INDEX

Sl No. Description Page no.

1. General Description of EMU/MEMU 1-5
2. Contactors 6
3. Relay 7
4. Power circuit 8-10
5. Tap changer and its Transition , weak field 11-14
6. Auxiliary circuit – I , Auxiliary circuit –II 15-16
7. Battery and battery charger circuit 17
8. Auxiliary Compressor control circuit 18-19
9. Panto and ABB control circuit 20-21
10. Main compressor control circuit 22-23
11. Master Controller/Traction control circuit 24-27
12. Fault indication control circuit 28-29
13. EP brake control circuit 30-31
14. Description of important relays 32-39
15. Fuses and MCBs in Relay panel & driving desk 40-43
16. Some important gauges panel & driving desk 44-47
17. Air circuit 48-49
18. Pneumatic layout of trailer coach 50-51
19. Different Brakes of EMU/MEMU 52-55
20. Brake Power & attention of brake binding 56-58
21. Preliminary checking before energizing a rake/unit ,Parking Brake 59-61
22. Pneumatic trouble shooting 62-64
23. Traction motor , Bogies & under frame 65-72
24. General guidance of motorman 73-75
25. Working of EMU/MEMU 76-77
26. Operation of EMU/MEMU 78-79
27. Signal Passing at Danger (SPAD) 80
28. Modification of EMU/MEMU 81
Personal Safety 81-82
 SYLLABUS OF DIFFERENT COURSE
1. Promotional Course for Goods Driver/Passenger Driver to Motorman Training Module No.:
LOCO RNG-3. Railway Board’s letter No. E (MPP) 95/19/6 dated 31.08.99.
Total duration: 48 Days (35 days ELTC + 13 days) ZTC
SL Dscription Duration
1. General Description. Important cab Equipments 1½
2. Relay & Contactor 1
3. Power Circuit 1
4. Aux I & II 1
5. Battery BA charger & ACP control circuit Main compressor 2
6. Main compressor Control Circuit. Fault indication Circuit. 1
7. Panto & ABB control circuit 1
8. Master Controller Control circuit 1
9. Relays 1½
10. Air Circuit. Pneumatic layout of T/C 2
11. EP AUTO unit, Br. Power. Attention of Br. Binding 4
Energizing of dead unit. Parking Brake operation,. Pneumatic trouble 5
shooting. Joint Br. Testing. Attachment of Locomotive during failure
12. of EMU/MEMU.Stabling of EMU/MEMU,Protection from roll down.
Working of EMU/MEMU in abnormal condition.
13. Trouble Shooting 5
14. Handling on line. 4
15. Tap changer & switch group Operation,Cab changing 1
16. Unit formation, Train formation of EMU &MEMU 1
17. Bogie &under frame 1
18. Viva Voce 1
19. Total 35 days
2. REFRESHER COURSES FOR MOTORMAN. Training Module No- LOCO RNG-7
Railway Board’s letter No. E(MPP) 95/19/6 dated 31.08.99
Total duration : 18 Days( 12 days ELTC + 06 days ZRTI)
SL Description Duration
no (Days)
1. General Description. Important cab Equipments ½
2. Relay & Contactor ½
3. Power Circuit ½
4. Aux I & II ½
5. Battery BA charger & ACP control circuit. Main compressor Control circuit 1
6. Fault indication circuit 1
7. Panto & ABB control circuit 1
8. Master Controller Control Circuit 1
9. Control circuit 1
10. Air Circuit. Pneumatic layout of T/C 1
11. EP AUTO unit, Br. Power. Attention of Br. Binding ½
12. Parking Brake operation,. Pneumatic trouble shooting. Joint Br. Testing 1
13. Trouble Shooting 2
14. Examination ½
 ABREVIATION
Symbol Description
A Ammeter
ABB Air Blast Breaker
ABG Air Blast Governor
ABR Air Blast Circuit Breaker Relay
ACLR Aux. Current Limit Relay
AOVR Auxillary Over volt Relay
ARR Air Blast Circuit Breaker Reset Relay
ACP Alarm Chain Pulling
AF Auxillary Fuse
ARS Ammeter Rotary Switch
ASL Additional smoothing Reactor
ASR Auxilary Supply Rectifier
ASS Air Spring Suspension
AWL Automatic Warning Light
BACH Battery Charger
BCFR Battery Charger Failure Relay
BIR Buchholz Indication Relay
BIVS Brake Isolating Valve Switch
BUD Buchholz Device
CBAR Current Balance Aux. Relay
CBR Current Balance Relay
CC1 , CC2 Main Compressor , Auxillary Compressor Contactor
CF Control Fuse
CG Control Governor
CG1 Main Compressor Governor
CG2 Aux. Compressor Governor
CLR-1 , CLR-2 Current Limit Relay
CR Compressor Relay
CT Current Transformer
DL Dropping Reactor
DKS Driver Key Switch (BL Box)
EFRA-II Earth Fault Relay Aux. –II
EFRP Earth Fault Relay Power
EG Equipment Governor
EP Unit Electro Pneumatic Unit
GS-1 Equipment governor Cut-out Switch
GS-2 Control Governor cut-out switch
GS-3 Main Compressor Governor Cut-out switch
GS-4 Aux. Compressor Governor Cut-out switch
HEFRP Switch for Earth Fault Relay Power
HEFRA-II Switch For Earth Fault Relay Aux.-II
K-1, K-2 Reverser- 1 & 2
KF-1 , KF-2 Radiator Motors.
LA Lightning Arrester
LTR Low tension Relay
MCP Main Compressor
MCPA Auxiliary Compressor
M1 - M4 Motor Contactor
MCB Miniature Circuit Breaker
MP Master Controller
MCS1 & MCS2 Motor – Cut out switches
NR1 & NR2 Notching Relay
NC1 - NC4 Negative Contactor
NVR No Volt Relay
OL1 – OL4 Over Load Relay for TractionMotor
OL - 5 Over Load Relay for Rec tifier
OL - 6 Over Load Relay for Tap Changer
OLP Primary Over Load Relay
OP Oil Pump
OVR Over Voltage Relay
PB Parking Brake
PFD Permanent Field Divert Resistor
PT Pantograph
PBG Parking brake Governor
REFRP Resistor for Earth Fault Relay Power
RF Rectifier Fan
RFAR Rectifier Fan Aux. Relay
SL Smoothing reactor
SR Starting relay
T1 - T9 Tap changing contactor
TL Tap Changing Reactor
TSS Sequence test Switch
TT Transformer Thermostat
TM Traction Motor
TF Transformer
TTR Transformer Thermostat Relay
VCB Vacuum Circuit Breaker
W1 & W2 Winding Grouping Switch Contacts
WGR Winding Grouping Relay
WCO Winding Change Over
 1 GENERAL DES CRIPTION OF EMU/MEMU

1.1 MEMU & EMU

MEMU EMU
M – Modified / Main Line E – Electric
E – Electric M – Multiple
M – Multiple U – Unit
U – Unit

1.2 Unit :
Combination of one motor (power) coach with two or three trailer coaches which can move in either
direction independently. (Width of EMU = 12' 01”and width of MEMU = 10 '6” )

1.3 TYPE OF MEMU:

WAU - 4
W – Wide Gauge (Broad gauge)
A – A.C.

U – Urban Service
4 - Model no.

1.4 COACH :
Coach is divided into two parts.
1) Bogie 2) Shell (Body) Each coach consists of two Bogies.

1.5 TYPE OF COACHES :

1.5.1 Type “B” – Motor coach.
1) Motor Coach with driving cab. 2) Motor coach without driving cab

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 1.5.2 Type “C” – Passenger Trailer coach.
1.5.3 Type “D” – Passenger cum Vender Trailer coach.(EMU)
1.5.4 Coaches are built by –
i) ICF – Chennai v) BHEL- Bhopal
ii) RCF – Kapurthala vi) TEXMACO- Kolkata
iii) BEML – Bangalore vii) TWL – Howrah/Kolkata.
iv) JESSOP – Kolkata Viii) BESCO- Kolkata

1.6 RAKE FORMATION :

1.6.1 EMU : Unit Combination- One Motor Coach +Two Trailer Coaches
1) 12 Coach Formation: - 4 Motor Coach + 8 Trailer Coach.

2) 9 Coach Formation :- 3 Motor Coach + 6 Trailer Coach.

1.6.2 MEMU: Unit Combination- One Motor Coach +Three Trailer Coaches
1) 8 Coach Formation :- 2 Motor Coach + 6 Trailer Coach
2) 12 Coach Formation - 3 Motor Coach + 9 Trailer Coach.
3) 16 Coach Formation: - 4 Motor Coach + 12 Trailer Coach.
1.7 TYPE OF BOGIE :
In MEMU/EMU BO-BO bogie is provided.
Every bogie has two axles; each axle is driven by separate motor.

1.8 TRACTION MOTOR :

a) Type – D.C. Series. Power – 224 HP / 167 KW Volt – 535 V.
Cont. current – 340 A. R.P.M – 1260 Insulation – “H” Class (1800 C)
b) Type-D,C Series. Power – 207 KW, Voltage -535V ,Current -425A Suspension tube bearing.
Drive –Single Reduction spur gear drive.

1.9 COUPLING :
1) Mechanical Coupling: - SCHAKU COUPLER
2) Pneumatic Coupling: - i) MR ( Main Reservoir Pipe) ii) BP ( Brake Pipe)
3) Electrical Coupling: - Jumpers : Each coach provided with 4 jumpers in conventional EMU/MEMU
with 19nos. of core in each. (Five jumpers in Air Spring Suspension EMU Rake )
Jumper “A”: - Control supply (110V. D.C) Panto & ABB control, MCP (Main compressor) control ,
EP. (Electro Pneumatic) brake Control, Fan supply and talk back system.
Jumper “B” - Traction control circuit, Light & fan supply, Parking brake supply, In case of MEMU
Control change over & MCP synchronizing supply. O/L reset, Alarm bell.

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 Jumper “C” - Indication circuit, Signal Bell, Light supply and in case of EMU Control change over
& MCP synchronizing supply. Alarm Bell. Guards supply
Jumper “D” - Guards supply, Light & Fan Control supply. Light & Fan supply,50% light control.
Jumper “E” – Entertainment &PA system (In ASS EMU Rake).

1.10 IMPORTANT SWITCHES:

1) Control Switch: Located in BL box in EMU/MEMU. During traction it should be ON. Otherwise no
traction wil be available
2) Control Change over switch: When BA voltage is not available in a unit of EMU/MEMU then BA
voltage may be obtained from other unit by changing the change over switch in position E.
3) Test sequence switch (TSS): It has two position TEST & RUN .During traction it should be in RUN
position. In position Test VCB/DJ will trip of that unit but sequence test of tap changer occurs.
4) Guard Key : Guard key should be on. It ensures system of light, fan, alarm is ok.

1.11 EQUIPMENTS :
1) TRAILER COACH : Under gear Equipment- Brake (EP Auto) unit, Pneumatic pipe lines, MR,BP,
Brake Cylinder pipes, Air reservoir – 3 Nos. (1 no. Aux. Reservoir, 2 nos. Main reservoir).
2) MOTOR COACH :
1) Roof Equipment : Pantograph, ABB/VCB ,LA ,Roof bar, Roof Insulators, roof bushing
.Earthing switch
2) Under gear Bogie Equipment: Transformer, Rectifier, Smoothing Reactor, Tap changer,
Switch Group, Battery, EP-Auto, / Brake unit, Pneumatic pipe lines, Horn ,Auxiliary and main
reservoir.
3) HT Equipment : ASL ,Conservator, BUD with vent cock. ,Panto, ABB,and control reservoir.
CRIC PIC EG, CG-1and isolating cock,CG-2,.MCPA,RS& CR gauge
4) LT Equipment : BA charger,CC-1,CC-2,LC & FC.HBA,HEFRP,ACLR, GS-(1-4)
5) Cab Equipment: Master Controller, Brake Controller, DC –DC Converter, Driving desk MCB,
Relay Panel, MCB and Fuse Panel. Switch board, BL box, Indication box, Meters and gauges,
Flasher unit, CG & PBG.

1.12 AIR RESERVOIR : Control Reservoir –1 No., ABB Reservoir – 1 No., Panto Reservoir – 1 No., Aux.
Reservoir– 1 Nos., Main Reservoir – 1 No., Horn Reservoir – 1 No., Air Suspension Main Reservoir– 1
No. ( if provided).

