Basics of EMU

ASHOK PASWAN
Instructor/Mechanical,
MSTC
 • 25 KV AC/1500 V DC BG Electric Multiple
Units (EMUs) are designed to cater the
suburban traffic daily in all metropolitan
city of India.
EMU • EMU/MEMUs are specially designed
for high rate of acceleration and
deceleration with frequent stop.
• Present formation of EMU rake is of 9 car &
12 car units. 9 car rakes consist of 3 units
and a 12-car rake consist of 4 units.
• Each EMU unit constitutes 1 motor coach
and 2 trailer coaches.
• 33 percent distributed traction powering
Conventional EMU
• Comprises of one motor coach and two trailer coaches
• Pantograph, HT compartment, Driver cabin, Power
transformer, Traction motors are all available in motor
coach.
• DC traction motor

TC TCMC
Basic Units
There are two types of basic units in
EMUs
•End basic unit
•Middle basic unit.

End Basic Unit

consists of three coaches viz.
•Motor Coach (MC)
•Driving Trailer coach (DTC)
•Trailer Coach (TC)
Middle Basic Unit
consists of three coaches viz.
•Motor Coach (MC)
•Non Driving Trailer coach
(NDTC)
•Trailer Coach (TC)
Nine Car Rake

A nine-car train has a seating capacity of 876 and 1,752 standees – a total
of 2,628.

Twelve Car Rake

A 12-car train can seat 1,168 and accommodate 2,336 standees that is a total of 3,504 passengers and
a 33% rise in carrying capacity compared to a nine-car train. To alleviate the problems of
overcrowding, the 9 coach trains have been phased out and replaced with 12-coach trains.
 This is the coach
responsible for the
movement of the
EMU as desired by
the driver
command. This
consists of
propulsion
equipment viz.
transformer,
traction motor,
traction converters,
(Four quadrant
MOTOR COACH chopper), PWM
inverters, brake
chopper etc.
Driving Trailer Coach

This is non-powered coach with facilities for driving. These coaches are equipped with Master/ Brake
Controller, Drivers Desk, Passenger Information System, Light & Fans etc.

Non Driving Trailer Coach

This is non-powered coach without facilities for driving. These coaches are equipped with Light & Fans
etc
Trailer Coach
• This is also non-powered coach but
without Drivers desk. Passenger
Information System and Light & Fans
are provided in this coach
Jumpers
• Four inter vehicular jumper/couplers are used for communicating the electrical feed from driving unit to all its
trailer coaches for control & light, fan circuit. These four jumper/coupler arrangements are named as ‘A’, ‘B’,
‘C’, ‘D’. New coaches (with air spring) are provided with 5th jumper named as ‘E’.
 ‘A’ JUMPER

CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

101 14A CONTROL POSITIVE

102 14A CONTROL POSITIVE
103 14A CONTROL POSITIVE
104 9 ABB CLOSE
105 44 AC FAN’S-I
106 45 AC FAN’S –II
107 10 ABB TRIP
108 12 MAIN COMPRESSOR SET
109 42 MAIN COMPRESSOR TRIP
110 1452 AUDIO VISUAL CIRCUIT
111 7 PANTOGRAPH RAISE
112 40 BRAKE CIRCUIT RETURN
113 8 PANTOGRAPH LOWER
114 36 BRAKE CIRCUIT POSITIVE
115 37 EP HOLDING
116 38 EP APPLICATION
117 3904 AUDIO VISUAL CIRCUIT
118 39 BRAKE END CIRCUIT
119 40 BRAKE CIRCUIT RETURN 1
1
 B-JUMPER (BLUE JUMPER)
CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

201 5 FORWARD
202 6 REVERSE
203 1 NOTCH –1
204 2 NOTCH-2
205 3 NOTCH-3
206 SP SPARE
207 1424A OVR SYNCHRONISING
208 A261 NLVS INPUT
209 A266 NLVS INPUT
210 A266 NLVS INPUT
211 33 HL, HC, TL EMERGENCY
212 46 AC FAN’S RETURN
213 46 AC FAN’S RETURN
214 11 ALL OVER LOAD RESET
215 A261 NLVS INPUT
216 13 MCP SYNCHRONIZING
217 SP SPARE
218 SP SPARE
219 14A CONTROL CHANGE OVER FEED

