cooled and is circulated back to TFP tank.
Now we are using (i) Beacon oil pump Indian or (ii) Manju
Name plate Detail
Beacon oil pump (India Made)
Type 21/28 TF3 SIZE - 76 X 63
VOLTS - 240V, 50HZ, AC, 1-0 CLASS - B
DUTY - 400 LPM - 17.32
AMPS COLD / HOT 7.3 RPM - 2850
HP / KW - 1.5 / 1.1
BEARING BOTH SIZE - 6305
Bearing Details :- 6305
Ball bearing (8 balls)
Inner Dia - 25mm
Outer Dia - 62mm
Thick - 18mm
Clearance C class (Inter race and balls)
Lubrication: Transformer oil
Capacitor: 40 mtd paper capacitor
It is connected in series with Auxiliary (or) starting winding.
Number of Poles : 2
Number of Slots : 24 slots
Beacon Oil pumps winding detail concentric winding
2 pole motor wire - 21 SWG
Starting Coil. 24 slots

-------------------------------------------------- 60 ----------------------------------------------
Rectifier Fan Motor (RF)

This blower is used to control the main rectifier diode temperature. We have to observe that the
rectifier temperature should not raise to more than 65oC. This blower sends the forced air to the diode
hence cools the diode temperature.
Name Plate Detail

SAMAL HARAND OF INDIA PVT LT.

INDUCTION MOTOR
H.P./K.W. 1/.75 VOLTS 240 ± 221/2 FREQUENCY – 50 HZ
AMPS 4.5 RPM – 1440
INSULATION CLASS B ENCLOSURE – TEFC
BEARING BOTH SIDE – 6306.
Bearing Detail : 6306
Ball bearing
Inner Dia – 30mm
Outer Dia – 72mm
Thickness – 22mm
Lubrication :
Grease – Servagm
4 pole, 36 slots
Rectifier fan motor winding detail winding : Concentric winding
Pole – 4 Slots – 36 Wire – 21 SWG

Radiator Blower Motor (KF1 & KF2)

These two motors are kept in front of radiator. These two fans are individually operated by two
motors. In radiator, oil flows through large number of small copper tubes and air lines are kept
surrounding the copper tube. Through this air fins, forced air is blown by these radiator motors. The
TFR oil inside the tube gets cooled. So the TFR temp is reduced.
Name plate detail :

CAPACITOR START & RUN INDUCTION MOTOR

MANJU
WATT 370 VOLT 240 ± 22.5%
AMP 2.4 PHASE 1, 50 C/S
RPM 1500 FULL LOAD 1440 RPM
H.P. .5
LOAD SIDE 6306 UNLOAD SIDE - 6206
Bearing Details : Ball bearing
Detail 6206 – Inter Dia – 30mm, outer Dia – 62mm, thickness – 16mm
Lubrication : Grease – Servogm
GEC Motor : Both side 6206 bearing
ELGI Motor : Load side 6306, unload side 6205 (9 balls)
4 pole, 36 slots

-------------------------------------------------- 61 ----------------------------------------------
Motor Over Hauling Procedure

AC Auxiliary Motor
1) First motor connection to be removed from Aux I Circuit.
2) Motor to be removed from coach through hydraulic jack.
3) Motor is to be taken to E3 section.
4) In the E3 section, the motor is to be connected to test kit.
5) Starting and running currents to be noted with ammeter.
6) Motor is to be run for 1 hour to check for any abnormality or heat.
7) If abnormal sound is noticed during running the bearing is to be checked/ changed.
8) First load side cover plate to be removed and then unload side cover plate to be removed.
9) Rotor to be removed out from stator and both to be cleaned by petrol/kerosene.
10) 250 Mohm Megger to be used to check the insulation resistance of the winding.
11) If the insulation resistance is below 100 M ohms the insulation is not satisfactory.
12) The stator is to be placed in over for 40 to 50oC for one hour.
13) After one hour it is to be removed from the over.
14) B class insulation varnish is to be applied.
15) 250 M ohm megger is to be used to check the insulation resistance.
16) Grease is applied on both side of bearings, and bearing cover plate is placed and screwed.
17) First unload side to be hit and then load side.
18) Starting and running current is to be checked.
19) And then run the motor for 1 hour, check for any abnormal sound and heat on the body, if
everything is normal then give for service.

Main Compressor Motor (MCP)

In air brake system forced air is given to brake cylinder and brakes are applied. Motor
contactors, tap changers, K1, K2, W-switch are electro pneumatic equipments which require air
pressure. It is DC series motor and is connected in Auxiliary II circuit with 141V AC supply. AC supply
is given to ASR which converts AC to DC for the motor.
Main Compressor Motor:
Name Plate Detail
KIRLOSKAR DIRECT – CURRENT MOTOR
H.P. 12.5 KW 9 AMPS 100
RPM 1150 FRAME KPC 1
VOLTS 110 INSULATION CLASS F
WINDING SERIES EXC VOLTS
RATING BS – 173 – 1HR
KIRLOSKAR ELECTRIC CO LTD, BANGLORE INDIA
BEARING DETAIL:
ROLLER BEARING – 1 NO – COMMUTATOR SIDE
KEC BEARING
R MILL V3M HOFFMANN / ENGLAND
(OR)
MRG 11/8 RHP / ENGLAND
LUBRICATION : GREASE
MAIN POLE : 4 NO INTER POLE – 4 NO.
Four rocker arms, 8 brush holders, 8 brushes.
BRUSH DETAIL :
KEC 38 x 22 x 9.5 condensing size 20mm
ELG1 New type 32 x 25 x 9.5 condensing size 18mm
ELG1 old type 45 x 25 x 9.5 condensing size 18mm
ARMATURE WINDING : LAP WINDING
(Low voltage, high current)
MCP Pressure Test :
Timing 2 minutes 45 seconds – 7 Kg/cm2

-------------------------------------------------- 62 ----------------------------------------------
ARMATURE SLOTS : 38 NO
ARMATURE COIL : Each coil 3 wire
COMMUTATOR SEGMENT : 38 x 3 = 114 NO

Suction Valve Delivery Valve

Split pin – 1 No Castle nut & split pin – 1 No
Castle Nut – 1 No Plain washer – 1 No
Plain Washer – 1 No Buffer plate – 1 No
Valve Seat – 1 No Spring plates – 3 No
Locating pin – 1 No Guide – 1 No
Guide – 1 No Value plate – 1 No
Valve plates – 1 No Centre stud – 1 No
Spring plates – 3 No Locating pin – 1 No
Buffer plates – 1 No. Valve seat – 1 No
Center bolt – 1 No
PARTS
1) Connecting rod & cap
2) Small end bush
3) Big end bearing
4) Big end bolt with self lock nut
5) Piston ring LP – 2 No
6) Scraper ring HP – 2 No
7) Piston ring HP – 2 No
8) Scraper ring HP – 2 No
9) Piston L.P
10) Piston H.P
11) Gudgeon pins

ITEMS TO BE REPLACED DURING P.O.H REMARK

1) Oil Seal New
2) Piston rings LP & HP New
3) Gudgeon pin : brush & lir clip (when reaches condensing limit) New
4) Trust bearing brush New
5) Big end bearing half’s New
6) Suction & Delivery valve assembly (Spring plates, valve plates, spring New
pin) New
7) All gas & ‘O’ rings New
8) Oil servo system 5T (NEW TURBOINOL TT) Fresh oil
9) Oil filter element New

Main Compressor Over Handling Procedure :

Dismantling of Main compressor.