1.13 GOVERNORS & THEIR SETTING :

PBG – (3.0 – 2.0) kg/cm²
MCP GOV. (CG-1) – (6.0 – 7.0) kg/cm²

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 ACP GOV. (CG –2) – (5.3 – 6.4) kg/cm²
ABG – (5.6 – 4.5) kg/cm²

EG and CG – (4.2-3.2 ) kg/cm2

1.14 AUXILIARY MACHINE:

There are five single phase auxiliary machines and two DC machines.
1) Single phase AC Machine are
i) Oil Pump(OP) nos-.1 - Circulate the Transformer oil.
ii) Rectifier Fan(RF) nos-1 - Cool the silicon rectifier.
iii) Radiator Fan(KF) nos-2 - Cool the transformer oil in radiator.
iv) Battery Charger(BACH) nos.-1 - Charge the battery when unit is energized. Battery
charger is static battery charger and other auxiliary
machines are capacitor start and run induction motors.
2) D C Machine
i) Main Compressor (MCP) no.1 - To create pressure for pneumatic operation.
ii) Auxiliary Compressor (MCPA) no-1 – To build up pressure initially to raise panto and DJ
closing & charge the control reservoir.
1.15 BRAKE:
Following brakes are provided in EMU/MEMU
1) Parking Brake – It is used in stable condition to avoid roll down in MEMU. This brake is applied
in motor coaches wheel no -1 ,4,5, 8.
2) EP Brake – Most efficient Brake of EMU/MEMU. Application and release very quickly. EP
Brake is actuated by MR pressure when Brake controller handle put in EP region.
3) Auto Brake –This Brake is actuated when Brake controller handle put in Auto region ie BP
pressure drops and pressure from auxiliary reservoir goes to brake cylinder.
4) Emergency Brake - This Brake is actuated when Brake controller handle put in Emergency
region. In this position EP and Auto both brake applied at a time.
5) Guard Emergency Brake – This brake is applied by guard. When this Brake is operated BP
pressure drops and brake applied.
6) Deadman Brake – It is actuated when reverser key in FOR/ REV position and master controller is
depressed then BP pressure vented through Emergency valve and brake is applied.
Note : 1. In any situation if BP drops then auto Brake will be applied.
2. MR pressure drop / BL key off / PB switch off then Parking Brake will be applied.

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 3. Parking Brake/Wooden wedge must be applied before leaving the cab of EMU/MEMU for
attending any trouble and intimation should be given to guard for taking necessary action to
avoid rolling down.

1.16 ADVANTAGES OF MEMU / EMU OVER LOCO

1) Quick acceleration and retardation is possible.
Acceleration – 1.6 Kmph/Sec (or on full notch, 40Kmph speed in 25 sec.)
Retardation – 2.6 to 3.2 Kmph/Sec (or on full brake application at 50 Kmph, rake will stop within
225 meters.)
2) Less turn over time, it may be reduced to 6 minutes. /10
minutes

3) More reliable, as there are more than one unit.

4) More passenger accommodation, as provision of passengers in motor coach also

(most of the equipments are fitted in under frame.)
5) As DEADMAN's DEVICE is provided, less crew is required to run MEMU/EMU.

1.17 Difference of EMU & MEMU

SL NO. EMU MEMU
1. Length 20726 mm Less than MEMU Length 21337 mm
2. Width 3658 mm greater than MEMU Width 3245 mm
3. Height of the coaches 3810 mm Height of coach is 3886 mm
4. It runs on suburban section high level It runs on main line
plat form
5. So far it is non vestibule So far Tailor coach is vestibule
6. Stair case not provided Stair case provided
7. Parking Brake is not activated Parking brake is activated.

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 2 C ON T A C T OR S

2.1 CONTACTOR:
A Contactor is a special type of remotely operated switch, which is used for starting and stopping an
electrical appliance by making and breaking supply of current in it.
2.2 PARTS OF CONTACTORS: -
i ) Driving Mechanism. ii) Fixed contact iii) Movable Contact. iv) Flexible Shunt .
v) Insulator vi) Arc-chute vii) Blow out coils.

2.2.1 Types of Contactors: -

i) Electro Pneumatic Contactor. ii) Electro Magnetic Contactor. iii) Mechanical Contactor –
a) Cam Type b) Drum Type.

2.2.2 i) Electro Pneumatic Contactor – The contactor which close and open by the action of
electromagnet valve and compressed air is called electro pneumatic Contactor . – Viz Motor
Contactor (M1 to M4), Tap Changer Contactor (T-1 to T-9), Reverser, WCO etc.
ii) Electro Magnetic Contactor - The contactor which close and open by the action of
electromagnet is called electro magnetic Contactor - viz. CC-1, CC-2, LC, FC etc.
iii) Mechanical Contactor - The contactor which is operated by mechanical system – e.g by cam or
drum is called Mechanical Contactor. It is used where more than one operation is required at a
time. – viz. –Master Controller/ MP, Brake Controller etc.
(If any Contactor is not closing, fault is in control circuit or Pneumatic Circuit. If Contactor is closing but
auxillary is not working , fault is in power circuit)

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3 R ELAY

3.1 Relay is a device which is provided to supervise any electrical operation , or to check the
sequence of any operation and functions of any equipment accordingly either by energisation or by
de-energisation.
It has two portions a) Controlling device b) Interlocks
3.2 Different type of Relay-
i. Tension Relay – The relay that acts on voltage – OVR , NVR LTR , EFRP , EFRA-II etc.
ii. Intensity Relay – The relay that acts on current – CLR , OL1 to OL4 , OL5, OL6 etc.
iii. Circulation Relay – This relay acts on circulation of air or oil – RFR
iv. Temperature Relay- This relay acts on the sense of temperature – TTR
v. Time Lag Relay – This relay operate the circuit with a time lag for the proper sequence of
operation .In the control circuit this time lag is created either by clock mechanism or by core
demagnetization.
vi. Auxillary Relay – This Relay have several interlocks on some control circuit and help the main
relay –AOVR , ACLR etc.

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 4 POW E R C IR C U IT

4.1 OHE supply is collected by pantograph and is passed to Transformer primary through, ABB/VCB/DJ.
Primary side is protected form over load by relay OLP/QLM. If it trips, ABB/VCB/DJ will trip of
that unit.
Transformer secondary is divided into 2 parts. Each parts develops 391V (Total 782 V)
corresponding to 25kv OHE supply. One part of winding is untapped and the other part has five
tapping.
One end of the transformer primary winding is connected with panto through ABB/VCB and
other end is connected to rails via wheels.

4.2 A programmed arrangement of the tapping and notches with MP position. –

On shunt power – 2 Notches MP Position -1
On half power – 10 Notches MP Position -2
On full power – 10 Notches MP Position -3
Total = 22 Notches
Weak field (MEMU) MP Position - 4

4.3 Power from transformer secondary passes through Tap Changer and rectified as D.C. in Main
Rectifier. D.C. output is smoothened in smoothing reactor (SL) and is supplied to Traction motors,
which are connected in parallel to each other. One over voltage relay (OVR) is connected in parallel
to TMs to protect TMs from over voltage (535V).

4.4 Every TM is connected with an individual over load relay OL-1 - OL-4.

4.5 OL5 – Protects rectifier from over load.

4.6 OL6 – Protect tap changer from over load.

4.7 EFRP (QOP) – Protects equipment and their connecting cables of power circuit from earth fault.
(Transformer secondary, Tap Changer, Rectifier, SL, Traction Motors and their Cables). If
OL5/OL6/EFRP drops, ABB/VCB/DJ of that unit will trip.

Note: 1. During service HQOP/HEFRP must be in NORMAL (N) POSITION.

8
2. In any condition HEFRP cannot be put on fault position, except emergency situation when EFRP
permanent in all the units, then put HEFRP on fault position and energise only one unit and
failure the rake after clearing the block section.

9
 10
o.N
.g
iF

10
 5 TAP CHANGER AND ITS TRANSITION
5.1 Tap changer: Tap changer is provided for uninterrupted power supply step by step to traction motor to
increase the voltage in traction motors as aresult the speed of the train is increased.

5.2 The sequential switching on the transformer taps is carried out by the tap change contactors T-1 to T-9 for
different position of master controller. Contactors T1 to T-6 are connected to the transformer tapings and select
the required voltage. Tap changing is carried out by means of reactor TL in connection with two contactors T-7
and T-8 to give alternate notches with and without reactor.

5.3 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 T-9 closes.The purpose of this is to ease the duty on the
opening contactor by reducing circulating current.

5.4 Move the MP/accelerating handle to position-1, (shunt power) and then the equipment notches goes upto
notch-2.

5.5 Thereafter move the accelerating handle to position-2 , notches goes up to 12. On notch 10-T-5,T-8 are
closed full voltage of the taped winding is applied to
Traction motors. On notch 11 - T-6 ,T-8 and T-9 are closed connecting un tapped portion of winding through
TL but reactor DL is no longer in service. On notch 12 – this is final notch of portion -2 of MP. T-6 and T-7 are
closed connecting the untapped portion direct.

5.6 The accelerating handle to position -3 , the winding grouping switch W-1 open and W-2 close first then the
equipment notches goes up to 22. T-5 and T-8 are closed connecting full transformer secondary rectifier.

5.7 The accelerating handle to position-4 , field weaking is done and speed further increase.

5.8 The selected output voltage is fed through the over load relay coils OL-5 and OL-6 . The over load relay
coils OL-5 and OL-6 form a double element overload relay ; OL-5 protects against a direct overload due to a
fault in main rectifier unit and motors circuit and OL-6 protects against four tap change contactors being closed
together , for example T-1 , T-2 , T-7 , T-8.

5.9 The electrical interlocking is such that this condition is not possible electrically and could only occur due to
mechanical failure of contactors. ABB/VCB is opened when OL-5 and OL-6 acts.

5.10 The reactor DL is connected in all notches when only the tap portion of the secondary is in circuit . It is in
series with output . It is steepen the notching curve in low taps , thus reduces the notching current switching. It
increases the short circuit reactance of the transformer in low taps. It comes into service when winding switch
group W-1 is closed out from circuit at 11 notch.

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12
13
5.12 FIELD WEAKENING OPERATION OF TRACTION MOTOR (MEMU)

Weakening of the series field is a common practice adopted to improve the speed of a traction motor. After
achieving stable working speed with the full field , if the field is weakened by introducing a diverter resistance
parallel to field then speed will increase. This practice is adopted in MEMU to cater higher speed . After taking
full notch Master Controller handle kept on position fourth (Field weakening position ) then all field weakening
contactors are closed and weak field resistance
stance come into service provided a toggle switch in driving desk for
the purpose is on condition and all TM is in service.One indication lamp will glow on driving desk which
indicate system of field weaken is working.

12.1 After taking weak field notch if Master Controller MCB trips then :

i) Do not use weak field notch.

ii) Put ‘OFF’ Toggle switch.

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 6 A U X IL IA R Y C IR C U IT S O F E M U / M E M U
6.1 AUXILIARY CIRCUIT-- I
1. Corresponding to 25kv. OHE supply, the output of the circuit is 266 v. single phase A.C.
2. The circuit is provided with a supply
supply-proving relay – NVR (No volt Relay).
3. The circuit feeds 5 nos. of auxiliary machine –
i. Oil pump (OP) -1 no.
ii. Rectifier Fan (RF) – 1 no.
iii. Radiator Fans (KF) – 2 Nos.
iv. Battery charger – 1 no.

Each auxiliary machine is protected by miniature circuit breaker (MCB) on live side and with fuse iin
return side. Return wire iss common for OP, RF & KF-1
KF , KF-2.

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6.2 AUXILIARY CIRCUIT- II
1) Corresponding to 25kv. OHE supply, the output of the circuit is 141v single phase A.C.
2) One auxiliary supply rectifier (ASR) is there in the circuit to supply D.C. output for –

i) Main Compressor.

ii) Supply proving Relay LTR (Low Tension relay).

3) Coach normal lights and fans are connected in this circuit and are protected by separate fuse.
4) Line Voltmeter is connected in this circuit. KV meter indicates OHE voltage according to winding
ratio of 141v / 25kv.
5) The entire Aux – II circuit, its equipments and cables are protected from earth fault by relay EFRA –
II (QOA)If EFRA-IIII drops, ABB/VCB/DJ
ABB/VCB/ of that unit will trip.

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 7 BATTERY AND BATTERY CHARGER CIRCUIT

7.11) Battery / Control supply is available as 110V. D.C. it supplies -

i) The power circuit of ACP ii) Emergency lights iii) Control circuits
2) When unit is energised, BA – charger works
i) It charges the battery and ii) Supply the power to all the
circuits where battery is supplying.
3) The ACP is protected by MCB at +ve side and Fuse at –ve side. Emergency light circuit is protected by
fuse. Control circuits are protected by control fuse (32A) and Battery positive MCB.
4) There exist a control changer over (Rotary) switch, which enables tapping of control supply from other
unit, when control supply of this unit fails. This is actuated by rotating the switch to“E” emergency
position.
5) The negative of the system is purposely bonded to earth by a switch “HOBA”. If change over is done,
ACP and emergency light in defective working unit will not work. Only cab light emergency, Head light
emergency and control circuit will work.
Control change over to be done when –
i) Battery voltage of a unit is below 85v. / zero. ii) Battery
charger of a unit is not working.
7.2 TROUBLING SHOOTING :
1) CONTROL VOLTAGE ZERO / NOT AVAILABLE: -
Check – i) HBA is “ON” position ii) Control Fuse (32A) is ok. iii) DC Main positive & DC main
negative fuses are okay. d) Battery positive MCB is SET
If failed – Do CONTROL CHANGE OVER. If after change over BA voltage is not available then check
any slackness / opening of 'B' & 'C' coupler behind leading motor coach. If not success then
work from rear as per GR 4.21.
2) STEPS FOR CHANGE OVER: -
i) Isolate HBA and See BA voltage zero. ii) Put Change over switch in emergency (E)
position and check BA voltage is above 85 volt.