1
2
 C-JUMPER

CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

301 16 ABB OPEN INDICATOR

302 19 RECTIFIER –FUSE BLOWN INDICATOR
303 18 TRACTION MOTOR OL - INDICATOR
304 17 110V DC SUPPLY INDICATOR
305 15 SUPPLY FOR INDICATION LIGHT
306 17A BATTERY CHARGER FAILURE INDICATOR
307 A261 NLVS INPUT
308 A261 NLVS INPUT
309 226 NLVS INPUT
310 226 NLVS INPUT
311 14 WARNING
312 SP SPARE
313 31 EMERGENCY POSITIVE FOR LIGHT
314 31 EMERGENCY POSITIVE FOR LIGHT
315 25 ALARM BELL
316 26 SIGNAL BELL
317 14A CONTROL CHANGE OVER FEED
318 14A CONTROL CHANGE OVER FEED
319 20 GUARD’S SUPPLY
1
3
 D-JUMPER
CABLE NO CIRCUIT WIRE NO CIRCUIT DESCRIPTION

401 A226 NLVS INPUT

402 A226 NLVS INPUT
403 44 AC- FANS I
404 45 AC-FANS II
405 21 LIGHT’S ON
406 SP SPARE
407 22 LIGHT’S OFF
408 23 FAN’S ON
409 24 FAN’S OFF
410 20 GUARD’S KEY SUPPLY
411 41 DC SUPPLY NEGATIVE
412 41 DC SUPPLY NEGATIVE
413 A261 NLVS INPUT
414 A261 NLVS INPUT
415 46 AC FAN’S RETURN
416 41 DC SUPPLY NEGATIVE
417 41 DC SUPPLY NEGATIVE
418 32 HLVS INPUT
419 32A HLVS INPUT
1
4
 • Whereas Main line EMUs
(MEMU) services are
replacement to the existing
conventional coaches being
utilized in passenger trains.
Both EMUs and MEMUs are
having similar technical
characteristics but differ in
dimensions, layout and uses.
• Present formation of MEMU
is 8 car consisting of 2
Motor coaches and 6 trailer
coaches or 12 car consisting
of 3 Motor coaches and 9
trailer coaches . For MEMU,
one unit constitutes 1
MEMU Motor Coach and Three
Trailer Coaches.
• 25 percent distributed
T TC T M powering
C C C
 Difference b/w EMU & MEMU
Sl.No Item EMU MEMU

Coach Length 20.726 m 21.337 m

01
02 Coach Width 3.658 m 3.245 m

03 Coach Height 3.810 m 3.886 m

04 Stair Case Not Provided Provided

05 Non vestibule vestibule

06 Bogie high Low

Bolster
width
07 Axle Guide Different specification than MEMU
spring
BOGIE

• Bogies of motor coaches (MC),high carrying capacity coaches (HCC)