1) All pipe lines, contactors and cylinders to be removed from compressor, and oil to be drained.
2) Shield cover to be removed.
3) All LP and HP draining nuts, screw edge, clamping bush, suction valves and delivery valves to
be removed.
4) LP and HP cylinder head bolts to be removed.
5) Injection cover to be removed, disconnect all connecting rods, bolts and nuts of LP and HP.
6) Pull out and 3 pistons along with LP cylinder linear and HP cylinder.
7) Oil seal housing and locking, external air clips to be removed.
8) Motor mounting to be removed from crank case.
9) Remove main shaft and crank piston wearing.

-------------------------------------------------- 63 ----------------------------------------------
 10) Remove oil pump, oil filter and both breather slaves.
11) Remove all disc valves.

The crank case complete trust, bearing bush, to be examined for wearing limit. Take measurement
of piston, cylinder to ensure suitability for re-use.
Replace defective castle nuts, spacer, spring plates, bearing plates, etc. drain plug to be secured.
Clearance to be checked:
1. Crank shaft and float – 0.006 to 0.005 inch.
2. Diameter clearance crank shaft to main bearing bush – 0.005 to 0.075 inch.
3. Motor mounting bracket to crank case – 0.006 to 0.004 inch.
4. End float of connecting rod on crank pin – 0.008 to 0.012 inch.
5. End float of connecting rod on small end – 0.128 to 0.160 inch.
6. Dia Clearance connecting rod big end to crank shaft – 0.005 to 0.003 inch.
7. Gudgeon pin in bush – 0.005 to 0.0012 inch.
8. Gudgeon pin in piston.
9. Dia clearance for HP piston to HP block 0.002 to 0.004 inch.
10. Dia clearance for LP piston to LP block 0.0046 to 0.0066 inch.
11. Piston ring closed gap in all rings 0.010 to 0.014 inch.
12. All rings in their grooves 0.000 to 0.0025 inch.
The following items to be replaced during POH :
1) Oil seal
2) LP and HP piston ring.
3) Gudgeon pin, brush and air clip.
4) Thrust bearing bush.
5) Big end bearing half’s.
6) Suction and delivery valve assembly.
7) All gaskets and ‘O’ rings
8) Oil servo prime, servo system 5T, fresh oil.
9) Oil filter element.
10) All disc, valves to remove completely and replace defective castlenut, spacer, spring
plates, bearing plates etc.
Assembling :-
Connect all 3 pistons with crank pins with connecting rod and or their corresponding crank pins
or main shaft. Drain plug to be secured with seeking washer till the compressor crank case with
servoprime 5T oil max level and fix the gasket and fit the inspection cover and secure the filling dummy
nuts, turns oil level gauge. Now fix all the suction and delivery valves in cylinder head with screw
gauge sealing copper wings with dummy nut fix LP and HP head at the cylinder head. Connect the
shroud with ‘O’ ring at cooling fan passage and fix the gasket and close the shroud cover. Fix the pipe
connecting on LP cylinder head to connect air intake suction filter and inter cooler LP delivery and inter
cooler outlet connected to HP suction. HP delivery connected to after cooler through non – return to
MR.
Testing :
Fix the main compressor to test stand with brackets. Run the compressor, check the time taken
to fill 7kg/cm2. Set the oil pressure regulating screw by adjusting to 3.5kg/cm2 oil pressure at the time
when air pressure is 7kg/cm2 in MR. Inter cooler pressure should not to exceed 2 kg/cm2. Check the
performance on load test and ensure there is no vibration, unusual noise. Time take should not to
exceed 3 minutes.

Auxiliary comp. (or) BABY compressor (or) MCPA

Baby compressor is a DC motor. It is operate with 110V DC supply. It is used for building the
air pressure to raise Pantograph and to close VCB.

DC motor Name plate detail :

FMDC 112M TYPE : SERIES

-------------------------------------------------- 64 ----------------------------------------------
VOLTS 110 CURRENT 8.5 Amps
RPM 1500 RATING – CONTINIOUS
INSULATION CLASS B HP 1
BEARING DETAIL :
Ball bearing CE 6304 (commutator end)
Lubrication grease
Ball bearing CE 6306 (Load end)
Lubrication – Comp oil – Turbinol 77
BRUSH DETAIL :
ELGI 32 x 20 x 6.5 Condensing size 20mm
Rocker arms : 2 No, brush holder – 2 no., brush – 2 no.
ARMATURE WINDING : Lap winding.
Number of slots in the armature : 25
Each coil 3 wire (25 x 3)
Number of commentator segments - 75
Number of poles - 4
There is no separate inter pole the winding is placed on the main field poles.
Testing : Aux Pr. Gauge – 7 kg/cm2
Timing 6 min – 7 kg/cm2 is building air pressure.

BATTERY
No of battery’s 10
No of cells in a battery 5 Nos
Each cell voltage 2.2 Volts
Each battery voltage 2.2 x 5 = 11 Volts
Total voltage 11 x 10 = 110 Volts
AH 90

BATTERIES FOR ELECTRICAL MULTIPLE UNITS (EMU/MEMU)

Description
They consist essentially of Tabular positive plates, pasted type negative plates, microporous PVC
separators, 5 cell mono block hard rubber container, cover and micro porous vent plugs.

Positive plate
Spine grids are made of corrosion resistant alloy and are pressure die casted. This gives fine gain
structure to the grids and good mechanical properties. Multitabular bags titted to the grids have
outstanding characteristics of porosity, acid resistance, oxidation resistance and high rupture strength.
These designs of tabular positive plates enable the active material to be retained within the bags so that
shedding is greatly restricted during service.

Negative plate
Consists of grids of ribbed structure with pockets which hold the active material firmly. The active
material is prepared under controlled conditions with necessary additives for an efficient electrical
performance of battery including long life features.

GENERAL INSTRUCTIONS
1. After arranging the batteries, inter unit connections should be firmly tightened and cheeked.
2. All inter unit connections shall be given a thin coat of Vaseline (or) petroleum jelly on the
external surfaces.
3. Grease should never be used in batterys
4. Battery grade: Sulphuric acid conforming to IS – 266 specification should only be used.
5. Concentrated acid should be added slowly with constant stirring into water whenever dilution is
done. It is dangerous to add water into concentrated acid.
6. Specific gravity of acid while filling new cells shall be 1.220 +/- 0.005 at 27°C.

-------------------------------------------------- 65 ----------------------------------------------
 7. For temperature above 27°C, the difference is multiplied by 0.0007 per 1°C and added to the
Sp. Gr. Value. For temperature below 27°C, the difference is multiplied by 0.0007 per 1°C and
subtracted from Sp.Gr. value. This is necessary only while preparing the electrolyte.
8. Fill acid up to 62mm for 10V 75 AH and up to 45mm for 10V 90 AH above top of separator
protector.
9. After initial filling, the cells shall be at rest for 12 to 24 hours before initial charging is
done.
10. After the rest period if topping up is essential, it shall be done with same acid used for initial
filling.

TECHNICAL DATA
TYPE 5MAQ 75E 5 MAA 90E
Capacity in AH at 5 hrs. rate 10V 75AH 10V 90AH
at 27°C
Changing conditions Initial
Charge Current 4.0 Amps 4.5 Amps
Duration 80 hrs 80 hrs
Normally charge Current 7.5 Amps 9.0 Amps
TILL FULL STATE OF CHARGE (APPRX. 15 hours)
Duration 50°C 50°C
Max. Temp. during Charge
Acid gravity (at 27°C) 1.220 (+/- 0.005)
For Filling the new Cells
At the end of Charge 1.260 (+/- 0.005)

Checking of new Battery’s

1. Kirloskar Batteries are normally shipped in dry and uncharged condition.
2. On receipt of the consignment, examine the packing cases for any signs of external damage.
3. While unpacking the consignment, always keep the batteries in upright position and remove the
packing material.
4. Check the batteries for any evidence of damage during transit.