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 8 AUX ILIARY COMPRES S OR CONTROL CIRCUIT
8.1 (1) The purpose of the circuit is to close the ACP contactor CC-2 as and when required.
(2) Electrical supply 110V. D.C. is made available in the CC-2 contactor coil through -
i) ACP Control MCB (ON) ii) ACP Governor (CG2) (SET) iii) ABR Interlock. ( SET )
(3) Thus when ABR and ACP CONTROL MCB are set then ACP will cuts in and cuts out as the Gov.
cuts in and cuts out at 5.3kg / Sq. cm. – 6.4 kg /sq. cm respectively.
8.2 TROUBLE SHOOTING :- ACP NOT WORKING :
Step 1. Check CC-2 (ACP Contactor) is closed or open.
Step 2. (1) If CC-2 is open – Check – I) ACP Control MCB is set/ON. II) ABR is set. III) By pass
CG2 by its switch ( GS -4).
(2) If CC-2 is closed –Check – I) ACP positive MCB is set / ON. II) ACP negative fuse is OK.

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19
 9 PANTO AND ABB CONTROL CIRCUIT

9.1 Electrical supply at 110v. D.C. is available at -

i) Panto Raise ii) Panto Lower iii) ABB Trip iv) ABB
close Switches from Battery or BA-charger through –
a) D.C. Main +ve and D.C. Main –ve fuse. b) Control fuse and BA-positive MCB
c) Change over switch d) Panto & ABB control MCB e) BL-key.

9.2 Panto Raise

when this spring return switch is pressed, Panto up valve will operate, air flows to Panto servomotor and
Panto will raise if -
i) Master Controller (MP) on “OFF” notch. ii) ABB of the concerned unit is trip.

9.3 Panto Lower

When this spring return switch is pressed, Panto down valve will operate, air flow to panto servo motor
will stop, air from servomotor will exhaust through exhaust port and Panto lowers. A blocking diode is
conveniently connected so that, when Panto Lower switch is pressed, ABB trip circuit will also energises
but reverse flow will not be allowed.

9.4 ABB close

When this spring return switch is pressed -
1) ABR set and
2) ARR will energise provided ABB of that unit is tripped, so
i) One “NO” interlock of ABR closes (sets) to energise ABB holding coil and ii) One “NO” interlock of
ARR closes (Sets) to energise ABB closing coil.
9.5 ABB TRIP
When this spring return switch is pressed ABR TRIP coil will energise, ABR interlock on ABB holding
coil opens and ABB of the unit will trip.

9.6 TROUBLE SHOOTING: ABB TRIPPED IN A UNIT –

Step 1 – Try to close ABB normally by ABB close switch.
Step 2 – Put 'OFF' control switch, reset OL and try to close ABB.
Step 3– Follow formula 1-4-1 for the defective unit.
1 – Check ABB Fault MCB is set/ ON.
4 – Check FOUR RELAYS – ABR, BIR, EFRP/OLP & EFRA-II are set.
1 – TSS is in RUN position.
If all the above are ok, then check PRV (fitted with TFP tank). If it has acted, inform TLC and work as
per his advice.

20
21
 10 MAIN COMPRESSOR CONTROL CIRCUIT

10.1 MCP CONTACTOR

(CC-1) coil is required to remain energized for its power contacts CC-1 to remain closed , so that MCP may
work from ASR supply . Supply in the contactor coil is automatically CUT-IN & CUT-OUT by MCP Governor
(CGI) interlock which is set at 6.0-7.0 kg/cm2 . For the purpose of circuit safety and operational reasons two
MCBs (MCP CONT. MCB & MCP SYN. MCB) and a blocking diode are are connected in the circuit.
10.2 To facilitate the starting and stopping of MCP by operator , there is CR (Compressor Relay )interlock in the
circuit.
10.3 Supply at 110 V D.C. is available in MCP START & MCP TRIP switches when MCP control MCB is
SET and BL Key is ON.
10.4 Operation of MCP START or MCP TRIP switches causes the CR to latch or to trip. So that CR interlock
closes or opens in the CC-1 circuit .
10.5 Outgoing connections of MCP GOV. of all the units are connected through Jumpers – this is called MCP
SYNCHRONISING. This helps all the compressors to start or to stop at a time. (Modified)

10.6 TROUBLESHOOTING

1. MCP NOT WORKING

Step 1. – Check MCP contactor CC-1 is closed or open.

Step 2.- 1) If CC-1 is open –Check
i. CR is SET
ii. MCP control MCB synchronizing MCBare SET/ON.
iii. By pass CG1 by its switch (GS-3)
2) If CC-1 is closed .-Check MCP Fuse (125 A) is Ok.

2.MCP RUNNING CONTINUOUSLY:

Step 1 – Press MCP TRIP switch & observe MR pressure is raising or not.
Step-2 1) If MR pressure is not raising –
i. Any one MCP Governor is defective or by passed.
ii. Work by operating MCP start & MCP trip switches accordingly.
2) If MR pressure is raising above 7 kg/cm2-
i. Any one MCP Contactor (CCI) is welded /seized.
ii. Find out that unit.
iii. Remove MCP HRC Fuse of that unit (Unit to be tripped).

22
23
 11 MASTER CONTROLLER / TRACTION CONTROL CIRCUIT

11.1 Supply at 110V. D.C. is available from control circuit to CONTROL SW. when MASTER
CONTROLLER MCB is SET & BL Key is ON. CONTROL SW. is a bi-polar switch with one NO (Normally
open) and one NC (Normally close) interlocks.

11.2. When CONTROL switch is OFF electrical supply is available at OL RESET switch—which when
pressed, resets 8 overload relays in 4 different panels —
i) OL-1 & 2 ii) OL-3 & 4 iii) OL-5 & 6 iv) EFRP & OLP
* EFRP / OLP of middle unit will not reset by OL RESET switch in EMU.
*If OLP is provided with mechanical lock, it will not reset by OL RESET switch.

11.3. When control Switch is ON, electrical supply reaches to Dead Man contacts of Master Controller through
Brake isolating valve switch ( BIVS ).

11.4 Electrical supply for reversers and different notches are now available in finger contacts of Master
Controller.

11.5 MODIFICATION IN TRACTION CONTROL CIRCUIT OF AC EMU/MEMU MOTOR

COACHES.

Objective: In the existing system , in case of earth fault in tap changer circuit of any motor coach , the
whole traction control circuit is affected which results in tripping of traction control MCB (15 A ,110
,DC) in driving cab causes no traction . In such cases faulty motor coach needs to be identified by
opening the coupler of electrical jumper on trial & error basis and train. In the existing system , trouble
shooting takes more time resulting in heavy detention of the train on line.

To overcome the problem , it is proposed to modify the existing schem

11.6 TROUBLE SHOOTING
MASTER CONTROLLER MCB TRIPPING ON NOTCH
Reset master controller MCB, take notch –
11.6.1. If MCB trips again –

24
25
 i) Isolate all TMs of leading unit, Reset MCB, take notch.
ii) If MCB does not trip work the train with the traction of other good unit.
11.6.2 But if MCB trips again – make normal all TMs of leading unit. Reset MCB, Open 'B'
jumper after the leading Motor coach, take notch – if -
i) MCB does not trip – work with it after releasing P.B. manually of rear unit.
ii) MCB again trip – Release PB manually of leading m/c and work from rear cab as per GR 4.21
after isolating 'B' jumper behind the rear motor coach.
11.6.3 In modified motor coaches five no of MCB (5A) have been provided in LT compartment to avoid
tripping of master controller MCB (15A) and opening of B jumper to detect the faulty unit. Motorman
can work the train with healthy motor coaches with out detention.

26
27
 12 FAULT INDICATION CONTROL CIRCUIT

12.1. No. of indication lamps in BHEL unit is 8nos. BAPP & AUDIO VISUAL lamps are not in service. So 6
nos .lamps are now in service.
12.2. BSL and MSTL glows from their own source of supply .So FAULT INDICATION MCB supplies
power for 4 nos. lamps—ABB OFF, ARTL, RFBL and BCFL.
12.3Any fault indication when glows –it glows in all indication panel of all the units.
12.4. ABB OFF light glows when ABB of any one or more unit trips.
12.5. ARTL glows when LTR of one or more unit trips but ABB is closed. It may be
for— 1) OHE supply fails/ Pantograph defect/broken.
2) ASR supply fails in any unit.
3) Supply fails in AUX-II circuit iv) LTR itself defective.
12.6. BCFL glows when Battery charger of any unit fails but ABB is in closed condition. It may be
for 1) Supply fails in AUX –I circuit.
2) BA charger of any unit is defective. III) BCFR itself defective.
12.7. RFBL glows when fuse blows in Rectifier of any unit. It also glows if CBAR trips in any unit.
12.8 ARTL GLOWS WITH BCFL:
1. Stop the train applying Emergency brake
2. Check the all pantos/OHE are intact or not.
3. If found pantos broken in any unit ,inform TLC/TPC. Broken Pantos should be secured. Isolate PIC and
make the unit dead. Work with other units.
4. If pantograph lowered then raised it after fully checking and work cautiously.
5. If panto and OHE are ok then wait OHE supply – work normally.
6. If OHE supply and all pantos are ok then ARTL &BCFL still glows – Check LTR and BCFR
7. If LTR tripped then check the concerned MCB ,if trip then set.
8. If all are OK then wedge LTR and move cautiously.

Symbol Description Lamp indication Position

ABB OFF ABB trip light LS - 1
BSL EP Brake supply On light LS - 2
BAPP Brake application ON LS - 3
ATTL Auxiliary Rectifier trip light LS - 4
MSTL Motor switch trip light. LS - 5
RFBL Rectifier fuse blown light LS - 6
BCFL Battery charger Off light LS - 7
** LS-3- Not active in EMU , used as PB indication in MEMU.

28
29
 13 EP BRAKE CONTROL CIRCUIT

13.1 Electrical supply at 110 V D.C. is available in EP brake circuit if –

I) EP MCB is SET/ON,
2) BL Key is ON.
3) EP Switch is ON.
4) BIVS is ON—Supply will go to-
i) EP/Brake supply light.
ii) Fingure contacts at Brake Controller.
iii) Contacts in EP relay.

13.2. Angular movement of brake controller handle causes the moving fmgure contacts to connect with the fixed contacts —
1) At first—Holding contact will make, energise the EP holding relay, which in turn will energise the holding coils
in EP-AUTO unit of all coaches.
2) Secondly Application contact will make, energise the EP application relay, which in turn energise the
application coils of all coaches.
During release
1 ) Firstly, application contact will open; de-energise the EP application relay, which in turn de energise the application coils
in EPAUTO unit of all coaches.
2) Secondly, holding contact will open; de-energise the EP Holding Relay, which in turn de-energise the holding coils
in EPAUTO unit of all coaches.

13.3 TROUBLE SHOOTING

1. EP Brake not working — Check –
i) EP MCB is ON
ii) BL Key i s ON.
iii) EP Switch is ON.
iv) BIVS is ON. — if failed, work on AUTO Brake.
2. EPMCB tripping Try to SET EP MCB. i) If MCB
—

SET–Work normally.
If MCB not SET /again TRIP– OFF EP Switch. —Work on AUTO Brake.

30
31
 14 DESCRIPTION OF IMPORTANT RELAYS OF EMU/MEMU

14.1. RFAR – Rectifier Fan Auxiliary Relay

Location–Relay panel. Normal aspect— TRIP. when unit is energized, RFAR will SET automatically.
Function – It ensure that Rectifier fan is working and producing sufficient air flow to cool the rectifier.
When TRIP -
1) Effect - MSTL continuous on notch. Total loss of tractive effort in that unit.
2) A t t e n t i o n - i) Check Rect. Motor fuse and Rect. Motor / fan MCB ok.
ii) Go to H.T. compartment and check Rect. Fan is working or not.
- If Rect. fan is working—Wedged RFAR.
- If Rect. fan is not working - Control out. (i,e. All TMs out) of that unit.
14.2. TTR-Transformer Thermostat Relay.
Location–Relay panel. Normal aspect— SET.
Function – It ensure that temperature of transformer oil is within the limit. If temperature of oil raises
above 75° C, TTR will TRIP.
When TRIP
1) Effect : MSTL continuous on notch. Total loss of tractive effort in that unit.
2) Attention: i)Check OP fuse & MCB are ok. Check radiator Motor fuse & MCB are ok.
ii) If all above are ok, Check working of Radiator Motor –
a) If both the Radiator Motor are not working – isolate any one group of TMs.
b) If Rad. Motors are working --work with other unit.
TTR will set automatically. For acting TTR frequently a group of TM may be isolated to reduce the
load of TF P. If not set-control out.
14.3 CBAR - Current Balance Auxiliary Relay
Location - Relay panel. Normal aspect– SET.
Function –It ensures the healthiness of main Rectifiers .If any one Rectifier Fuse blown then RFBL(LS6)
indication will glow..If any two no's Rectifier Fuse blown at a time then CBAR relay pick up and protect
rectifier.
When TRIP
1) Effect - MSTL continuous on notch.
Total loss of tractive effort of that unit also RFBL will glow.
2) Attention - Isolate any one group of TMs of that unit.
i) If RFBL only glow –No trouble to drive
ii). If RFBL with MSTL– Unit will not work
14.4. BIR — Buchholz Indication Relay
Location—Relay panel. Normal aspect— SET.
Function – It protects Transformer from Accumulation of gas in transformer oil. If amount of gas in
transformer raises over 200 CC BIR will TRIP If there is flow of oil through BUD pipe at high speed due
to TFP internal fault then also BIR trip.