and trailer coaches (TC) are of all welded, light weight construction.
• The axles, with self aligning roller bearings mounted inside cast steel
axle boxes, are rigidly guided by telescopic dash pot and axle box guide
assemblies.
• Helical springs working in parallel with dashpots are used for primary
suspension.
• Coach body is supported on two side bearers located 1700 mm (TC) and
1200 mm (MC & HCC) apart on a floating bogie bolster which in turn rests
on air spring/ pairs of helical springs supported on a spring plank
hung on swing links from bogie frame. The air springs at each end of
bolster are damped by hydraulic shock absorbers.
• Side bearers consist of metal slides immersed in oil baths well protected
Bogies with bolster spring secondary
suspension
 Bogies
with Air
spring
suspensio
n
The hydraulic shock absorbers are fitted to work in parallel with
air springs. These shock absorbers normally give trouble-free
service and require no attention in between POHs. However,
shock absorbers which are found either leaking or physically
damaged should be replaced.
• Air springs are height-controlled load leveling suspension devices.
With changing loads, air spring reacts initially by changing the
distance between air spring support and vehicle body. The height
monitoring valve (called leveling valve) is in turn actuated, either
taking the compressed air pressure to the air spring or releasing air
pressure from it to the atmosphere. This process continues until the
original height is restored
SEMI PERMANENT
COUPLER
SHACKU COUPLER
• Semi Permanent Coupler:- DEMU/EMU stock are provided
manufactured by Messers Couplers
with the Semi Permanent Scharfenburg Kupplung,
GmbH, Germany (short formed as
When two coaches are coupled by Semi Permanent
• “SCHAKU”).
Permanent
Couplers, oneCoupler
coach–isEnd ‘A’ with
fitted & the“Semi
other one is fitted
• with
Semi“Semi Permanent
Permanent Coupler–End
Coupler is designed‘B’.
to ensure a
traffic form connection
permanent a unit and therefore
of railcarsneed
whichnot
in be separated
unless in an emergency or in the workshop.
• The Drawbar / Intermediate Tube are connected by means
Cup
of anSleeve set. The
Adjustable muffset can be detached
coupling/Pair of easily thus
allowing quick separation of the cars for repair.
• Besides the main mechanical connection, the Semi
connection
Permanent of the main
Coupler alsoair reservoir
ensures the safe
pipes and brake pipe
• These couplers are designed for taking a maximum comprehensive load 100
tons and maximum tensile load of 70 tons.
• Due to rigid connection of these Couplers, there exists negligible play
between them in coupled position and hence no appreciable wear and tear
during the train operation.
• Due to rigid and stress transmitting mechanical connection between the
coaches fitted with “SCHAKU”
Couplers, protection to the coach and the load being carried, against undue
impacts is secured.
• The energy absorption capacity of the rubber-draft gear of the
Semi-Permanent Coupler is 8 KN.
• Due to draft capacity incorporated in the WSF-SCHAKU” Semi- Permanent
Couplers, it allows the coaches to buff at higher speeds (3 km/hr to 15
km/hr) before being coupled, without causing any damage to the coach and
the load being carried.
• The interlocking arrangement of these couplers prevent to some extent the
dis-mounting or telescoping of the coaches when involved in accidents.
 EMU
POWER
circuit
and
electrical
equipmen
DC EMU POWER SCHEMATIC