PREPARING THE BATTERIES FOR INITIAL FILLING AND CHARGING

Clean the dust and other material from batteries, vent plugs and terminals before taking the battery for
initial charging. Remove the vent plugs and full the cells with battery grade dilute sulphuric acid of
Sp.Gr as referred in technical data (table) to the level indicated under the acid filling clause. Follow the
procedures as described under ACID FILLING AND INITIAL CHARGING details furnished.

INITIAL CHARGING
1. Record the open circuit voltage of every cell. After this, the batteries shall be charged continuously
at the rate specified by using DC charger, ensuring proper polarity for connection.
2. As soon as Battery is on charge, take another set of voltage readings to check whether any reverse
connection is there.
3. During charging, individual cell voltage, specific gravity and temperature readings shall be recorded
once in 4 hours up to 76th hour and every hour afterwards.
4. The cells are supposed to be fully charged when cell voltage and specific gravity values remain
constant for 3 consecutive hourly readings towards the end of charging period (Cell voltage 2.6 to
2.7 V)
5. If the temperature of the cell raises, above 45°C, the charging rate should be decreased, if,
temperature goes up above 50°C charging should be discontinued and after cooling (around 40°C)
further charge should be done by increasing charging time proportionately.

-------------------------------------------------- 66 ----------------------------------------------
6. Electrolyte level shall be maintained by topping up with the same Sp. Gr. Acid used for initial
filling. At the end of charge, the Sp. Gr. Shall adjusted to specified values at 27°C by using either
distilled water (or) 1.400 Sp. Gr. Acid as the case may be.
It may be noted that topping up with acid is applicable only during initial charging.
7. A mixing charge for 1 or 2 hours shall be given and gravity checked.
8. The top and sides of the cell shall be wiped clean and dry, free of acid.

INSTALLATION
1. Ensure that the cells/batteries are in fully charged condition with the Sp.Gr. of electrolyte as
indicated in the technical data (table) and also the level is maintained as mentioned under initial
filling.
2. Allow the cells/batteries to cool down to room temperature after charging.
3. Fix the vent plug securely after ensuring that the vent holes are free from any blockage to allow free
passage of gases.
4. The battery compartment shall be so located that all cells are easily accessible for executing
operations such as making connection, checking voltage, Sp. Gr. Readings and cleaning.
Also the location of battery compartment shall be such that the batteries are always from
sources of heat.
5. The battery compartment shall have proper ventilation arrangement so as to keep the batteries cool.
But at the same time, it shall prevent accumulation of dust, dirt on rain water over the batteries.
The floor of the compartment shall have proper drainage holes to avoid stagnation of wash water.
6. The batteries shall be arranged on the tray so that they are seated and secured firmly and evenly.
This is to avoid shifting, twisting/straining of inter connectors & terminals which would impair the
performance of the batteries.
7. Ensure the inter/terminal connections are properly connected with respect to the positive & negative
polarities. Always use correct size of connectors that are supplied.

DETAILS IN BRIEF
OVERALL DIMENSION (IN
Amp. Battery WEIGHT in kgs (approx.)
MM.)
Hour
BATTERY WITH WITHOUT
Capacit LENGTH WIDTH HEIGHT*
TYPE ELECTROLYTE ELECTROLYTE
y at 5
(TOL +/- (TOL
hrs. rate (TOL +/-3)
3) +2/-3)
5 MAA 90 E 90 AH 350 170 357 46.5 37.5
* HEIGHT (UPTO TERMINALS)

DESCRIPTION OF CONTACTS USED IN EMU/MEMU.

Control Voltage:
Volts : 110 V DC
Minimum : 55 V
Air Pressure Normal : 4.92 Kg/Sq
Minimum : 3.16 Kg/Sq

Air Valves (ON type magnet valve):

Air gap de energized : 2.03mm
Air gap energized : 1.21mm
Coil Resistance @ 20 c : 8391 ohms

Air Valves (Panto Graph Valve):

Coil Resistance @ 20 c : 290 ohms
Minimum operating voltage @ : 70 V DC

-------------------------------------------------- 67 ----------------------------------------------
4.92 Kg/Sq pressure

Capacitors:
Surge suppressor : 16 mfd
Rating : 1200 V DC

Main Compressor Contactor:

Main Contact Gap : 10.32mm
Main Contact Pressure : 2.27 to 3.18Kg
Blow out coils turns :4
Operating coil Resistance @ 20 C : 4470 ohms

Auxiliary Compressor Contactor:

Main Contact Gap : 3 to 3.6mm
Main Contact Pressure : 100 Grams

Fan Contactor / Light Contactor:

Main Contact Gap : 10.32mm
Main Contact Pressure : 2.27 to 3.18Kg
Set Coil Resistance @ 20 C : 102 ohms
Trip Coil Resistance @ 20 C : 103 ohms

Blow out coils:

Light Contactor:
Left hand coil resistance @ 20 C : 0.0120 ohms
Right hand coil turns :4
Fan Contactor:
Both coil resistance @ 20 C : 0.012 ohms

DATA AND RATING OF SILICON RECTIFIER

Number of cubicles per motor Main Auxiliary

coach
Rectifier connection Single phase bridge Single phase bridge
Individual no. of bridges in 6 1
parallel
AC input 782 V single phase 155 V single phase
DC output 535 V, 2460 A(Cont) 136 V, 300A (Cont)
Design Rating with 6 bridges 2460 A (Cont)
in parallel 3000 A (Starting)
Flash over capacity 16000 A (ASSYM) with 6
bridges in parallel
Cell arrangement per bridge 2x1 x 4 1x1 x 4
(series) (parallel) (series) (parallel)
Total cells per Rectifier 48 4
Total cells per cubicle 48+4=52
Type of cell S15HFN300 S15HFN300
Ambient 65 C 65 C
Cooling Forced Air Forced Air
Weight complete with 700Kg (App) 700Kg (App)
accessories

-------------------------------------------------- 68 ----------------------------------------------
 CONTACTORS (Electro-Pneumatic)
Traction Motor Contactors (M1 to M4):
Main contactor gap : 20.64mm to 23.81mm
Blow out coil turns : 5 turns
Magnet valve coil resistance @ 20 C : 839 ohms
Auxiliary contactor gap : 2.54 to 3.18mm
Contact pressure : 0.11 to 0.17 g

Tap Changing Contactors (T1 to T9):

Main contactor gap : 19.05mm to 20.64mm
Blow out coil turns : 1 turn
Magnet valve coil resistance @ 20 C : 839 ohms
Auxiliary contactor gap : 2.54 to 3.18mm
Contact pressure : 0.11 to 0.17 g

Master Controller:
Contact gap : 2.54 to 3.18 mm
Contact pressure : 0.11 to 0.17 g

Switches, Reverser, Transformer Change over switch (W):

Main contactor gap : 12.7mm
Main Contact pressure : 9.98 to 12.7 Kgs
Auxiliary contactor gap : 2.54 to 3.18mm
Auxiliary Contact pressure : 0.11 to 0.17 g
Magnet coil resistance @ 20 C : 839 ohms

Air Pressure Governors:

Control Governor 4.2 Kg/cm2 3.5 Kg/cm2

Equipment Governor 4.2 Kg/cm2 3.5 Kg/cm2
VCB Governor 5.3 Kg/cm2 4.5 Kg/cm2
Main Compressor Governor 6.0 Kg/cm2 7.0 Kg/cm2
Auxiliary Compressor Governor 5.3 Kg/cm2 6.3 Kg/cm2

JUMPER CONNECTION’S

“A” BOARD “B”BOARD

CABLE CIRCUIT CIRCUIT DESCRIPTION CABLE CIRCUIT

NO WIRE NO NO WIRE CIRCUIT DESCRIPTION
NO
101 14A Control Positive 201 5 Forward
102 14A Control Positive 202 6 Reverse
103 14A Control Positive 203 1 Shunt power (1st & 2nd
notch)
104 9 ABB close 204 2 Half power (3rd to12 th
notch)
105 44 AC Fan’s-I 205 3 Full power (13th to22nd
notch)
106 45 AC Fan’s –II 206 SP Spare
107 10 ABB trip 207 1424A OVR Synchronising
108 12 Main Compressor Set 208 A261 NLVS input

-------------------------------------------------- 69 ----------------------------------------------
 109 42 Main Compressor Trip 209 A266 NLVS input
110 1452 Audio Visual Circuit 210 A266 NLVS input
111 7 Pantograph raise 211 33 HL, HC, TL Emergency
112 40 Brake circuit return 212 46 AC Fan’s Return
113 8 Pantograph lower 213 46 AC Fan’s Return
114 36 Brake circuit positive 214 11 All Over load reset
115 37 EP holding 215 A261 NLVS Input
116 38 EP Application 216 13 MCP synchronizing
117 3904 Audio visual circuit 217 SP Spare
118 39 Brake end circuit 218 SP Spare
119 40 Brake circuit return 219 14A Control change over feed

“C” BOARD “D”BOARD

CABLE CIRCUIT CIRCUIT DESCRIPTION CABLE CIRCUIT CIRCUIT DESCRIPTION

NO WIRE NO NO WIRE NO
301 16 ABB Open Indicator 401 A226 NLVS input
302 19 Rectifier –Fuse blown 402 A226 NLVS input
indicator
303 18 Traction motor OL - Indicator 403 44 AC- Fans I
304 17 110V DC Supply Indicator 404 45 AC-Fans II
305 15 Supply for Indication Light 405 21 Light’s ON
306 17A Battery Charger Failure 406 SP Spare
Indicator
307 A261 NLVS Input 407 22 Light’s OFF
308 A261 NLVS Input 408 23 Fan’s ON
309 226 NLVS Input 409 24 Fan’s OFF
310 226 NLVS Input 410 20 Guard’s Key Supply
311 14 Warning 411 41 DC Supply Negative
312 SP Spare 412 41 Dc supply Negative
313 31 Emergency Positive for Light 413 A261 NLVS input
314 31 Emergency Positive for Light 414 A261 NLVS input
315 25 Alarm Bell 415 46 AC Fan’s Return
316 26 Signal Bell 416 41 DC Supply Negative
317 14A Control Change over Feed 417 41 DC Supply Negative
318 14A Control Change over Feed 418 32 HLVS Input
319 20 Guard’s Supply 419 32A HLVS Input

LOCATION OF MCB & FUSE PANEL

1ST ROW 2ND ROW 3RD ROW 4TH ROW

AUX-I 266V AC AUX –II 141V AC 110V DC 110V DC
FUSEs FUSEs FUSEs FUSEs
Aux-comp-
Aux-I Main Fuse
50A Aux-II -Main
100A Control
32A Negative
63A
Spare
50A Spare
32A DC Main -Negative
63 Spare
16 A
A

-------------------------------------------------- 70 ----------------------------------------------
Battery Charger Fan’s Phase
63A DC Main – Emergency Light
16A
input
32A Positive
63A
OP & RF Return
32A Main HLS&INST Light
10A
Compressor
160A
KF1&KF2 Return Normal Light’s Spare
160A MCB’S

16A Phase
63A Battery Positive
35A
MCB’s Spare
63A 141 AC: Spare
15A
Battery Charger MCB’S:
input
35A Normal Light Stab
Input
15A
Fan’s Return
63A Normal Light-I
10A Aux-Comp
Spare
16A Positive
15A
OP Phase
15A Normal Light’s Normal Light-II
10A ABB Fault
5A
Return
63A
RF Motor Phase
10A Head light stab. Spare
10A HLS
5A
input
10A
KF1 Motor Phase
5A Head light Input
10A Fan’s-I
32A EML-I
5A

Kf2 Motor Phase
5A Spare
10A Fan’s-II
32A EML-II
5A

NVR
5A Emergency, HC, HL, TL MainComp
MCB’S: Relay
10A Control
2.5A
EML-I
2.5A LTR
2.5A
Fan’s –I
6A EML-II
2.5A Aux comp control
2.5A
Fan’s –II
6A Compressor
Synchronise
2.5A
Spare
32A Light’s OFF 50%
2.5A
Light Latch
2.5A
Light Trip
2.5A
Spare
2.5A
Fan’s Latch
2.5A
Fan’s Trip
2.5A

UNIT PREPARATION

Ensure the following 5 keys with logbook

1) BL key
2) BIV keys – 2 Nos
3) REVERSER key
4) GUARD’S key

1. Enter leading motor coach cab and turn the battery isolating switch (BIS) to “ON” (use reverser
key to open the control panel).
2. Check the battery voltage in battery voltmeter (0-150V). The voltage should not be less than 85
volts.
3. Unlock the BL box (By using the BL key).
4. Operate the 3rd spring return switch “HVCB CLOSE” in BL box. To start the auxiliary compressor
and listen to the rotating noise of compressor or watch BA ammeter reading in discharge side (-)
and observe the auxiliary compressor stops to work after 12 mts through the auxiliary compressor
governor (CG2).
5. After 12 minutes (pressure is above 5.3 kg/cm2), operate the 1st spring return switch ‘PANTO
RAISE’ in BL box 1st to raise the Panto. The effective raising of pantograph, and ensure both
leading and rear motor coach pantographs have been touched the contact wire.