32
When TRIP -
1) Effect — ABB/VCB of that unit will TRIP and ABB OFF light will glow.
2) Attention – i) Try to SET BIR manually. If not set -
ii) Go to H.T. compartment, open VENT Cocks and Vent out the gas.
iii) Reset BIR, Close ABB.
** Step ii) & iii) will be repeated for three times per trip of work. If BIR Trips more than that -make the unit
dead ( If not advised from appropriate authority).
14.5. NVR No Volt Relay
–

Location —Relay panel Normal aspect– TRIP.

When unit is energized, NVR will SET automatically.
Function —When SET; It ensures that supply is available in auxiliary– I Ckt.
When Trip-
1) Effect – MSTL (Indication) normal on notch, But unit not responding.
2) Attention – i) Identify the defective unit.
ii) Check NVR, NVR MCB are set.
iii)If NVR MCB ok /defective –Wedge NVR.
14.6 LTR Low Tension Relay
–

Location – Relay panel. Normal aspect– TRIP.

When unit is energized, LTR will SET automatically.
Function - When SET it ensures that supply is available in Aux-II circuit.
When TRIP-
1) Effect – ARTL will glow.
2) Attention —
Step - l Stop the Rake immediately by applying emergency brake.
Step- 2 Check all Pantographs are ok. Check OHE supply is available.
(If not, wait for Traction)
Step- 3 If power is available find out the defective unit in which LTR is trip.
Step- 4 Check LTR MCB of that unit.
If LTR MCB ok / defective, wedge LTR.
** If you wedged LTR or not, move cautiously – check Pantographs at regular interval.

14.7. EFRA II Earth Fault Relay Auxiliary II

- -

Location–Relay panel. Normal aspect SET.

Function–It protects Auxiliary II circuit from earth fault.
When TRIP/ permanent –
1) Effect–ABB of that unit will TRIP.ABB off Light will glow.
2) Attention – i) RESET by reset push button switch - Close ABB.
If not set or ABB trips again, then—

33
 ii) Put HEFRA-II in fault (F) position. RESET by reset push button.
Close ABB.
14.8. EFRP Earth Fault Relay Power
—

Location -Relay panel. Normal aspect– SET.

–

Function- It protects power circuit from earth fault.

When TRIP/permanent –
1) Effect : ABB of that unit will TRIP. ABB off light glows.
2) Attention :
Step-1 Try to SET manually. If SET close ABB. If not set —

Step-2 i) Isolate any one group of TM – Try to SET EFRP.

If not successful – normalize that group and isolate other
group Try to set EFRP. (Thus find out the defective group)
—

ii) Isolate TM one by one of the defective group and try to reset EFRP.
(Thus find out the defective TM)
iii) If failed to RESET EFRP by isolating group of TM— isolate
all TMS –RESET EFRP –close ABB.
iv) If EFRP not set- Make the unit DEAD.

14.9. OLP– Over Load Primary

Location – Relay panel. Normal aspect – SET.
Function –It protects Transformer primary from current overload.
When TRIP-
1) Effect –ABB ofthat unit will TRIP. ABB off light glows.
2) Attention –
i) Work with other good Unit. Don't reset.
ii) If other units are dead previously then try to set OLP once by removing mechanical lock after
thoroughly checking of TFP oil temperature and leakage, any smoke or fire from roof
bushing, condenser bushing in HT, SL, Rectifier and traction motors.
iii) Ifnot set or again trip –
*" Make the Unit dead.
*" Lower the pantograph of that unit manually.
*" Isolate PIC of that unit.

14.10 SR- Starting Relay.

Location –Relay Panel. Normal aspect - TRIP.
Function –To prove that the motor contactors, WGR & all tap changing contactors (T1-T6) are
in the correct condition before allowing the train to start.2
When notch is taken, wire no. I will energise and SR will pick up in each unit,
Ifthe following conditions are full filled--

34
1. If MSTL glows on notch--.
i) At least one group of Traction Motors are in service—
ii) Reverser key thrown in Forward or Reverse direction-wire no. 5 or 6 will energise.
ii) All reversers(K 1 -K2) must be in desire direction.
iii) Three Governors—EG, CG, PBG must be SET/ ON.
iv) Three Relays ______ RFAR, TTR, CBAR must be SET.
v) All Motor over loads – OL-1,0L-2,0L-3 & GL-4 must be SET.
vi) All Motor contactors M1 to M4 and NC 1 to NC4 must have no mechanical, electrical &
pneumatic trouble to close/pick up and all Motor contactors are picked up –then MSTL
will extinguish.
2. If MSTL is extinguished--
i) All tap changing contactors must be in open condition.

35
36
 ii) Winding change over (WCO) contactor must be in LV (low voltage) side.
iii) NVR must be set.
Then SR will pickup and notch progression will start i.e. unit will respond.
14.11 TROUBLE SHOOTING —
UNIT NOT RESPONDING
Step-1. Take notch, observe MSTL indication-

14.11.1. NO MSTL - Check

i) Master Controller MCB is set.
ii) BL Key is ON.
iii) CONTROL Switch is ON.
iv) BIVS is ON. SLno-(i) to (iv), 2 times OFF & ON. If
failed—Work from rear cab as per GR 4.21

14.11.2. MSTL CONTINUOUS , RAKE IS MOVING -

a) Find out the defective unit by observing Traction Ammeter.
b) Follow Formulae —1-3-3-4.
1. 'OFF' control switch, press OL reset switch, 'ON' control switch -Take notch
3 . By pass three (3) Governors—EG, CG, PBG — Take notch.
3 . Check three (3) Relays—RFAR, TTR, CBAR are set.
4. Check four (4) TMs — i) Group by Group — Take notch-Find out the defective group.
ii) One by One—Isolate the defective TM/ TMs.
If failed, check CRIC of that unit is normal.

14.11.3. MSTL CONTINUOUS , RAKE IS NOT MOVING -

1) In case of different trouble develops in all units at a time, check SR of leading unit is picking
up or not after taking notch-
i) If SR not picking up — Follow formula 1 —3 — 3 — 4 and check NVR. If successful, clear the
section by leading unit.
ii) If SR is picking up but Tap changer is not working, then check ACLR. If found de
energised then wedge it in energised condition. If successful, clear the section by leading
unit.
2) If unsuccessful then __
i) Isolate B jumper after the leading Motor Coach ,
ii) Try to drive from leading cab —
i) If successful -Release Parking Brake manually of REAR units and work with leading
unit.
ii) If failed - Release PB manually of the leading unit and work from REAR CAB as per
GR4.21

37
 14.11.4. MSTL (INDICATION) NORMAL BUT ANYONE UNIT NOT RESPONDING -
1) Find out the defective unit by observing Traction Ammeter
2) Take notch—Check SR pickup or not —
i) SR not pickup — Check NVR is set—NVR MCB is set
If NVR is tripped —Wedge NVR
If NVR is ok then isolate TM one by one.
ii) SR pickup __Check ACLR __ IfACLR not pickup on notch ___ Wedge ACLR.
If ACLR pickup but Unit not responding then work with other good unit.
14.12. WGR (Winding grouping Relay) : This is an electromagnetic relay which controls change
over switches. This relay picks up when there is no load on tapped winding and WCO is safe to operate. It is
located in tapm changer box.

14.13. NR 1 and NR 2 (Notching relays): These are electro pneumatic relays which ensure that the
- -

operation of the tap change conductors T-1 to T-9 occurs in the correct sequence and with the right
timing. It is located in switch group -I.

14.14. OVR (Over voltage relay) : Location –switch group -2. It prevents high voltage across the traction
motors by stopping notch progression when TM terminal voltage reach its predetermined value 535 v.

14.15. AOVR (Auxiliary over voltage relay) : It is provided in switch group -1.When OVR of any unit will
pickup. AOVR will be energized and further notch progression will stop.

14.16 CLR (Current limit Relay): Two current Limit relay connected with TM-landTM-3 to control the
automatic acceleration of the train, CLR-1 located in switch group -1 and CLR-2 located in switch group -2.The
normal setting of the relay is 500A. During Transition period (when winding change over switch operates to High
Voltage side) CLR setting is 425 A. DC. When any group of TM is isolated through MCS, CLR setting is 325 A.
DC.

14.17. ACLR (Auxiliary Current limit Relay) : One ACLR relay is provided in EMU/MEMU, for
working of tap changer automatically in condition through CLR. Located near HBA.

14.18. OL 5 (Over load relay for rectifier), located in tap changer box. When act., VCB of that unit trips.
-

14.19. OL 6 (Over load relay for tap changer) short circuit protection, located in tap changer box. When
-

act VCB of that unit trips.

14.20 OL 1 to OL 4 : (Over load relays for TM 1 to TM 4 respectively). When act, motor contactors
- - - -

will open and MSTL will glow.

38
14.21. PRV :( Pressure release valve) It is provided on transformer tank. When pressure inside TF tank
rises above predetermined safe limit, due to abnormality in TF tank, this valve will operate to release
the pressure, as well as VCB will also trip.

39
 15 FUSE AND MCBs IN RELAY PANEL & DRIVING DESK

15.1 1st Row (Left to right) (266V ac) Fuse

15.2 1. Aux. I main 50A

2. Spare 50A
3. Battery charger input 32A
4. Oil pump & rectifier blower motor return 32A
5. Spare 32A
6. Radiator motor 1 & 2 return 16A

15.3 1st Row (Left to right) (266Vac) MCBs

15.4 1. Battery charger 35A

2. Spare 15A
3. Oil pump 15A
4. Rectifier motor 10A
5. Radiator motor – I- 5A
6. Radiator motor – II- 5A
7. NVR -2.5A

15.5 2nd Row (Left to right) (141V ac) Fuses

15.6 1. Aux. II Main 100A

2. Spare 100A
3. Fan phase 63A
4. NL phase 63A
5. Spare 63A
6. Fan neutral 63A
7. NL neutral 63A
8. Volt meter Phase- 2A
9. Voltmeter Negative- 2A
10. Spare 10A

40
15.7 2nd Row (Left to right) (141V ac) MCBs

15.8 1. Fan phase I -35A

2. Fan phase II- 35A
3. Spare 35A
15.9 3rd Row (Left to right) (110V dc) Fuses

15.10 1. Control 32A

2. DC negative main 63A
3. DC positive main 63A
4. Main compressor 125A
5. Spare 160A

15.11 3rd Row (Left to right) (110V dc) MCBs

15.12 1. NL I- 10A
2. NL II- 10A
3. Spare 10A
4. Fan I- 10A
5. Fan II -10A
6. Em. Hc. HL. TL Relay 2.5A
7. Em. Relay I- 2.5A
8. Em. Relay II- 2.5A

15.13 4th Row (Left to right) (110V dc) Fuses

15.14 1. Spare -16A

2. Spare 16A
3. Aux. compressor negative 16A
4. H L DC- DC (-) 10A
5 HL DC-DC (+) 10A
6. Em.Light 10A
7. Cab Light 10A

15.15 4th Row (Left to right) (110V dc) MCBs

5.16 1 . Battery positive 35A

2. Spare 15A

41
 3. Aux. compressor positive 15A
4. ABB/VCB fault 5A
5. HLS- 5A
6. Em. Light I- 2.5A
7. Em. Light II -2.5A
8. Main compressor control 2.5A
9. LT Relay 2.5A
10. Aux. compressor control 2.5A
11. Compressor Sys. 2.5A
12.Spare 2.5A 50% Lights off 2.5A
13. Light latch 2.5A
14. Light trip 2.5A 15 Air dryer 2.5A
16. Fan latch 2.5A
15.17 Fan trip 2.5A

15.18 MCBs panel in Driver's desk

1 Spare 15 dc 18 Battery voltmeter 2.5 dc

2 Panto/ABB/VCB Control 15A dc 19 Warning letter 2.5A dc
3 Master controller 15A dc 20 Cab fan 2.5 A ac
4 Flasher light 2.5A dc 21 Head code 2.5A dc
5 Guards supply 5A dc 22 L & T normal 2.5 A ac
6 EP brake 10A dc 23 Volt meter KV meter 2.5 A ac
7 Main compressor 5A dc 24 NL cab & LT 2.5A ac
8 Fault indicator 5A 25 Spare 10A dc
9 Light control 5A dc 26 DC-DC con 10A dc
10 Fan control 5A dc 27 Auto flasher 5A dc
11 Bell bush 5A dc 28 Reset AFL 5 dc
12 Alarm bell 5A dc 29 Walkie Talkie 2.5dc
13 Spare 5A dc 30 Gauge Light 2.5 dc
14 EL, cab , LT. 2.5A ac 31 Spare-2.5A dc
15 HLS , 2.5 A dc
16 TL 2.5A dc
17 Spare 2.5A