V
C
B

MOTO
MAIN TAP MAIN TRACTION
TRANSFORM
R
CHANGER RECTIFI SWITC
MOTOR
ER
ER H
GROU
P
 PANTOGRAPH

panto Set/trip
valve
PANTOGRAPH
• It is a collapsible framework made of metallic tubes and
articulated by ball bearings.
• It is used for smooth and spark-less current
collection from OHE and to feed the transformer
primary winding through Circuit Breaker.
• It is designed to maintain the continuous flow of
current in spite of oscillation at high speed and the
variation in height of the contact wire at different
places.
• Pantograph is held in the raised position by means of
compressed air supplied from panto reservoir in HT
compartment.
• The raising and lowering of pantograph is controlled
Pantograph
PANTOGRAPH
 Transformer
• The main transformer is a under gear mounted step down
transformer which is having three separate secondary windings
• The transformer oil circuit consists of a main transformer tank, a
reactor tank (including smoothing, tapping and dropping reactors),
oil pump and a radiator. The cooling air for the radiator is drawn
through the radiator block from the coach sole-bar level by two
axial flow fans mounted behind the radiator.
• The direction of oil flow is from the main transformer through the
oil pump to the radiator inlet. From the radiator oil flows to the
reactor tank and back to the transformer oil inlet..
 TECHNICAL DETAILS OF
TRANSFORMER
Make BHEL
Continuous 1000 KVA at 25 kV
Rating
Primary winding 25 kV/40 Amp.
Secondary 782 Volt/ 1280
winding Amp.
Auxiliary winding 266 Volt/55 Amp.
I
 TECHNICAL DETAILS OF
TRANSFORMER
Make BHEL
Auxiliary winding 141 Volt/250 Amp
II
frequency 50Hz
cooling OFAF
Thermostat 75 C
setting
Oil quantity 675 litres
DC Traction motor
 • The EMU Traction Motors are DC series, self
DC
excitation type motors. There are 4 Traction
TRACTI motors in each motor coach and connected in
ON parallel with the main rectifier DC output.
MOTOR • The motors are axle mounted and nose
suspended. A single reduction gear (ratio
20:91) is used for transmission of power to
the axle.
• Each traction motor is operated through
individual contactor, both at positive and
negative side.
TECHNICAL Parameters 4601 AZ 4601 BZ
DETAILS OF Continuous
167 KW 187 KW
Rating (KW)
TRACTION
Continuous
MOTOR 224 HP 250 HP
Rating (HP)
Current 340 Amps 380 Amps
Voltage 535 V 535 V
Speed (RPM) 1200 1182
Gear Ratio 20/91 20/91
A series wound DC motor has a low resistance field and armature
circuit. Because of this, when voltage is applied to it, the current is
high (Ohms Law: current = voltage/resistance). The advantage of
high current is that the magnetic fields inside the motor are strong,
producing high torque (turning force), so it is ideal for starting a
heavy object like a train. The disadvantage is that the current
flowing into the motor has to be limited somehow, otherwise the
supply could be overloaded and/or the motor and its cabling could
be damaged. At best, the torque would exceed the adhesion and
the driving wheels would slip.

As the DC motor starts to turn, the interaction of the magnetic

fields inside it causes it to generate a voltage internally. This "back
voltage" opposes the applied voltage and the current that flows is
governed by the difference between the two. So, as the motor
speeds up, the internally generated voltage rises, the effective
voltage falls, less current is forced through the motor and thus the
torque falls. The motor naturally stops accelerating when the drag
of the train matches the torque produced by the motors.
 rectifier
• EMU rectifier is an under gear mounted cubicle, divided into two parts – main rectifier unit and Aux.
Rectifier unit.
• Main rectifier : Voltage from the transformer secondary, collected by tap-changing contactors is fed to
the main rectifier. The rectifier is having three bridges.
• Each bridge consists of four silicon diodes and is protected with fuses 1000V/1450A for short
circuit protection.
• The function of rectifier is to convert AC supply to DC for further feeding to traction motor circuit.
• Rating:
• Input - 782 V AC, 1ph, 50 HZ
• Output - 535V DC, 2640 Amps.
• Each diode is provided with an aluminum heat sink which is forced air cooled by rectifier fan motor
mounted inside the rectifier cubicle.
VCB
• In VCB, two interrupters are used in series and are mounted in the horizontal support insulators. Each
interrupter houses a pair of contacts.
• The pneumatic dual piston operating mechanism is mounted in the main cradle between
the interrupters.
• The compressed air supplied to it from the main system of the vehicle is regulated
automatically within the circuit breaker to 5.0 kg/cm2; thus consistency of operation is assured.
VCB
• The purpose of any circuit breaker is to break or open the
electrical circuit between the source and the load.
• This would seem simple if it weren't for electrical arcs.
• Opening an electrical circuit will form arcs
• The circuit breaker should extinguish arc quickly.
• Failure will “eat” away the contacts .
• In extreme situation this can lead to a deadly arc blast.
VCB cont’d
• The vacuum inside the chamber has insulation qualities for
quick arc quenching.
• The contacts need minimum movement - perhaps a
centimeters vs 10 of centimeters required in atmosphere .
• Consequently, the vacuum circuit breaker is compact
VCB cont’d
• A bellow allows one of the contacts to physically move
while maintaining the vacuum inside the chamber
• This movement opens the electrical connection between
contacts while maintaining the vacuum
• Vacuum has excellent insulating properties and therefore very small gaps are required
between contact faces to withstand extremely high voltages.
• Excellent Arc extinguishing properties
• More reliable
• Requires less maintenance
• Quieter and more efficient
 RELAYS
• Relays are electric switches that use
electromagnetism to convert small electrical stimuli
into larger currents. These conversions occur when
electrical inputs activate electromagnets to either form
or break existing circuits. May be normally open or
normally closed

• When to Use a Relay:

• 10A or less current
• Up to 250VAC
• 1 phase
relay
CONTACTORS
• Contactors are typically built for and used in 3-phase
applications where a relay is more commonly used in
single phase applications. A contactor joins 2 poles
together, without a common circuit between them,
while a relay has a common contact that connects to
a neutral position. Normally open.