-------------------------------------------------- 71 ----------------------------------------------
6. Press the 3rd spring lever switch “HVCB CLOSE” in BL box to close ABB and check the “ABB
OPEN” red pilot lamp extinguishes and at the same time auxiliary rectifier trip light, BCF light
glows and extinguishes. Listen to the rotating noise of auxiliaries working and watch the line
voltmeter (0 – 30 kv) reading.
7. Press the 5th spring lever switch “MAIN COMPRESSOR START” to compressor on. Listen to the
rotating noise of compressor and check the MR pressure in Dual / Duplex pressure gauge for
creation of pressure 6 to 7 kg/cm2 in 8minutes. After creating MR pressure to 7 kg/cm2 watch the
cutting out of MCP through the main compressor governor (CG!).
8. Close “EP SUPPLY ON” 9th switch in the BL box and insert brake isolating valve (BIV) key in
brake controller and operate towards upward and keep the brake controller handle (BCH) in
‘POSITION 1’ (Running and release (RR) position). Watch the BP pressure raising to 5 kg/cm2. In
Dual pressure gauge and glowing of “EP SUPPLY ON LAMP”.
9. Move the BCH and keep it in “position 2” (EP application position) watch the BC pressure raising
to 1.5 kg/cm2. In BC pressure gauge. BY RUNNING STAFF
10. Close the control switch. Press the MPT handle and reverser key to “FORWARD” position. Move
the MPT handle from “OFF” position to “SHUNT” position for a few seconds. Watch the
“MSTWL LIGHT” glowing and extinguishing, SR relay energising through the sound and check
the deviation of traction motor ammeter.
11. After noticing the above, move back MPT handle to “OFF” position and reverser key to
“NEUTRAL POSITION”. Release the MPT handle.
12. BRAKE TESTING: 1. EP brake 2. Auto brake 3. Emergency brake 4.DMH operation and 5.
Guard’s brake valve.
13. Insert guard’s key in rotary switch and rotate till the “GUARD SUPPLY ON” indication lamp
glows. Switch “ON” normal lights and fans through push button switch and check the effective
working.
14. Switch “ON” headlight by operating HL rotary switch to HL “ON” position. Ensure headlight is
glowing in bright condition and switch on “DIM / BRIGHT” toggle switch to DIM position,
Ensure headlight is glowing in Dim condition. Switch on “TAIL LIGHT” by operating TL rotary
switch to “TAIL ON” position and switch on head code by rotary switch (HC). Ensure taillight and
head code light is glowing. Operate flasher toggle switch to “ON” and check flasher light is
flickering and working of horns both side.
15. By keeping the guard’s rotary switch ON, check the signal and alarm bell are working conditions.
16. Ensure the air leakage and all the CUT – OUT cocks are to be in opened condition and all the drain
cocks are to be in closed condition.

SALIENT FEATURES OF EMU/MEMU

W - BROAD GAUGE

A - ALTERNATING CURRENT

U - UNIT
4-GROUP NUMBER

UNIT FORMATION

MOTOR COACH - (B)YZZS 12000-12250

TRAILER COACH - (A)YFSY 12250- 12500

TRAILER COACH - (C)YSY 12500- 12750

DRIVING TRAILER COACH - (D)YSD 12750- 13000

-------------------------------------------------- 72 ----------------------------------------------
 TRAIN FORMATION (MEMU/EMU)
MEMU
12 CAR MC-TC-TC-TC-MC-TC-TC-TC-TC-TC-TC-MC
16 CAR MC-TC-TC-TC-MC-TC-TC-TC-MC-TC-TC-TC-TC-TC-TC-MC
EMU
6 CAR B-C-D-D-C-B
9 CAR B-C-D-B-C-D-D-C-B
8 CAR B+A+C+D+D+C+A+B
9 CAR B+A+C+D+B+D+C+A+B
3 CAR B+A+B

Motor coach tare weight: 56.52 tones

Normal load: 63.77 "
Crush load: 71.02 "
Dense crush load: 78.27 "
Non-driving trailor tare: 31.04 "
Normal load: 38.29 "
Crush load: 45.54 "
Dense crush load: 52.79 "
Driving trailor: 32.07 "
Normal load: 39.07 "
Crush load : 46.07 "
Dense crush load: 53.07 "
Total per unit tare: 151.70 "
Normal load: 181.50 "
Crush load: 211.30 "
Dense load: 241.10 "

SEATING CAPACITY
First class: 26
Second Class: BACD 98+112+110+88(62+26)
Total: 408
Maximum operating speed: 100 Kmph
Maximum permissible speed: 80 Kmph
Note: The permissible speed may be verified through WTT on specified sections.

Train Performance:

Motor Hp one hour rating : 1004 HP (251x4)

Continuous rating : 896 HP (224x4)

Tractive effort:
One hour rating: 5700 Kgs.
Continuous rating: 4800 Kgs.
Speed in KMPH on continuous : 52.25 Kmph
One hour: 54.5 Kmph

-------------------------------------------------- 73 ----------------------------------------------
MAXIMUM ACCELERATION ON LEVEL
Tangent Track with crush load: 1.6 Kmph/Sec.

BOGIES DRIVE ARRANGEMENTS: SINGLE REDUCTION THROUGH SPUR GEARING.

Gear Ratio: 20:91 or 1:4.55
Type of Brake: Electro pneumatic
Air blast circuit breaker:250 MVA. 400 Amps 25 KV
(Rupturing Capacity)
Deceleration on level tangent: 2.7 Kmph/Sec.
Track with dense crush: from 80 kmph
Packed to the maximum: 3.02 kmph/sec from 50 kmph

IMPORTANT DATAS OF TRANSFORMER USED IN BG/AC/EMU (WAU4):

Type - SHELL
Capacity - -1000 KV, 40 A
Primary voltage -25 KV, 1-0 , 50 Hz
Primary current - 40 A
Secondary voltage - 782 v\266v\141 v
Type of cooling - oil forced Blower
Temperature of oil - 75 ` c
Break down voltage - 40 kv\minute
Quantity of oil - 688 litres
Weight of the transformer with oil - 2880 kgs.
Oil weight - 574 kgs.
Manufactures by - BHEL,Jhani

IMPORTANT DATA OF MAIN RECTIFIER USED IN AC/BG/EMU (WAU4):

1. Total number of bridges -------------6
2. No. of diodes in a bridges ------------2 X 4 = 8
3. Total no. of diodes---------------------6 X 8 =48
4. Diode arrangement --------------------2 in series 4 in parellel
5. Type of Diode ------------------------- S 15 HFN, 300
6. Current capacity ---------------------- 280 A
7. Peak Inverse Voltage ----------------- 750 A
8. Maximum temperature of working---65` C
9. Manufactured by --------------------- 1. HIND RECTIFIER LTD,
BANDUP, BOMBAY, 400078, INDIA.
2 NGEF Rectifiers-Bangalore
3 USHARectifiers-Chennai.

IMPORTANT DATA OF TRACTION MOTOR:

Commutator new - 323.9 mm

Commutator condemning limit -304.0mm
Armature dia -457.2mm
Ovality -0.03mm
Depth of under cut condemn size -0.76mm to 1.2mm
Carbon brush grade -EG14D
Number of brush holders -4
Number of Brushes -8
Size of brush - 60 X 44.45 X 25.4 mm
Condemn size of brush - 32mm
Spring pressure - 2.7kg to 3.65 kg

-------------------------------------------------- 74 ----------------------------------------------
Clearance between commutator -1.59 to 3.18 mm and brush holder
Lubricant -ANDOK BR GREASE or SERVOGEM RR3
Arcing stud air gap -11+or -1 mm
Class of insulation of -" H " class Armature and field
Gear ratio - 20 : 91(1:4.55)

BEARING CLEARANCE:
PINION END BEARING 0.05 mm 0.015 mm
COMMUTATOR END 0.05mm 0.015 mm

QUANTITY OF TRACTION MOTOR:

1. High speed torque because torque directly proportional Ia2
2. High speed at low load.
3. Less speed at Heavy load.

DATA OF TM OF EMU-WAU4;
Type of motor -4601 AZ and 253 BX
Maximum speed -3100 RPM
Weight of complete motor -1805 kgs or 3980 Lbs
Weight of gear case -83.9 kgs
Weight of armature only -518 kgs
Continuous rating - 535 V.DC 340 A 1260 RPM 224 HP 167 KVA
One Hour rating - 535 V.DC 380 A 1182 RPM 251 HP 187 KVA
Class of Insulation - H class at 180`c
Resistance values:
Armature winding resistance - 0.0186 ohm
Series field - 0.0103 ohm
Commutator field - 0.0099 ohm
Total resistance - 0.0388 ohm
SPEED CONTROL OF THE TRACTION MOTOR:
1.Armature control
2. Field control
3. Voltage control - used in S, Rly, EMU.