42
43
 16 SOME IMPORTANT PNEUMATIC GAUGES , METRIC & SAFETY EQUIPMENT

16.1 MR (Main Reservoir) Gauge - One in every cab combined with BP Gauge, indicates the pressure of the
MR pipe (6.0 - 7.0 Kg/Sq Cm.). Main Reservoir - One no. in every Motor coach and two nos. in every Trailer
Coach. BP (Brake Pipe) Gauge - One in every cab, combined with MR Gauge, indicates the pressure of
Brake pipe (4.5 Kg/Sq Cm.)
16.2 Brake Cylinder Gauge - Indicates the Brake Cylinder pressure of the particular coach only where it is
placed. (1.6 Kg/Sq Cm in Motor coach and 2.0 Kg/Sq Cm in Trailer coach &1.2Kg/Sq Cm in trailer coach
with HCC Bogie.)
16.3 Guard Gauge Indicates BP pressure provided in the guard's side of cab (4.5 Kg/Sq Cm.)
16.4 Control/Battery Supply voltmeter - Commonly told as Battery Voltmeter. It indicates control supply
voltagellOV. D.C. from own unit's Battery / Battery Charger or from other unit due to change - over switch
operation.
16.5 Line Voltmeter - Indicates the Transformer input voltage available from OHE for the main Transformer. It
indicates the voltage in the particular unit where it is fitted (0-30KVA.C.)
16.6 Traction Ammeter - Indicates Traction Motor current of one particular TM of one unit (Pos-1 or Pos-3)
towards which the selector switch is placed.
16.7 Battery Charging Ammeter - ("0" centre) indicates charging / discharging current of the attached Battery.
16.8 AWLS (Automatic Warning Light Switch) - It is a bipolar switch (with one "NO" & one "NC"
contactor).When the switch is made ON - i) Half power (wire no.2) cut to restrict the notch on shunt power
only. (Two notches only) ii) One red lamp along with buzzer glows in front of driver to remind him that the
AWLS is 'ON'.
16.9 ESMON SPEEDO METER:: Energy Speed monitoring type speedometers are provided in motor coach
of EMU/MEMU. It is most important safety Equipment of EMU/MEMU. Various running data s are
recorded in its internal and external memory which are analyzed during accident and abnormal condition.
Data should be in put by LP: 1. ID no. 2. Train No.3. Load Data should be input by Shed staff: 1.Date
2.Time 3.Wheel dia 4.Homing shed Data recorded in speedometer memory: Short term memory- every
Olseconds and Long term memory- every 20seconds such as - 1.Speed 2. OHE voltage 3.OHE current 4.
Power factor 5. Total energy consumed 6. Energy at run and energy at halt 7. Trip energy 8. Run KM
9.Coasting time & coasting Km. etc.
16.10 TWIN BEAM HEADLIGHT - The twin beam headlight has been introduced in Indian Railways by
Railway Board/RDSO to achieve higher illumination at lower power and to eliminate dependency on non-
standard 32V incandescent head light lamp. The 24 V halogen lamps used in this system through DC-DC
converter. The DC-DC converter is provided in EMU/ MEMU near the ACLR or under driving desk
Focusing of Twin Beam Head Light near about 305 mtrs. at ground level.
16.11 DC-DC converter -- The converter is to be connected to the battery (110V DC) of the motor
coach to deliver 24 v, 400W power to the twin beam headlight. There are two bulbs provided in head light.
Each bulb having two filaments, one is 100 w and other is 90watt. (2 x 100W for bright glowing and 2 x
90W for DIM glowing) and as well as to the indication panels (160 W approx.),It consists of two nos. 400 W
converters (converter-1 & converter-2) selectable through a change over switch located in front of the
converter. When a converter becomes defective then it change through change over switch. When battery
44
 switch is 'ON and BA voltage is more than 70V then red LED marked INPUT will glow and green LED
marked OUTPUT will also glow. As head light feed through battery hence head light glows neutral section
or no tension on line.
16.11.1 Head light is not glowing
Trouble shooting:-
1. Change the position of changeover switch of converter.
2. Check the fuses provided in converter if it is melt then change.
3. If head light bulbs are fused then change the bulb with spare one if available in back side of head light.
16.12 Deadm an's device: A C locomotive are always worked by LP assisted by anALP. But EMU/MEMU train
is operated by LP alone. It is necessary to provide means of applying the brakes and bringing the train to a
stop in the event of the LP getting incapacitated in cab. This arrangement has been done by providing dead
man's device in EMU/MEMU. The dead man's device will be operated in motion when reversing key is in
forward or reverse direction and LP failed to press the Master controller handle. The system is incorporated
with MP and reverser key. When this device is actuated BP pressure drops through deadman emergency
valve in under frame near cattle guard. It has a isolating cock, it should be in normal condition. The deadman
device is become inoperative if reverser key is kept in off position in motion that is why, LP should keep
reverser key in forward or reverse direction during running.
16.13 AIR-DRYER: Compressed air is used in EMU/MEMU for brake system and operation of other auxiliary
devices. The process of air compression by compressor concentrates atmospheric contaminants, including
moisture. After compression when the air is cooled in after cooler, it becomes saturated and condensation
takes place. This condensed moisture is drained out from main reservoirs. A major portion of moisture is
removed in this process, but water still remains present in the form of moisture in the compressed air. This
moisture condenses in air brake equipment/valves, air pipes and auxiliaries during train operation and
leads to following problems:-
i) Malfunctioning of air valves due to rusting.
ii) Sluggish operation of moving parts ofthe valves.
iii) Poor performance of the valves due to washing away of the lubricant.
iv) High flow resistance and pre-mature blocking of filters.
v) Rusting of air pipes.
vi) Poor performance and low life of rubber components of the valves.
vii) Sticky and greasy accumulation on the components of the air valve.
viii) Freezing of the water droplets when ambient temperature drops below freezing point.
ix) Choking of small chokes and strainer in the valves.
Hence to overcome such problem air-dryer is provided in EMU/MEMU in between after cooler and main
reservoir. If there is leakage in air-dryer then MR pressure will fall.
Various Makes of Air-Dryer with bypass arrangement and without bypass arrangement are used in
EMU/MEMU.
16.13.1 Air leakage trouble from Air-dryer.
1. Isolate CIC and dead MCP as prescribed manner of that motor coach where by pass arrangement is
not provided and work normally.
45
46
2. OFF air-dryer isolating cocks and
open by passed cock if provided ,
works normally . If failed then desd
MCP and isolate CIC.

16.14 UNIT FAULT LIGHT

(UFL)-
1. NO UFL , if control supply
is not available.
2. NO UFL if ABB and fault
MCB is tripped .
3. NO UFL , if ABB & fault
MCB is SET but ABR trip.
4. NO UFL , if RFAR &
NVR both are trip.
5. UFL glows when TTR /
CBAR/OL1-OL4 trips.
6. UFL glows when NVR SET
but RFAR trips.
7. UFL glows when ABB trips
through
BIR/EFRP/OLP/EFRA-
II/OL-5 & 6.

47
 17 AIR CIRCUIT

17.1 Auxiliary Compressor : To energize a unit , ACP works by battery supply (110 V. D.C.).
17.1.1. It builds up pressure (compressed air) to feed -
i) Panto Reservoir—To raise pantograph.
ii) ABB Reservoir—To close or trip ABB.
iii) Control Reservoir—To operate Motor contactors, Tap changer and EG.
17.1.2. ACP Governor CG-2 is set at 5.3 — 6.4 Kg/sq cm. Pressure built up by ACP cannot go to MR
system due to presence of NON-RETURN valve (NRV).
17.1.3. One reducing valve is provided in entry of control reservoir to limit pressure at 5.0 Kg/sq cm.
There is an isolating cock named as CRIC, just before the control reservoir.

17.2 Main Compressor:

17.2.1. When unit is energized MCP starts. It builds up compressed air to feed the following places of
MR system -
i) The places where ACP supplies
air.
ii) MR Gauge in the cab. iii) Brake
controller to charge BP. iv) Horn
reservoir to blow hooter/horn.

v) Parking Brake system to release PB

cylinders.
vi) EP-AUTO unit to apply EP brake.
vii) Air Spring Suspension System.

17.2.2. MCP Governor CG-1 is set at 6.0—7.0 Kg/Sq cm

17.2.3. Starting form Main compressor-Inter cooler — After cooler— Air Dryer—Main reservoir
CIC (Compressor isolating cock) — is called Main compressor circuit.
Pipe (largest dia.) fitted in MCP circuit is called MCP delivery pipe.
PIC – Panto isolating cock— To keep pantograph down permanently.
CIC – Compressor isolating cock—To prevent air leakage from MCP circuit.
CRIC – Control reservoir isolating cock—To prevent air leakage from Switch Groups, Tap
changer & Equipment Governor ( EG )
MRIC – MR pipe isolating cock.

48
49
 18 PNEUMATIC LAYOUT OF A TRAILOR COACH
18.1. MR pipe and Brake pipe run by one side of each coach and converges towards the middle at both ends
of the coach. Both pipes have isolating cocks named as MRIC &BPIC respectively.

18.2. Each trailer coach is provided with two nos. of Main reservoirs connected in series with MR pipe.

18.3. One EP-AUTO/Brake unit is provided in each coach connected with FIVE (5) pneumatic pipes/ports.
i) One U-shaped pipe from BP -ICA (isolating cock for AUTO Brake) is placed over it.
ii) Auxiliary Reservoir is connected with EP-AUTO unit by a pipe. Aux. Reservoir is charged from
BP through EP-AUTO unit.
iii) One pipe comes out from EP-AUTO unit, then bifurcated to reach the two bogies to connect the
brake cylinders—called Brake Cylinder Pipe. On this pipe, near either bogie, one isolating cock
is fitted –called BIC (Bogie Isolating Cock). Between two BIC one manual release valve is
fitted, connected with chain extended in either side of coach transversely.
iv) One pipe from MR (Motor coach) or MR pipe (Trailer coach)—EPIC (EP brake isolating cock)
is fitted over it.
v) There is an exhaust pipe, which allows the air from brake cylinders to escape during normal
release done by operator through brake controller.

18.4 MRIC—MR pipe isolating cock. BPIC – Brake pipe isolating cock.
BIC – Bogie isolating cock. EPIC – EP Brake isolating cock.
ICA – Isolating cock for Auto Brake. CG – Control governor.
EP – AUTO UNIT

18.5 EP AUTO unit is provided with

i) Triple Valve (3 Valves operated by a single diaphragm.) ii) EP Application magnet valve,
iii) EP Holding Magnet Valve iv) Limiting valve v) Safety valve vi) stabilizing valve

50
51
 19 DIFFERENT BRAKES OF EMU/MEMU

19.1 PARKING BRAKE – It is used in stable condition to avoid roll down in MEMU. Not exist in EMU. This brake is
applied in motor coaches wheel no -1, 4, 5, 8. Every motor coach have four parking brake cylinder. No separate brake
blocks are provided for parking brake. Release and application of parking brake is done by MR pressure. Pressure
entry in parking brake cylinder occurs through a electromagnet valve. When electro magnet valve energized
compressed air enter into parking brake cylinder depressed the spring in side parking brake cylinder and brakes are
released. When electro valve denergised the air inside the brake cylinder exhausted through the exhaust port of valve
and parking brakes are applied. A governor PBG monitors the pressure. Setting of PBG – (3.0 – 2.0) kg/em2.When electro
magnet valve become defective by pass arrangement is provided. By pass cock should be opened for releasing parking
brake. During mal functioning of parking brake, disconnect it by pulling parking brake lever provided in under frame.
19.2 EP BRAKE - Due to angular movement of brake controller handle towards full EP application position –
1. i) First – EP holding relay will energise, EP holding coil of EP auto unit in every coach will be energized–
Exhaust port of EP –AUTO UNIT will be closed.
ii) Second – EP application Relay will energise, EP application coil of EP auto unit will energise – air from MR /
MR pipe flows to brake cylinder via limiting valve and additional limiting valve– Brake will apply.
2. Additional limiting valve restricts brake cylinder pressure – motor coach 1.6 Kg/sq cm. and Trailer coach 2.0Kg/
Sq Cm. and for HCC trailer coaches 1.2 kg/sq cm.
3. Proportional increase or decrease of angular movement of brake controller handle causes increase or decrease of
brake cylinder pressure —This is known as SELF LAPPING.
4. During release – Push brake controller handle towards RELEASE position –
i) EP application relay and coil will deenergi se, air flow from MR to brake cylinder will be stopped.
ii) EP holding relay and coil will deenergise, air from brake cylinder. will exhaust through E valve and exhaust
port—EP brake will be released.
** EP brake can be applied or released in steps as required by operator.
19.2.1 EP 19.2.1 EP SELF LAPPING :
What is Self-lapping:-
Self-lapping arrangement is that arrangement of EP brake, by which EP brake can be applied and released step by step.
This has been done by the angular displacement of brake controller handle from 'Release & Running' position to
'Full EP' position.
System of working:-
When the brake controller handle moves towards 'Full EP' position, first 'holding contact' inside the brake
controller closes which finally energised 'holding magnet valve' in EP units through 'Holding Relay' to close
the exhaust ports of EP units. If brake controller handle moves further towards 'Full EP' position,

'Application Contact' inside the brake controller closes by which all the 'Application Magnet Valves' become
energises through 'Application Relay' to allow admission of air pressure from MR pipe to Brake Cylinder. This brake
cylinder pressure is also connected with the 'control chamber' of 'S elf- Lapping system' inside the brake controller of
Driving Motor coach. When brake cylinder pressure exceeds a certain value it operates a piston of self-lapping control
chamber, which finally opens the 'Application Contact' of brake controller. Thus Application relay and Application
Magnet valves become de-energises. As a result further air admission to brake cylinder will stop and the brake
cylinder pressure, which already admitted into brake cylinder, will remain in applied and stand still condition. If brake
controller handle moves further towards 'full EP' position, again 'Application Contact' will close to admit further air

52
 pressure in brake cylinder from MR pipe line. This brake cylinder pressure wills again de-energies 'Application
Contact' through 'Self-Lapping Mechanism' by which further admission of brake cylinder pressure will stop. This
process will continue till the brake controller handle reaches to 'Full EP' position, where another contact for 'Full EP
Application' will close to keep application magnet valve in energise condition through Application Relay. Thus MR
pressure will admit into brake cylinder up to 1 .6Kg/cm2 for motor coach and 2.0 Kg/cm2 for trailer coach.