• 9A or more current
• Up to 1000VAC
• 1 or 3 phase
AC EMU/MEMU POWER CKT
 OH
E
Pant
o
V
C
B

MAIN TAP MAIN SMOOTHIN TRACTI

TRANSFORM CHANG RECTIFI G ON
ER ER REACTO MOTOR
ER
R

Aux
POWER CIRCUIT DESCRIPTION
1. Current at 25KV is taken from OHE to the primary
winding of the main transformer via the pantograph,
the vacuum circuit breaker and HT cables which
passes through the coach.
2. The return path of this current is via the earthing
brushes mounted in the axle cap of each traction
motors and the running rails.
TAP W1/W2 TAP TRANSF
CHANGING CHNGING ER
SEQUENCE CONTACTO SWITCH
NOTCH RS ES
OFF 0 W1 ---- ------
SHUNT 1 W1 T1 T7 &T9
2 W1 T1 T8
HALF 3 W1 T2 T8 &T9
4 W1 T2 T7
5 W1 T3 T7 &T9
6 W1 T3 T8
TAP W1/W2 TAP TRANSF
CHANGI CHNGING ER
NG CONTACTO SWITCH
SEQUEN RS ES
CE
NOTCH
7 W1 T4 T8 &T9
8 W1 T4 T7
9 W1 T5 T7 &T9
10 W1 T5 T8
11 W1 T6 T8 &T9
12 W1 T6 T7
TAP CHANGING W1/W2 TAP CHNGING TRANSFER SWITCHES
SEQUENCE CONTACTORS
NOTCH
Full power 13 W2 T1 T7 &T9
14 W2 T1 T8
15 W2 T2 T8 &T9
16 W2 T2 T7
17 W2 T3 T7 &T9
18 W2 T3 T8
19 W2 T4 T8 &T9
20 W2 T4 T7
21 W2 T5 T7 &T9
22 W2 T5 T8
POWER CIRCUIT DESCRIPTION
3. The 25 KV primary voltage is stepped down to 782 V.
The transformer secondary consists of two separate
tapped and untapped windings each of 391V. One half
tapped winding is divided into five sections each
78.2V.
4. In the first half of the notching sequence, only the tapped
portion of the winding is used, while for the remaining
notches both tapped and untapped portions are connected
in series.
POWER CIRCUIT DESCRIPTION
5. The changeover is effected by means of contacts W1 and
W2 on the winding- grouping switch and are only
operated off load.
6. This arrangement gives a total of 22 notches/ voltage steps
by various connections of transformer tapings and voltage
dropping reactors.
DROPPING REACTOR DL
• The reactor DL is connected in such a position in the circuit
that for all notches when only the tapped half of the
secondary winding is in circuit, it is in series with the output.
The purpose of this reactor are
1. To steepen the notching curves on low taps
2. To reduce the notching current swing.
3. To increase the short-circuit reactance of the transformer in
the low taps
POWER CIRCUIT DESCRIPTION
• The switching of the transformer sections are carried out by
the tap changer contactors T1 to T9.
• Contactors T1 to T6 are connected to transformer tapings
and the required voltage is selected.
• Tap changing is carried out by means of a reactor TL, in
conjunction with the two reactors T7 and T8 to give alternate
notches with and without the reactor in the circuit.
POWER CIRCUIT DESCRIPTION
• A resistor is also provided in series with the reactor but this is in
circuit only during the actual tap-changing operation being
immediately cut out of circuit when T9 closes.
• The purpose of this resistor is to ease the duty on the opening
contactor by reducing the circulating current
• Two capacitors of 0.05 microfarads are connected between the
two secondary windings and earth to prevent the build up of high
voltages to earth on the windings when they are not connected to
the traction circuit earth.
POWER CIRCUIT DESCRIPTION
• This voltage which is controlled by the tap changer
contactors, is applied to the silicon rectifiers, the full wave
output of which is fed to the traction motors via the
smoothing reactor.
• The silicon-rectifier assembly consists of six bridge circuits in
parallel.
• Each bridge being protected on its AC side by fuses.
• A surge-absorbing capacitor and series resistor are connected
across the AC input to the rectifier bridges.
POWER CIRCUIT DESCRIPTION
• The output from the rectifier assembly is taken through a
smoothing reactor to the motor circuits.
• The motors are permanently connected in parallel are
cooled with filtered air taken from the coach interior.
• The four motors are arranged in parallel, and are connected in
circuit as required by the four motor contactors M1 to M4.
POWER CIRCUIT DESCRIPTION
• Each motor is protected by an overload relay which trips the
motor contactor in case of overload.
• The direction of rotation of the traction motor is
reversed by reversing the connections to the motor
field windings.
POWER CIRCUIT DESCRIPTION
• Motors 1 and 3 have current limit relays connected in their
circuits to control the automatic acceleration of the train.
• The normal setting of the relay is 500 amp., which is reduced
to 425 amps immediately before the transition from notch 10
to notch 11 and again before the weak field.
POWER CIRCUIT DESCRIPTION