REASONS OF HOT AXLE:-

1.Less quantity of grease
2.Toomuch quantity of grease
3.Poor quality of grease
4Water-contaminated grease
(Water enters into grease and quality of grease will be spoiled)
5.Grease with dust and mud or sand
6.Grease with iron, nickel, rubber and metal particles
7.Defective roller bearing parts
8.Clearences to roller bearing is more than permissible tolerances
9.More or Uneven loads
10.Accident affected bearing (By fire, flood and derailment)

Important Measurements.
Track gauge 1676 mm
Wheel gauge 1600(1599—1602)
Nylon rubbing pad length 120mm
“ “ Breadth 110mm
“ “ Thickness 19mm
Nose distance 241.3—243.5mm

-------------------------------------------------- 75 ----------------------------------------------
 Suspension bearing clear dia 0.36—1.7mm
Lateral clearance 1.6—8mm
Side buffer height 1090mm
Rail to Pantograph distance 4398mm
Rail to OHE 5500mm
Length of the coach 20726mm
Breadth of the coach 3658mm
Height of the coach 3810mm

MC TC

Axle crown clearance 38 ± 6 42 ± 6

Bolster crown clearance 24 ± 6 40 ± 6
Bogie to body 95 70
Centre buffer height 1035 to 1020 1035 to 1020
Bolster lug -- 49mm
Primary spring A. 234 – 238 269 - 274
Primary spring B 238 and above 274 and above
Secondary spring A 260 – 264 243 – 248
Secondary spring B 264 and above 248 and above
Diameter of wheel 952 –955 952-955
Condemning limit of wheel diameter 877 857
Tyre thickness 76 76
Breadth of tyre 130 130
Journal Diameter 140 130
Dash pot oil level 97 77
Before lowering 110 100
Brake block, new 49 Cond.size MC 18mm
TC 16mm
Lubricants Used in EMU

Gear case Servo coat 170T. (4 Kg/gear case)

Shock absorber Servo Fringe 12 (750 ml)
Roller bearing Servo gem RR3 or LL3. (1.75 Kg/bearing)
Dash pot oil Servo line 68 (1.75 Lts)
Side bearer Servo line 68 (MC.1 Ltr TC 1.5 Lts)
Suspension bearing Servo lube 100 (2.5 Lts/Sump)
Centre Pivot Servo line 68 (MC 2.5 Lts TC nil )
Main compressor (KEC) Servo prime 76 (7 Lts)
“ “ (ELGI) Servo press 150 (7 Lts)
Aux, compressor Servo prime 76 (500 ml)
“ “ Servo press 150 (500 ml)
Traction motor Balmerol LL3 or Servo gem RR3 (PE 550 gm/CE 350 gm)
ABB Lubricant BBC 909. (20 ml)

IMPORTANT MEASUREMENTS AND CLEARANCES

Sl.No DESCRIPTION MC (in mm) TC
1. Wheel Dia (New) 952 952
2. Wheel Dia (Condemn) 877 857

-------------------------------------------------- 76 ----------------------------------------------
 3. Brake block (New) 49 49
4. Brake block (Condemn) 18 16
5. Hanger (New) 246 354
6. Hanger (Condemn) 250 358
7. Hanger Pin(New) 45 34
8. Hanger Pin (Condemn) 43.5 32.5
9. Hanger Block (New) 9.5 8
10. Hanger Block (Condemn) 8 6.5
11. Axle Crown Clearance 38 ± 6 42 ± 6
12. Bolster to Bogie Clearance 24 ± 5 40 ± 5
13. Rail to Bogie Clearance 688 ± 5 680 ± 5
14. Bogie to Body Clearance 95mm 70—25lug
55—40lug
15. Cattle guard to Rail 200 ± 15 ---------
16. Coupler Centre to Rail level 1035 ± 0 -15 1035 ± 0 -15
17. Axle safety strap Clearance 35 ± 5 45 ± 5
18. Bolster lug Clearance ----- 49
19. Tyre thickness (New) 76 76
20. Tyre thickness (Condemn) 38.5 28.5
21. Tyre Breadth 130 130
22. Axle Journal Dia 140 130

METHOD OF TROUBLE SHOOTING IN EMU

(MAINTENANCE SIDE)

AUXILIARY COMPRESSOR NOT WORKING

Note : Always use test lamp to find out feed in the circuit.
The following points are to be checked:
[1] Check the battery voltage. it should be above 85V when BIS is in ON position. if it shows below 85 v,
change CCOS to E1 or to E2 position.( if the voltmeter shows 0 , check the 2.5 A MCB for battery
voltmeter in driver’s desk )
[2] Check the following fuses 35 A MCB, 32 A fuse, 63 A fuse (dc main), 63 A fuse (dc negative) in the fuse
panel, and 80A fuse in the battery box terminal cover, when the train is in hault condition.
[3] Check whether CC2 contactor is closed or not. if closed,
[a]check 15A MCB and 16A fuse for aux comp in the MCB panel 1vth row
[b]check the aux comp junction box wire connections
[c]check the carbon brushes, holders & pigtail nuts
[d]check if there is any mechanically locked position in the aux. comp motor
IF CC2 IS NOT CLOSED,
[a]Check the 15A MCB for Panto/ABB.
[b]Operate the BL box 2 or 3 times
[c]Check the HVCB close micro switch contact with test lamp.
[d]Check the latched condition of ABR relay.
[e]Check the ABR/1 no interlock is properly closed condition or not. if not, clean the contacts.
[f] Check the 2.5 MCB for aux. comp in the MCB panel.
[g] Check the aux. comp governor interlock in closed condition or not. (bye pass GS4 if necessary)
[h]Check the CC2 coil supply with test lamp.

-------------------------------------------------- 77 ----------------------------------------------
AUX.COMPRESSOR WORKING, BUT PRESSURE NOT BUILDING UP

Check all the COCS, MR COC and the aux. comp pipe lines for any leakage or broken condition.

PANTO NOT RISING

Note : Always use test lamp to find out feed in the circuit
The following points are to be checked:
[1] Check the battery voltage. it should be above 85 v
[2] Check the air pressure. it should be above 4.5 kg/cm².
[3] Check the normal condition of 15 A Panto/VCB MCB in the driver desk.
[4] Check the condition of Panto raise micro switch (1st in the BL box).
[5] Check the MPT handle, it should be in OFF position.
[6] Check the VCB N/C interlock; clean the interlock if contact is poor.
[7] Check the condition of Panto up coil by using test lamp.
[8[ Check the Panto cut out cock. (in the HT room)
[9] Check the Panto operating valve ”
[10] Check the throttle valve ”
[11] Check the servomotor on the roof.
[12] Check the pipe lines for any leakage. if so, arrest it.

VCB NOT CLOSING

Note : ensure that OHE supply is available.

Check the following:

[1] Check the battery voltage, it should be above 85V.
[2] Check the air pressure, it should be above 4.5 kg/cm² .
[3] Check the normal condition of 15A and 5A VCB fault MCB in the MCB panel.
[4] Check the condition of HVCB close micro switch (3rd in the BL box)
[5] Check the ABR & ARR coil by using test lamp. including LTR coil.
[6] Check the ABR relay latched position and its no interlocks is properly closed condition.
[7] Check the OLP/EFRP N/C interlock, EFRA N/C interlock, OL5/OL6 N/C interlock, BIR N/C interlock
and VCB governor interlock (closes in 5.3 kg/cm² and opens in 4.5 kg/cm² ) (if governer is faulty, bypass
it with the fuse link provided).
[8] Check the TSS switch, it should be in run position.
[9] Check the ARR N/O interlock closed position when VCB close micro switch is actuated.
[10] Check the VCB N/O interlock closed position.
[11] Check the VCB closing coil supply by using test lamp

VCB CLOSING, BUT NOT HOLDING.