19.2.2 Advantage of Using Self- Lapping by Motorman

I. To get smooth braking as and when required.
II. To save frequent running of compressor, which will increase the life of compressor at the same time seizing of
compressor contactor will be less.
III. To save consumption of brake block.
IV. To increase the life of wheel.
19.3 AUTO BRAKE-

193.1. Initially – BP = 4.5 Kg/Sq Cm., upper chamber pressure = 4.5 Kg/Sq Cm. Lower
chamber pressure = 4.5 Kg/Sq Cm.
Auxiliary reservoir pressure = 4.5 Kg/Sq Cm.
In this condition diaphragm of tripple valve is in equilibrium position and –
C – Charging valve is open, G – graduating valve is closed. E- Exhaust valve is open.
19.3.2. Pull the brake controller handle to AUTO position – BP will drop, pressure in upper chamber of triple valve will
reduce, equilibrium position of diaphragm is lost resulting C – Charging valve closed, G –Graduating valve
open, E- Exhaust valve closed. —Air from aux. reservoir flows through G valve to brake cylinder–AUTO brake will be
applied.
19.3.3. When air flows from aux. reservoir / lower chamber to brake cylinder, pressure in aux. reservoir/ lower chamber
reduces – equals to the pressure of upper chamber – equilibrium condition of diaphragm restored –G valve closes –
further application of Brake is stopped. Gradual reduction in BP pressure causes gradual increase in brake cylinder
pressure.
19.3.4. RELEASE — Put Brake controller handle in RELEASE position – BP will charge again, pressure will increase in
upper chamber – pushes the diaphragm down wards — C – valve opens, aux. reservoir and lower chamber starts charging.
G – valve closes, airflow to brake cylinder will stop. E – valve opens, air from brake cylinder will escape through E valve
and exhaust port. AUTO Brake released.
** AUTO brake may be applied in steps, but it will be released in one step only

19.4 EMERGENCY BRAKE - This Brake is actuated when Brake controller handle put in Emergency position by LP.
Working system of EP brake and Auto bake is actuated together in EMU/MEMU. Rapid application of the automatic
brakes is obtained by quick venting of the brake pressure to atmosphere.
19.5 GUARD EMERGRNCY BRAKE: When guard applies guard Emergency brake then BP pressure is direct vented
andAuto brake is applied. Working principle same as auto brake.
19.6 DEAD MAN BRAKE: This brake is operated if reverser key in the forward or reverse position and when pressure of
the Master controller is released in any way. As such BP pressure is vented through Emergency valve and brake

53
is applied like auto. LP alone works the EMU/MEMU train and any reason LP getting incapacitated in any manner this
brake is operated for stopping the train. When Dead man is ac
actuated the motor contactor opened.

Fig. No. 19

54
55
 20 BRAKE POWER & ATTENTION TO BRAKE BINDING

20.1 The standard of Brake power (minimum requirement) for EMU/MEMU is given below –
i) When the rake leaves from Car Shed / Base Shed, it should have 95% effective cylinders.
ii) When rake leaves night stabling point, at least 90% effective cylinders must be available for running
without any speed restrictions.
iii) If during the day's service the number of effective brake cylinders goes below 90% but is above
85% the service may be continued at a restricted speed of 75 KMPH.
iv) If the number of effective cylinders goes down below 85%, the Motorman should operate at the
Restricted speed of 70KMPH or which he feels is safe. The standard of brake power (Minimum
requirement) for EMU/MEMU has been revised by RDSO vide letter No. MC/EMU/AVB dated
23/24.08.2004.

20.2 NO. OF BRAKE CYLINDER

Motor coach – 8 (Normal) + 4 (Parking Brake)
Trailor coach – 4 ( Normal )
HCC all Coaches – 8 no,

20.3 PROCEDURE OF BRAKE TESTING

Speed – 50 KMPH, Load – Normal , Track – Level & Straight

5/ 7 5 /9 5/11 5/12 5/13

Apply
AUTO Brake. BR.CYL.
Pressure 1.6kg/cm²

A B C

Train stops on or before A – Br. power is very good.

Train stops between A & B – Brake power is satisfactory.
Train stops after B – Brake power is weak / poor.

20.4 ATTENTION OF BRAKE BINDING

20.4.1 PRILIMINARY : When the rake suffers Brake Binding.
Step 1.- OFF EP Switch – Take notch – binding released – GO ON AUTO Brake. If not released
—
Step 2- OFF BIVS for 10 secs. – ON BIVS – Take notch – binding released – work normally. If not
released —
Step 3.- Apply EMERGENCY for 10 secs. – 2 times. Take notch after charging of BP – binding released –
work normally. If not released—
Step 4.- Check the rake and find out the affected coach / coaches – note the coach no./nos. Before leaving

56
 the cab for attending any trouble motor man must apply wooden wedge in conjunction of
wheel & rail to avoid rolling down and also in form guard to do same and be prepared apply
his brake during rolling down.
20.4.2. SINGLE COACH BRAKE BINDING

PNEUMATIC BINDING MECHANICAL BINDING

1. Pull release chain – If hissing sound 1. Pull release chain – No Air leakage from
of air coming out from release valve release valve and
and
2. Binding at both bogies of the coach- 2. Binding occurred in —
Pneumatic brake binding i) One wheel only, or
ii) One axle only, or
iii) One bogie only- Mechanical brake Binding

20.5. ATTENTION OF PNEUMATIC BRAKE BINDING.

20.5.1. ON LEVEL TRACK
i) Go to the spot i.e. affected coach
ii) Isolate EPIC, ICA and pull release chain to release air pressure of the affected coach.
iii) Isolate both BIC of that coach, trapped air from the cylinder will escape through 'vent'.
iv) Check all the blocks on wheels are released.
v) Back to CAB – work normally / according to the available brake power..

20.5.2. ON GRADIENT TRACK

i) After finding the affected coach – back to the cab– made BP= 0 by emergency. Then off
BIVS.
ii) Go to the spot again (affected coach) – iii) Isolate both BIC of that coach; trapped air
from the brake cylinder will escape through 'vent'.

iv) Check all the blocks on wheels are released.

v) Back to CAB – work normally / according to the available brake power..

20.6. ATTENTION OF MECHANICAL BRAKE BINDING—

i) Open the pull rod by removing the pull rod pin.
ii) Remove brake blocks by opening the split pin & cotter/dagger pin.
iii) Bind the pull rod by wire/rope with brake beam/ safety loop.
iii) Isolate that BIC of the coach.
—Work normally/ according to the available brake power.

57
20.7 BRAKE BINDING IN WHOLE RAKE
Check:
1. During cab changing BIVS is fully OFF in rear cab & fully ON in working cab so that BP charged
fully.
Check any other leakage ie guard brake valve, dead man valve etc.
2) BP Pressure is 4.5 kg/cm². If not
i) Operate BIVS 2-3 times.
ii) Apply emergency by brake controller handle and release. If BP regain, work normally.
iii) If not regain the BP pressure Check the leakage of BP line in whole rake. If found rectify it. If
not found any leakage try from rear driving unit.
3) If BP pressure is OK — 'OFF' EP switch and take notch. If train is moving, work by Auto
Brake.
4) If brake is not release — Open A jumper / All jumper at the middle of rake and observe
— i) Portion in which brake released.

ii) Portion in which brake not release —

5) Open A jumper / All jumper at the middle portion in which brake is not released and
observe-

i) Portion in which brake released

ii) Portion in which brake not released.

Thus find out the defective coach by opening the A jumper part by part.
Open A jumper / All jumper at both end of the particular defective coach. Isolate both BIC of
affected coach.

N.B. – When A jumper is opened, rear units to be made dead and pantographs to be kept lowered. (Due
to ABB and Panto of rear unit will not be controlled from Driving Cab).

Symptom of Brake binding:

1. Poor acceleration.
2. Skidding and hotness of brake block and wheel
3. Reddish on wheel tread
4. Whistling sound from wheel
5. Smoke emission between wheel and brake block.

Flat tire/metal disposition on wheel tread:

1. Hammer sound by the affected wheel.
2. Jerking of bogie component above the affected wheel.

58
21 PRELIMINARY CHECKING BEFORE ENERGISING A RAKE/UNIT

21.1. Ensure that the rake is on a wired track.

1. All electrical, Mechanical and Pneumatic couplings are ok.
2. Ensure that all MRIC, BPIC, BIC, ICA & EPIC of all coaches are normal.
3. Ensure Deadman isolating cock at both end are normal.
4. Ensure that all Mechanical parts and Brake riggings are ok.
5. If the rake is in shed, ensure that there is no STOP board with the rake and no man is working in the rake.
6. Check all fuses and MCBs are in order/ok.
7. Check REAR– trip, TTR, CBAR, BIR & EFR (P)/OLP are SET.
8. All TMs are normal (If not mentioned in the log book.)
9. TSS on RUN position.
10. Control change over switch is normal (Ifnot mention in the log book).
11. Drain out Panto, ABB & Control reservoirs.
12. Check TF oil level is between 15° C – 30°C.
13. Ensure PIC & CRIC are normal.
14. Check HEFRP/HQOP is in normal position.
15. Check all Governors by pass switches are normal.

21.2 ENERGISING OF UNIT- After preliminary checking -

-

1. Put 'ON' HBA of all Units.

2. Put 'ON' BL Key in driving Unit & observe ABB OFF Light is glowing in indication panel.
3. Press ABB close switch to start ACP. — Wait for 8-10 minutes.
4. When ACP stops, press ABB trip switch.
5. Press Panto raise switch and see all the pantographs touches the contact wire.
6. Press ABB close switch and observe ARTL & BCFL flickers, ABB offlight extinguished.
7. Press MCP start switch and observe MR pressure raises gradually to 7 Kg/Sq Cm.

21.3 CH ECKI NG BEFORE STARTING FROM ORIGINATING STATION

1. Check HBA is ON, and BA voltage is above 85V, KV meter showing OHE supply.
2. Check MR pressure is on or above 6 Kg/cm2.
3. Check Guard's emergency handle is 'OFF' position.
4. ON BIVS and check BP pressure is raising up to 4.5kg/cm2.
5. Check all fuses and MCBs are o.k.
6. All safety relays are SET. Check HQOP/HEFRP is NORMAL. All Governor by-pass switches-normal.
7. All TMs are normal; TSS on RUN, Change Over Switch is NORMAL-as per logbook.
59
8. All MCBs are set/on in driving desk/back panel of guard seat.(in new rakes).
9. Check HL (N&EM), TL (N&EM), Flasher light, Head code, Cab light (N&EM) are glowing.
10. CheckABB of all units is TRIP and CLOSE by ABB TRIP and ABBCLOSE switches.
11. Check PANTOGRAPHS of all units are Lower/Raise by PANTO LOWER/RAISE switches. 12.
ON Control switch, EP switch, PB switch.
13. Check EP, AUTO, DEADMAN-are working.
14. Check AWL system is working.