• Operation of the motor cut-out switches (MCOS) allows the

unit to operate with any one motor cut -out, or with a bogie
pair of motors cut-out.
• In any motor cut-out condition the current-limit relay
setting is reduced to 450 amp.
POWER CIRCUIT DESCRIPTION
• An earth fault relay(EFR) trips the air-blast
circuit-breaker/VCB in the event of an earth fault occurring in
any part of the motor circuit. The relay has a flag which leaves
an indication that a trip has occurred.
• Protection against interruptions of line voltage is given by a
no-volt relay(NVR) which opens the contactors in the
traction circuit in the event of failure of line voltage
CHOKE TANK:
• The choke tank is mounted in under-gear of the motor coach. It
consists of SL, DL & TL.
SMOOTHING REACTOR
• SL - Its function is to smooth the DC out put by eliminating
the AC ripples.
DROPPING REACTOR
• DL- The dropping reactor is called DL. The reactor DL is
connected in such a position that it is in series with the output
of all notches when the tapped half of the secondary winding
comes in the circuit. The purpose of the reactor is:
• To steepen the notching curves on low taps and thus to
reduce the notching current swing.
• To increase the short circuit reactance in the low taps.
TAP CHANGER REACTOR
• TL – The tap changing reactor is switched into circuit during
alternate electrical notches to give an intermediate increase in
voltage to make notching and hence acceleration smoother.
AC EMU AUXILIARY CIRCUIT
Auxiliaries
• Oil pump (OP)
• Radiator fans(two)
(KFl,KF2)
• Main rectifier fan (RF)
• Battery charger
• Auxiliary compressor
• Main compressor
• Passenger lights
• Passenger fans
AUXILIARY CIRCUITS
There are two separate auxiliary
I.circuits,
266V
AC
II. 141V
AC
AUXILIARY I CIRCUIT
8
1
 266V A.C. AUXILIARY CIRCUIT
• This circuit is fed from Auxiliary winding on the main transformer
Aux. I and gives a nominal 266V AC Output.
• It is used to feed the battery charger and the single phase
induction motors driven auxiliary machines.
266V A.C. AUXILIARY CIRCUIT
Auxiliaries are:
1. Oil pump (OP)
2. Radiator fans(two)
(KF1,KF2)
3. Main rectifier fan (RF)
4. Battery charger
266V A.C. AUXILIARY CIRCUIT
• No-Volt Relay (NVR)
• This is a DC relay fed by a bridge rectifier, and is used
to detect
whether the transformer is ‘live or not.
• The NVR circuit is protected by a miniature circuit
breaker.
• On failure of OHE voltage, NVR drops out and
disconnects the traction circuit by means of its
Interlocks in the control circuit.
Oil Pump
• It is provided to circulate the transformer oil to keep it
cool & the entire unit is mounted in transformer oil pipe
line.
• The motor is of 4 pole, squirrel cage(induction motor),
capacitor start and operates with its rotor immersed in
oil.
• Rating: 1.5 HP, 240V AC, 50 Hz, 6.5 A, Single phase, 1420
RPM.
• Pump capacity: 364 lpm against 7.32m head.
Radiator Fans
• These are provided for air forced cooling of transformer oil
and are fed by auxiliary I circuit of transformer.
• Rating: 0.5 HP, 240 V AC, 50Hz, single phase, 2.5A, 1410 rpm.
Rectifier cooling fan
• It is provided to cool the heat sinks of rectifier diodes and
is fed by auxiliary-I circuit of transformer.
• Rating: 1HP, 240V, AC, single phase, 3.6A, 1430 rpm.
AUXILIARY II CIRCUIT
141V A.C. CIRCUIT
• This circuit is fed from a secondary winding Aux. II (141V
AC) and is protected by two fuses AF3 and AF4, located
inside the transformer connection chamber.
• A rectifier-fed relay LTR is provided to prove that fuses
AF3 and AF4 are intact and the auxiliary supply rectifier
(ASR)is working normal.
141V AC CIRCUIT
• The circuit of LTR is protected by a miniature circuit
breaker.
• A surge suppression capacitor with a series resistor
is provided across the input to ASR.
141V AC CIRCUIT
Auxiliaries are
• Main compressor
• 110V DC, 8.5KW, 1150rpm, 1075lpm
• Passenger lights and fans
• Fans: 32 fans of 60W each coach
• Lights
• 16 normal lights of 18W each coach
• 12 emergency lights of 18W in each
coach
 SETTING OF PROTECTIVE
EQUIPMENTS DETAILS
DEVICES
Lightning arrester 42KV
Overload protection 0.7A/163A
TM overload relay OL1-4 900A