[1] Check the ARR N/O interlock, clean the interlock if contact is poor.
[2] Check if the LTR is energising or not. if not energising, check the 2.5 A MCB for LTR in the fuse panel.
[3] Again, if LTR is not energising pack LTR or ARR.
[4] Check the VCB holding coil supply and 10W/500 ohms resistance by using the test lamp.

MAIN COMPRESSOR NOT WORKING

Note : Always use test lamp to find out feed in the circuit. Ensure that VCB is in closed condition. Check the
following:
[1] Check the 5A MCB for MCP in driver’s desk.
[2] Check the BL box properly unlocked condition.
[3] Check the condition of MCP starts micro switch (5th in the bl box) with test lamp.
[4] Check if the CR set coil latched or not. if not, manually latch the relay.

-------------------------------------------------- 78 ----------------------------------------------
[5] Check the 2.5A MCB for MCP in the MCB panel.
[6] Check the blocking diode between wire no 1445 & 1446.
[7] Check the CR N/O interlock closed position.
[8] Check the MCP governor interlocks in closed position. (by-pass GS3)
[9] Check the 2.5A synchronizing MCB in the MCB panel.
[10] Check the CC1 coil supply by test lamp.
[11] Check the CC1 contactor properly closed position.
[12] Check the 160 A HRC fuse in the fuse panel.
[13] Check the main comp junction box wire connections.
[14] Check the carbon brushes, holders & pigtail nut.
[15] Check if there is any mechanically locked position in the main comp motor.

MCP WORKING, BUT PRESSURE NOT BUILDING UP

Check all the COCs and the MR pipe lines for any leakage or broken condition

REVERSOR NOT THROWING

Note: Always use test lamp to find out feed in the circuit.
CHECK THE FOLLOWING:
[1] Check the battery voltage. it should be above 85 v.
[2] Check the air pressure. It should be above (3.5 kg/cm² in LT test) and MR 6-7.0 kg/cm² BP 5.0 kg/ cm².
[3] Check the normal condition of 15 Amp master controller MCB in the driver’s desk (3rd).
[4] Check the position of MCS1&2.
[5] Check the position of DMH and its contactors with test lamp.
[6] Check the wire No. 5 or 6 feed with test lamp.
[7] Check the forward or reverse coil supply in switch group 1&2 with test lamp.

MOTOR CONTACTORS ARE NOT CLOSING

Note: Always use test lamp to find out feed in the circuit check following:
[1] Check the battery voltage. It should be above 85 V.
[2] Check the air pressure. It should be above 6.0 kg/ cm² (MR) and 5.0 kg/Cm² (BP).
[3] Check the normal condition of 15 Amp master controller MCB in the driver’s desk (3rd).
[4] Check the position of MCS1&2 and control switch (ON position).
[5] Check the position of DMH and its contacts with test lamp
[6] Check the position of control governor and equipment governor (by pass GS1 or GS2 if necessary).
[7] Check the position of CBAR (if found acted, cut one pair of TMS 1&2 or 3&4).
[8] Check the position of TTR. (If found acted condition checks the working condition of OP, KF1 & KF2)
[9] Check the position of RFAR (if not energized check the working condition of RF motor and pack the relay
if RF motor is working).
[10] Check the position of OL 1, 2,3 & 4. Reset the relays if found acted.
[11] Check the position of LS1 & LS3.
[12] Check the m1 to M4 coil supply with test lamp in switch group 1& 2.

SR NOT ENERGISING

Note : Always use test lamp to find out feed in the circuit.
[1] Check the position of MCS1&2 and control switch. (ON position)
[2] Check the NVR N/O interlock, it should be in closed position.
[3] Check the TSS, it should be in RUN position.
[4] Check the “W” switch, it should be in “LV” side & WGR should be in de-energised condition.
[5] Check M1 to M4, they should be in closed condition.
[6] Check the +ve feed of SR coil with test lamp.
[7] Check the SR N/C interlock properly closed condition.
[8] Check T1 to T6, they should be in opened condition.

-------------------------------------------------- 79 ----------------------------------------------
Note : If SR found chattering, clean the SR/1 & SR/5 interlocks with clean cloth.

MOTOR CONTACTORS CLOSED, SR ENERGISED BUT UNIT NOT RESPONDING.

[1] Check the SR/3, SR/5 N/O interlocks for proper closing.
[2] Check the condition of CLAR, it should be in energised condition, if found de- energised, check the
CLAR coil feed 108 & 109, pack CLAR if necessary.
[3] Check the T9 coil feed, if not energised, check the T1 to T8 N/C interlocks of
the T9 coil circuit.
[4] Check the T7 energised condition, if not check the T7/2 & T8/3 N/C interlocks.

UNIT NOT RESPONDING WITH GLOWING OF UFL

Check the following:

Check the OL1&2 and 3&4, if tripped condition reset by pressing OL reset switch (ensure the control switch
in OFF position) Ensure VCB is in closed condition in all MC’s
TTR- condition, if tripped condition, check the working of OP, KF1 & KF2, if all the motors are in working
condition, wait few minutes to cool the TTR oil, otherwise trouble shoot for the trouble.
NVR –energised condition and RFAR set condition, if not energised, check the working of RF motor.

UNIT NOT RESPONDING WITHOUT GLOWING OF UFL

Check the following.
(1) MR & BP pressure
(2) Equipment governor is not closed replace the same (trouble shoot by GS1).
(3) Control governor, if not closed replace the same (trouble shoot by GS2).

SHUNT POWER IS NORMAL, BUT HALF POWER IS NOT TAKING PLACE

Check the following for T2 energising :
Warning switch must be in OFF position
(1) Wire no 2 feed in the master controller N/O interlock, CLR1&2 N/C interlock, wire Nos 204,205,206,NR2
N/C interlock, T8/4 N/O interlock closed condition and 210.
(2) T1/6 ,N/O interlock closed condition, 2/1 N/C, interlock closed condition,T2 coil supply, 138 negative
feed for coil, and maintaining path of T2 through T2/2 N/O interlock closed condition.

SHUNT POWER AND HALF POWER IS NORMAL BUT FULL POWER IS NOT TAKING PLACE
Check the following for full power:
(1) Wire no 3 feed in the master controller N/O interlock closed position, T5/8 N/C interlock closed condition,
W/HV N/O interlock closed position, AVOR N/C interlock closed condition, CLR1&2 N/C interlock, T5/9
N/C and T6/5 N/O interlock closed condition for energising of WGR, W switch is thrown in HV side

HEAD LIGHT NOT GLOWING

Check the following:

[1] Check the MCB’s (25, 26 & 27th in drivers desk) and 10A fuse in phase & neutral side.
[2] Check the rotary switch in ON condition, and for any poor contact.
[3] Check the input and out put voltage of the HLVS / DC-DC Converter with test lamp or multi-meter
[4] Check for the blown of any fuse, replace the same if blown.
[5] Check the HL bulb and condition of the holder.

FANS ARE NOT WORKING

Check the following:

[1] Check the guard’s key switch in on condition.