21.4 INSTRUCTION FOR PARKING BRAKE OPERATION

1. PB supply switch must be ON for release of parking brake and to get traction.
2. PB Governor switch must be OFF/normal in all motor coaches.
3. In case of. MSTL due to mal-operation of PBG bypass it (PBG).
4. If PB is not released with PB switch in ON — Put bypass cock of PB magnet valve in normal position. It
PB is not releasing then —un-couple PB cylinders manually by pulling PB release levers.
5. If PB cylinders are not un-coupled by the levers, release PB by opening pull rod.
6. In case of air leakage/pipe damage in PB system, PB isolating cock near the PB magnet valve to be
isolated—PBG to be bypassed—parking brake to be un-coupled.
7. For interruption of train line cable for PB system, _ Put bypass cock of PB magnet valve in
normal position. It PB is not releasing then —uncouple parking brake of rear Motor coach manually
and bypass PBG of rear Motor coach.
8. To apply PB in all Motor coaches – Put 'OFF" PB switch in leading Motor coach.
9. If PB not applied for mal operation of magnet valve it may be applied by isolating cock near magnet
valve—venting the PB air pressure.
10. For re-coupling the parking brake cylinder ON PB switch & pull out release lever–release it after re-
coupling.
11. To move the rake in dead condition—uncouple all PB manually.
12. If parking brakes are not releases due to mat-operation of magnet valve, bypass PB magnet valve by
its by passing cock.
13. Modification in PB system:
i. In some motor coaches when parking brake is applied BAPP (LS-3) lamp will glow in
driving desk.
ii. Two no. latch type switch PB release and PB application are provided in driving desk.In case
of opening B jumper it is not required to released PB manually.

60
61
 22 PNEUMATIC TROUBLE SHOOTING

22.1. MCP Delivery pipe broken or MR Drain cock broken in Motor coach (Before CIC)
Attention:
1) Isolate CIC of that Motor coach.
2) Dead MCP of that Motor coach by tripping MCP GOV./CONT MCB & MCP SYN. MCB.
22.2. MR Metal pipe broken /MR Gauge pipe/Horn reservoir or its pipe broken in Motor coach.
Attention:
1) Isolate both ends MRIC of that Motor coach
2) Dead MCP of that Motor coach by tripping MCP GOV..MCB & MCP SYN.MCB.
3) Release parking brake manually of that Motor coach.
4) By-pass PBG to get traction.
i) If it is leading Motor coach - Rake is failed due to no AUTO brake - work on GR 4.21

ii) If it is middle Motor coach Check compressed air (MR) is available at both cab - work
normally.

iii) If it is rear Motor coach—work normally.

iv) If it is air spring coach --- speed will be restricted up tp 60 kmph.

22.3. MR metal pipe /MR drain cock broken in trailor coach.
Attention:
1) Isolate both ends MRIC of that trailor coach.
2) Check compressed air is available at both cabs.
3) Put 'OFF' MCP Syn. MCB of that side of motor coach where less number of coaches are available.
22.4. MR Hose damaged in between coaches.
Attention:
1) Isolate both sides MRIC of that hose.
2) Check compressed air (MR) is available at both cab.
3) Put 'OFF' MCP Syn. MCB of that side of motor coach where less number of coaches are available.
22.5. MCP GOV. diaphragm burst in Motor coach.
Attention:
1) Isolate MCP GOV.isolating cock of that Motor coach.
2) Trip MCP GOV. MCB of that Motor coach.

62
22.6. AIR leakage from AIR SPRING SUSPENSION SYSTEM.
Attention: Isolate AIR SPRING ISOLATING COCK (Red color) of that coach.
Location: - Beside Inter cooler in Motor coach, Right side of EPIC in Trailor coach.
Maximum speed of the train will be 60 KMPH
22.7. BP metal pipe broken/BP gauge pipe damage/CG diaphragm burst in Motor coach.
Attention:
1. Any Motor Coach.
i) Isolate BPIC at both end of that motor coach.
ii) Isolate EPIC of that motor coach. iii) Release
binding by pulling release chain. iv) Bypass
CG of that motor coach to get traction.
2. If it is leading motor coach - ****Rake failed due to no AUTO brake. ****Work on GR 4.21
3. If it is middle motor coach- ON BIVS at both cab.
i) AUTO brake weak.
ii) Work according to available brake power.
4. If it is rear motor coach - AUTO brake weak, work according to available brake power. 22.8.
BP metal pipe broken in Trailor coach
Attention:
1) Isolate BPIC at both end of that trailor coach.
2) Isolate EPIC of that trailor coach.
3) Release binding manually by pulling release chain.
4) ON BIVS at both cab. - AUTO Brake weak; work the train from that side where Auto brake can be
applied in more number of coaches.
22.9. BP hose damaged in between coaches
Attention:
1) Isolate both sides BPIC of that hose.
2) ON BIVS at both cab.
3) AUTO brake weak.
- AUTO Brake weak; work the train from that side where Auto brake can be applied in more number
of coaches.
22.10. BP metal pipe broken after ICA or AUX. Reservoir pipe broken
Attention:
1) Isolate ICA and EPIC of that coach.
2) Release binding manually by pulling release chain.
3) AUTO brake weak. – Work according to available brake power.
22.11. Air leakage from DEADMAN Valve / Master Controller
Attention:
1) Isolate Dead man isolating cock of that motor coach.
63
 2) Change the cab, drive the train from rear as per GR 4.21.
3) Rake is fail from originating station without assistance.
22.12. Air leakage from switch group I & II / Tap changer Box /EG diaphragm
Attention:
1) Isolate CRIC of that motor coach.
2) Isolate all TMs of that motor coach.
22.13. Parking brake not releasing by PB release switch.
1. Put bypass cock of PB magnet valve in normal position. It parking brake not releasing, then
2. Isolate PB isolating cock.
3. Release PB manually of wheel no. – 1, 4, 5, 8.
4. Bypass PBG provided in driving cab.

64
 23 TRACTION MOTOR , BOGIES & UNDER FRAME OF
EMU/MEMU

23.1 Traction Motor: Each EMU/MEMU Motor Coach is provided with 4 nos. Traction Motors i.e. one
TM in each axle. TM 1+2 is Bogie-1 and TM 3+4 is Bogie-2. All TMS are connected in parallel and any one
TM can be isolated separately in case of any problem like Earth fault, over current, abnormal sound, High
temp. etc.

23.2 TMs get DC supply from Main Rectifier. For speed control variable AC is supply from Main
Transformer
secondary through Tap changer. TMs are protected from over voltage through over relay set at 540 Volts
and from over current individually through over load relay OL 1-4 set at 900A.

23.3 When overload of any TM acts, the motor contactors will open. Over loads can be reset through OL
reset
switch.

23.4 As per design of tap changer control circuit one group (either TM l& 2 or TM 3&4) must be remain
normal
for working of Tap changer.

23.5 Traction Motor Features:

23.5.1 Type: DC Series Motor ( having high starting Torque)
23.5.2 Rating :
a) KW= 167, Voltage = 535 V DC, Current = 340 A DC Continous
b)KW= 207,Voltage = 535 V DC, Current = 425 ADC Continous
- High capacity TM with Suspension Tube Bearing

23.5.3 Make : BHEL/CGL

23.5.4 Mech. Coupling- Pinion and Gear ,Ratio=20:91
23.5.5 Mounting-Axle Hang nose suspension.
23.5.6 Speed control Variable voltage and Weak Field(MEMU)
-

23.5.7 Main components- Frame , Armature Roller bearing ,Gear case ,Suspension Housing/Suspension
Tube, Fan & Fan chamber and connecting Cables.
23.5.8 Mechanical power transmiffion - TM is suspended in bogie..TM pinion is fitted with armature shaft
which messed with gear wheel in gear case.. Gear wheel is fitted with axle of wheel set. Electric energy
supply to TM. Armature of TM starts to rotate then in turn axle and wheel rotate. The tractive effort
transferred bogie to body via centre pivot.

65
23.5.9 Suspension system: TM suspension system in EMU/MEMU is axle hunged nose suspension system
with sleeve bearing or suspension tube with roller bearing. In sleeve bearing the lubrication is done by oil
and with grease in suspension tube bearing.

Faults in TM during operation on line:

SL Faults Symptom/Indication Remarks

no.
1. Over Load (OL1 – 4) LS 5 glow i) Reset over load by reset switch in BL Box.
(Motor switch trip indication) ii) Isolate TM from MCS one by one group &
checked whether LS 5 exiting
2. EFRP acting Unit or ABB/VCB will be Isolate TM group wise or one by one from MCS.If
tripped. not success then isolate all TMs of that unit and
work with other healthy units.
3. Mechanical Abnormal sound from TM at Isolate faulty TM unit , if not success clear block
under frame .Oil pad smoke section cautiously and call maintenance staff.
emission.
23.7 The coach Shells: The coach sells are light weight integral tubular design ensuring the high rigidity
and
torsional stiffness. The lifting pads are provided under side of the coaches. The coach should only be
lifted on the lifting pads in which weight must be borne. The sells are closed at either side by end wall in
EMU stock and inter vestibular system is provided in MEMU to connect other coaches.

23.8 Bogies: The bogies of the motor coach and trailer coaches are to the same general design and all are
flexi-coil Bo Bo bogies. The bogie frame is fabricated of welded longitudinal and cross members. The
coach body is supported by two lateral bearing plate of swing bolster. The end of swing bolster rest upon
helical spring and lower spring beams suspended from the bogie frame by means of swing links. The end of
the bogie frame rest on axle boxes with two helical springs. In Air suspension Bogie the swing bolster rest
on air spring instead of coil spring in the form of rubber bellow filled with compressed air. Air springs are
used in the secondary suspension of bogies replacing the coil springs.

23.8.1 The Bolster – It is located in between superstructure and bogie frame. It helps in transmitting load from
super structure to bogie frame via side bearer , swing link, bolster spring/air bellow etc and give additional
support to super structure.
23.8.2 Centre pivot - is located on the centre of swing bolster which no weight carry through it only serves to
transmit acceleration and retardation forces and act merely as centre of rotation
23.8.3 Axle boxes: Axle boxes are provided with self aligning spherical roller bearing, which are grease
lubricated. The roller bearing should normally give trouble free service needing no attention long time
except periodic check up of condition of grease and re-greasing at periodical interval & regular checking
of temperature.

23.9 The buffing and draw-gear: The coaches are provided with semi-permanent "Schaku" type tight
lock
coupler. Such a semi-permanent connection between the coaches is established by the two semi-
permanent short type coupler halves. The outer ends of the motor coaches are equipped with draw and
66
 hook type draw buffer gear in addition to schaku. coupler. The couplers are pivotally fitted to the vehicles in
such a way that even in case of maximum height differences, the vehicles are securely coupled up so that
they can safely negotiate all track curves and pass through all changes of gradient without any difficulty.

23.10 Hydraulic Shock Absorbers: The hydraulic shock absorbers are fitted to work in parallel with bolster
springs. These shock absorbers normally give trouble-free service and require no attention in between
POHs.

23.11. Side bearer. Side bearer consist of a hard wearing ground steel plate immersed in an oil bath
with a floating bronze wearing piece , which has a self aligning spherical top surface on which the body
rests and transmits the vertical loud. The oil well is provided with a cover to prevent ingress of dust.

23.12 WheelAxle & Axle Box:

Measurement of wheel gauge (Distance between two wheels flanges on the same axle) The distance between two
wheel flanges on the same axle should be 1600mm+21-1mm. The measurement should be taken at three location
apart with the help of an adjustable PIE gauge.

23.13 Pairing of Wheels

Variation in wheel tread diameter
Four wheeled Bogie One the same axle in mm On the same On the same
(ICF,BEML (at the time of wheel turning) bogie (mm) Coach(mm)
,JESSOP
0.5 5.0 13

23.14 Wheel diameter details

Type of New Size Cond. Min. shop Min. shop
Wheel mm size mm issue issue
MC 952 87 nun
885 mm
892
TC-CONY 952 85 865 872
TC-HCC 952 86 873 880

23.15. Roller bearing Journal

No wear is permitted on journals. The gross load at rail and normal sizes ofjournals are given below.

Jou Min. shop issue Min. shop issue

rna mm (RDSO) mm (CEE/ER)
ls BEML, Jessop, bogie-direct
ICF, RCF, MC : 20.32 140
mounted
TC : 16.25 130
67
 23.16 Dimension of EMUMEMU
EMU MEMU
Item MC TC MC TC
I JESS
Length C
2072 OP
2072 20726 21337 213
Width 3658 3637 3658 3245 324
Height 3810 3810 3810m 3886 388
23.17 AIR SUSPENSION BOGIE
23.17.1 Air suspension is a suspension device where properties of air are used for
cushioning effect in EMU/MEMU.Air spring is used in the secondary suspension of bogies
replacing the coil springs to maintain "Pas senger Comfort" in rolling and pitching, the
ride height of the vehicle and the coupling height between vehicles in formation, an
extra cushioning is provided in form of air suspension. The air suspension comprises
mainly oftwo parts.
1. Air Spring Assembly
2. Pneumatic Control System to maintain constant height independent

23.17. 2 System of working: Air SECONDARY

spring is made in the form of air AIR
bellow. Each bogie has two air SUSPENSION
spring in either side. The body
weight rest on air spring via LEVELLING
bolster. Compressed air is VALVE
distributed to each air bellow from
the 20 ltrs air reservoirs which are INSTALLATION
inter connected with one isolating LEVER
cock in each bogie. These
AIR BELLOW
reservoirs are connected with a
main reservoir of 150 ltrs with a
isolating cock. The compressed air
Fig no. 21
in reservoir are feed through MR.
The air springs of a bogie is connected together with duplex check over flow valve so
that if an air spring burst occurs on one side it does not cause a severe tilt or twist
which only allows air to pass between the air springs when a set differential is attained.
The variation of pressure of air inside the air springs corresponding to the load is
achieved with help of leveling valves, These valves are fitted on to the bolster and are
operated by installation lever connected to the bogie frame.
Whenever the pay load (passengers) increases, the bolster comes down due to the
movement of bolster level valve operated and admit more air in the rubber below,
which raises the bolster till it is brought to original level.
Similarly, when the pay load is reduced, the bolster raises, then the air is released from
the rubber below to the atmosphere.
23.17.3 Advantage —
1.Automatic control of vehicles floor height which facilitates easy entraining and

68
 detraining of passengers at station.