Transformer secondary OL5 &OL6 4000A

Current limit relay Sets at

500A, Trips
at 425A,
Earth fault relay 50V
Over voltage relay 540V
OVER CURRENT RELAY FOR MAIN TRANSFORMER
• OLP- : This will energize when the primary current exceeds
163 amps
and ABB will trip and can be ‘reset’ once only
• OL-5 over current relay for main rectifier
This relay will energize when current exceeds 4000 amps
and ABB will trip
SAFETY RELAYS
• OL-6 over current relay for secondary winding (4000
amps)
• It protects against short circuit current in sec. Winding
of the transformer and ABB will trip
 OLR FOR TRACTION MOTORS

• OL 1-4 protects the traction motors 1-4 from over current.

• This relay will energize when current exceeds 900 amps in
traction motor.
• If OL1 or 2 acts M1&M2 will open and if OL 3&4 acts M3 or
M4 will open
• These relay can be reset by ‘OL reset switch’

9
8
 OVER VOLTAGE RELAY
OVR: over voltage relay
• If the voltage exceeds 540 volts when MPT in full power position
this relay will energize
• If energized, further progression stops on next even notch through
AOVR.
 CURRENT LIMIT RELAY
• CLR-1 in TM-1 circuit & CLR-2 in TM-3
• circuit.
CL Picks up at 500
R: amps trips out at
425 amps
• CLR-1 & CLR-2 are provided in switch group-1 & switch
group-2 respectively
• If CLR energized, its interlock open in tap changer circuit
which stops further progression.

10
0
 EARTH FAULT RELAY (EFR)
• EFRP – Earth Fault Relay for Power circuit
• It protects the power circuit equipment from earth
fault.
• If energized a red target will be shown and ABB
will trip.
• It can be reset by ‘OL resetting switch’
• If not able to reset isolate TMs one by one.
• Ifable to reset, keep HEFRP in ‘fault’ position and
reset.
THANK
YOU