-------------------------------------------------- 80 ----------------------------------------------
[2] Check the condition of pushbutton micro switch.
[3] Check the FC1& FC2 contactors in closed position.
[4] Check the 63Amp fuses in the phase and neutral side.
[5] Check the 32Amp MCB’s (2 Nos).
[6] Check the 10Amp MCB’s (2 Nos) in MC fuse panel and in TC end wall.

NORMAL LIGHTS ARE NOT WORKING

Check the following:

[1] Check the guard’s key switch in on condition.
[2] Check the condition of pushbutton micro switch.
[3] Check the lights contactor in closed position.
[4] Check the 63 A fuses in the phase and neutral sides.
[5] Check the NLVS input & output fuses (25 A and 20 A).
[6] Check the 10 Amp MCB’s (2 Nos) for normal lights in MC fuse panel and in TC end wall.

EMERGENCY LIGHTS ARE NOT WORKING

Check the following:

[1] Check the guard’s key switch, it should be in ON condition.
[2] Check the condition of push button micro switch.
[3] Check the lights contactor, it should be in closed position.
[4] Check the 10 Amp MCB’s (2 Nos) in MC and TC fuse panel for the normal lights and 2.5 Amp MCB’s
for emergency lights. (in TC, fuse panel is provided in the end wall)
[5] Check the EML1 & EML2 relay coil feed with test lamp.

PNEUMATIC FAILURES

E.P.BRAKE FAILS
1. Check the MCB for E.P.Brake; E.P.Auto Switch; E.P.Supply switch are in ‘ON’ position.
2. If found ‘OFF’ put it to ‘ON’.
3. Ensure BIV is in turn ‘ON’ position.
4. Re-check for proper working of E.P. Brake.
5. Replace EP unit with overhauled one.

Nature of failure
Brake binding in
particular coach in the
formation
a) Unit will not move
when MP kept in
shunt position or very
very hard to move.
BRAKE BINDING
Attention to be given by the technicians.
Cause of failure Remedial Action
a) EP.Brake 1. Stop the train at the convenient place (clear of plat
binding due to EP form) to examine the defective coach
valves malfunction 2. Protect the train from rolling (wedge)
in the particular 3. Bring the Brake controller handle to Release and
coach Running position
4. Find out the defective coach. Shake the brake
b) Auto Brake blocks. If not possible it is the defective coach. (Cut
binding due to the EPIC for EP Br. Binding and AIC for the Auto
Triple valve Br, binding) Confirm it again by pulling the release
defective in handle. Then you will hear the sound of air
particular coach escaping.
5. To isolate the defective coach
a) Cut out both BIC (Bogie isolating cock) in the

-------------------------------------------------- 81 ----------------------------------------------
 identified coach.
b) You will hear the escape sound of air in the BIC
b) Smoke emission
(existing brake cylinder pressure vents through the
or smell reported by vent hole of the BIC cut out cock)
6. Ensure brakes are fully released by shaking all the
passengers in the
brake blocks.
defective coach 7. Entry in the log book about the defective coach unit
no and isolation details.

MECHANICAL BRAKE BINDING

Remedial Action
Nature of failure Cause of failure

Mechanical Brake Due to particular brake cylinder a) Bring the MPT to shunt position
binding struck up in MC or TC b) Observe whether unit moves freely or
(Even though brake cylinder not
pressure exhausted) c) If not check the brake controller
handle is in release position and BP gauge
indicates 5 kg/sq cm, BC gauge indicates
zero
d) Stop the train at convenient place
(clear of plat form) for examination of both
ends of motor coach and trailer coach
e) Check and confirm the defective
cylinder.
1) If it is MC, it is in particular wheel
2) If it is TC, it is in particular axle
After confirm if it is MC
i) Remove the palm pull rod
screwing cotter & pin (2nos)
ii) Removed items to be kept in
drivers custody and entry in log book
iii) Ensure wheel is free from brake
binding, Resume traction
If it is in TC
i) Remove the Pull rod assembly by
releasing the cotter & pins
ii) The removed pull rod assembly
along with cotter & pin (2nos) kept in
custody of driver
iii) Ensure wheels are free from brake
binding
iv) Resume traction

-------------------------------------------------- 82 ----------------------------------------------
 FIRE

SAFETY RULES FOR FIRE

What is fire?
Fire means the combination of any burnable material that can burn with the help of oxygen and
heat. As a result of which a chemical reaction will take place, which will be accompanied with
smoke and heat. The smoke will not present sometimes, but the heat will be present always.
DEFINITION OF FIRE :
Three elements are very essential for the fire. They are1. Burnable materials 2. Oxygen 3. Heat.
Without any one of these elements, the fire won’t occur.
CLASSIFICATION OF FIRE:
Fire is classified in to five groups.
1. 'A' class fire (carbonate fire ) example: wood, paper, textiles , straw etc.
2. 'B' class fire (liquid fire) example: oils, tar, grease, paints, etc.,
3. 'C' class fire (gas and chemical fire) example: vessels containing gas, chemicals containing sulphur,
4. 'D' class fire (metallic fire) example: zinc aluminium, potassium and magnesium
5. 'E' class fire (electrical fire)
FIRE EXTINGUISHERS:
According to the methods explained above, the fore extinguishers are chosen.
1. Soda acid fire extinguishers
2. Foam fire extinguishers
3. DCP extinguishers
4. CO2 (carbon dioxide) fire extinguishers.

1. SODA ACID FIRE EXTINGUISHER:

It is used for 'A' class fire only. This type of fire extinguishers put out the fire by cooling method.
This will work for 2 or 3 minutes and at a distance of 20 feet.
2. FOAM FIRE EXTINGUISHERS:
This type will put out the fire by blanketing method. It is used for 'B' class fire only. All the foam
fire extinguishers should be operated in turn over type position only.
3. DCP FIRE EXTINGUISHERS:
This type of extinguishers put out the fire by smeathering or blanketing method. This is used for
B,C,D & E class fires. This should be operated in upright position only.( 97% sodium carbonate
+one 1/2 magnesium streeke +1% magnesium carbonate +one 1/2 dry calcium phosphate = dry
CO2).
4. CO2 FIRE EXTINGUISHERS:
This type of fire extinguishers put out the fire by smeathering and cooling this is used for B, C& E
class fires. (Specially for electrical fires). Carbon dioxide gas in the liquid form is used in the Co2 fire
extinguishers.
Fire prone zones in EMU: Battery charger, traction motor, driver desk and inside of the compartment.

-------------------------------------------------- 83 ----------------------------------------------
-------------------------------------------------- 84 ----------------------------------------------
-------------------------------------------------- 85 ----------------------------------------------
-------------------------------------------------- 86 ----------------------------------------------
-------------------------------------------------- 87 ----------------------------------------------
-------------------------------------------------- 88 ----------------------------------------------
-------------------------------------------------- 89 ----------------------------------------------
-------------------------------------------------- 90 ----------------------------------------------
-------------------------------------------------- 91 ----------------------------------------------
-------------------------------------------------- 92 ----------------------------------------------
-------------------------------------------------- 93 ----------------------------------------------
-------------------------------------------------- 94 ----------------------------------------------
-------------------------------------------------- 95 ----------------------------------------------
-------------------------------------------------- 96 ----------------------------------------------
-------------------------------------------------- 97 ----------------------------------------------
-------------------------------------------------- 98 ----------------------------------------------
-------------------------------------------------- 99 ----------------------------------------------
-------------------------------------------------- 100 ----------------------------------------------
-------------------------------------------------- 101 ----------------------------------------------
-------------------------------------------------- 102 ----------------------------------------------
-------------------------------------------------- 103 ----------------------------------------------