2. Excellent ride comfort.

3. Reduce noise .
4. Virtually constant natural frequency from tare to full load
5. Improve reliability and reduced maintenance.
23.17.4 Trouble in Air bellow: Leakage of air from bellow/ b burst/
urst/ /damage of
bellow
Trouble shooting—IfIf there is any leakage or breakage in this system then isolate the air spring
isolating (Red Colour) cock for main suspension and the
t he emergency spring coil carry the load
under control the vehicle speed up to 60 kmph.
23.17.5 Location of air spring isolating cock-
cock
i) In motor coach beside inter cooler
ii) In trailer coach .Right side of EPIC

69
23.18 LOAD DISTRIBUTION OF EMU/MEMU OF COACHES
23.18.1 LOAD DISTRIBUTION IN 23.18.2 LOAD DISTRIBUTION IN AIR
CONVENTIONAL EMU /MEMU SUSPENSION BOGIE

LOAD LOAD

↓ ↓
COACH COACH

↓ ↓
BODY BOLSTER BODY BOLSTER

↓ ↓
SIDE BEARER / BOLSTER (BOGIE) SIDE BEARER / BOLSTER (BOGIE)

↓ ↓
BOLSTER SPRING AIR SPRING

↓ ↓
SPRING PLUNK SPRING PLUNK /CRADDLE

↓ ↓
SWING LINK BOGIE FRAME

↓ ↓
BOGIE FRAME AXLE GUIDE SPRING

↓ ↓
AXLE GUIDE SPRING AXLE BOX

↓ ↓
AXLE BOX AXLE

↓ ↓
AXLE WHEEL

↓ ↓
WHEEL
RAIL

↓
RAIL

70
71
Fig no.24

72
 24 GENERAL GUIDANCE FOR MOTORMAN

24.1 JOINT BRAKE TESTING PROCEDURE

Objective i) To check the continuity of electrical Jumper . ii) To check check the continuity of Brake
pipe.
SL NO. DRIVER SL NO. GUARD
1 00000 Driver ask for Brake testing 1 ----------------------------------------
2 ---------------------------------------- 2 00000 Ready for Brake testing.
3 Driver applies partial EP Brake 3 ----------------------------------------
4 ---------------------------------------- 4 Guard observes Brake application
acknowledge-0
5 Driver applies full EP Brake 5 ----------------------------------------
6 ---------------------------------------- 6 Guard observes full Brake
applications, ack 0.
7 Driver releases Brake 7 ----------------------------------------
8 ---------------------------------------- 8 Guard observes Brake released,
ack-0
9 ---------------------------------------- 9 Guard applies emergency Brake.
Driver observes Gd's emergency
10 10 ----------------------------------------
application & he also applies emergency
Guard observes BP = 0 Brake Cyl.
11 ---------------------------------------- 11 Press. = 1.6 Kg/Sq Cm. He brings
Gd's emergency Brake handle
to normal ack-0.
12 Driver releases brake 12 ----------------------------------------
Gd observes BP raises 4.5 Kg
13 ---------------------------------------- 13 /Sq Cm. Br. Cyl. Press = 0, ack -
0 Gd. observes Br. Applied ack-0.
14 Driver applies Auto Brake 14
15 15 Gd. observes Br. released.ack-0
16 Driver releases 16 ----------------------------------------
17 ---------------------------------------- 17 Gd. Observed Br. Released .
ack-0
18 00000 Completion of Joint Brake testing 18 ----------------------------------------
19 ---------------------------------------- 19 0000000000- Br. testing
completed

24.2 GUARD'S BELL

If Guard's Bell / Starting Bell is not working, check —
a) GD's control MCB. b) Guard's Bell push MCB.

73
24.3 BELL CODE INDICATION ACKNOWLEDGEMENT SR 4.51

Sl. BELL CODE INDICATION ACKNOWLEDGEMENT

1. O Stop the train / attention O
2. O Pause O A Zone of speed restriction is over O Pause O
3. OO Start the train / all right OO
4. OO Pause OO Passing auto Sig. ON OO Pause OO
5. OOO Driver/ Guard is required by Gd/Driver OOO
6. OOO Pause OOO To warn the driver when exceeds the speed OOO Pause OOO
7. OOOO Protect the Train in rear OOOO
8. OOOOO Joint Brake testing between Dr. & Gd OOOOO

24.4 ATTACHMENT OF LOCOMOTIVE DURING FAILURE OF EMU/MEMU

While attaching of Locomotive with dead movement of EMU/MEMU, the following instruction should
be follow —
1. Locomotive must be 'Air Fit' and must have 'TC' coupling. No other Loco can be used.
2. While attaching Locomotive the brake pipe hose of loco is to be connected with that of leading
motor coach.
3. All the brake controllers in the MEMU/EMU rake are to be made in operative by isolating the
respective BIVS.
4. All pantographs in the MEMU/ EMU rake should be lowered by isolating their respective VEPT
(Located in the HT Compartment).
5. All parking brakes in the rake should be released manually by releasing the parking brake clutch
(Located by the side of the bogie bolster of the motor coach).
6. Build up BP pressure from the locomotive and check the continuity of BP from Loco to the
Guard cab, before starting the train.
7. The speed limit to be followed would be the lower among the limits of the loco and the rake.
24.5 STABLING OF EMU/MEMU, PROTECTION FROM ROLLING DOWN.
1. Stop the train at the stabling line.
2. Trip ABB and lower all pantographs.
3. Apply emergency brake, ensure BP drops to '0' and BC raised to 1.6 kg /cm 2.
4. Turn 'Off' BIVS fully.
5. Place Brake controller handle on Release position.
6. Ensure that BP is not charging further.
7. Lock BL.
8. Switch 'OFF' Battery in all MCs.
9. Place the skids near the wheels towards the falling gradient or both sides of wheels.

74
24.6 CAB CHANGING PROCEDURE
1. Stop the train.
2. Apply AUTO brakes by dropping BP to 3.5 kg/cm².
3. Turn 'OFF' BIVS fully and keep Brake controller handle on release position.
4. Ensure that BP is not charging further.
5. Lock BL.
6. Take out all the keys (Reverser key, BIVS key and BL key).
7. Go to rear motor coach, Unlock BL.
8. Turn 'ON' BIVS and ensure BP is charged to 4.5 kg/cm².

75
 25 WORKING OF EMU/MEMU IN ABNORMAL CONDITION

25.1. Frequent tripping of MCB/melting of fuses:- Persistent tripping of circuit breakers or blowing of fuse would
indicate a fault in circuit controlled by it.LP should identify the fault by dis connection of electrical jumpers.
25..2. Working on Flooded Track:-
In accordance with SR 4.21 sub-rule (15), when water level is just above the top of the rail, speed restriction for
EMU stock shall be 5 kmph. Every precaution should be taken to prevent working of EMU into sections of
flooded track where water level is more than 5 cm above the rail level. In case the stock is unavoidably taken
over a track where water level is more than 5 cm above rail level, the stock should not be worked further on their
own power until maintenance staff examines them and certified it.
25.3. Pantograph damaged and fouling OHE:-
1) Put 'ON' the Flasher Light & Lower the pantograph immediately if not entangled with OHE.
2) Stop the Train immediately to avoid OHE damaged.
3) Make the unit dead, whose Panto is damaged.
4) Inform particulars of damage if any to TPC/TLC.
5) Secure properly the damaged pantographs with the help of the OHE staff.
6) Work the Train as per instruction of TLC/TPC with other sound units, if possible.
7) If all pantos are damaged ask for assistance.

25.4. Procedure to make an unit DEAD.

1) Tip ABB/VCB of unit & Keep TS S at Test position
2) Lower panto graph & Isolate PIC.
3) Make control out .
4) Put HBA OFF.
25.5. Smoke emission from different equipments-
] ) Tap changer ,Switch group, Transformer,Rectifier - Make Unit dead.
2) Junction Box, PFD.- Make control Out.
3) Oil pad - Isolate that /all TMs.
4) MCP— Make MCP dead.
5) Battery Do control change over.
6) Battery Charger — Off BACH MCB and do control change over, Put HBA OFF.
7) Master Controller MCB — Open B jumper behind leading M/C and take notch .If success then work with it
after releasing Parking Brake of rears. If not success then work from rear cab as per GR 4.21 after releasing PB
of leading M/C. If again same problem occurs then open B jumper behind rear M/C and try.

25.6 Rake moving in one direction only- Try to drive from leading cab after isolating B jumper behind it — if
success release PB in rear. If un success full release PB in leading mlc and drive from rear.

76
77
 26 OPERATION OF EMU/MEMU
26.1 Procedure of Driving.
1. Place the Brake Controller handle in release/running position and ensure the BC pressure is released.
2. Check the BP pressure 4.5 kg/cm². Ensure other normal conditions according to GR & SR are full filled
for starting the train.
3. Close the control and EP supply 'ON' switches and ensure the glowing of green lamp for EP supply
indication.
4. The notch progressions is actuated by Master Controller. It has four position –
5. i) OFF' or '0' position. It is the normal position of Master Controller and for deadman handle re-set.
ii) Progressions to 'SHUNT' (Two notches).
iii) Progressions to 'HALF POWER” (Ten notches).
iv)Progressions to 'FULL POWER” (Ten notches).
v) Progressions to Weak Field Notches 23 MP position 4 for MEMU
5. Initially to release the mechanical locking of Master Controller, the Reverser Key must be moved to
forward position taking care to press down master controller to prevent the action of Dead man's valve.
6. For progression master controller is to be moved from position 'OFF' to Shunt or Half Power or Full
Power according to requirement of speed.
7. To switch 'OFF' supply to Traction Motor, the master controller should be brought to 'OFF' position
directly.
8. The Driver shall move the master controller to 'Shunt' Position to obtain slow movement initially and
watch the free moving of unit. Then put to Full Power to attain service speed and release it to 'OFF'
position at coasting board to keep – up the running time.
9. The driver shall not bring the reverser handle to neutral position, when the unit is in motion.
26.2 Slowing down and Stopping
1. The driver shall slow down the train normally by EP brake.
2. If brake fails, he should apply auto or emergency brake as the case may be.
3. He should apply the brake gradually and stop the EMU/MEMU at the stop board very cautiously
26.3 DOs
1. Start the train after obtaining proper authority to proceed and guard signal.
2. If the train detained in block section for any technical problem, first try to clear the section as early as
possible after taking all safety measure.
3. Test EP, Auto, Deadman and Emergency Brake for proper functioning from both cabs before departure.
4. Apply Auto brake at nominated stations and at least once in each journey to stop your train at a station .
Preferably at fist stop station after departure .
5. Observe speed restrictions meticulously.
6. Test Flasher Light, Head light, Tail lamp, Wipers, Horns and Guard Bell from both cab before departure.
7. Carry out 'Brake Feel test' after starting within 15 kmph by auto brake.
8. Coasting at coasting board.

78
9. In case of glowing LS – 4 (ARTL) and LS – 7 (BCFL) immediately bring your train to a stop and check
the pantograph and OHE.
10. Perform continuity test with your Guard before departure.
11. Test 'Talk Back' system with your Guard (if provided).
12. When ICA is isolated then EPIC must be isolated.
13. Do not disturb MCP switch at the time of Passing Neutral Section.
14. OFF control switch before resetting over load.

26.4 'DO NOTS'

1. Do not put reverser handle in neutral position. It may cause accident.
2. Do not put both Cab's BL key or Gd's key 'ON'. Do not put BIVS ‘ON’ in normal condition in both cab.
3. Do not drive keeping cab doors open.
4. Do not isolate TMs from both groups. If required , isolate all TMs..
5. Do not take notch on brake. This may damage Traction motors.
6. Do not leave 'EFRP' un-attended when it is permanently energised, or this safety device may go out of order.
7. Do not forget coasting Good coasting attributes to a good rake and Brake with energy saving.
8. Do not forget to isolate EPIC in case you are to isolate ICA. Or this may cause Brake Binding.
9. Do not isolate BIC till Brake cylinders are released, if found BIC cocks are without vent
10. Do not forget to comply with SR 4.33. This is to ensure your safe journey.
11. Do not climb on the roof without proper isolation of OHE.
12. Do not move your train without ensuring proper working of brakes.
13. Do not move your train at the time of testing over platform before departure.
14. Do not exceed maximum permissible speed.

79
 27 SIGNAL PASSING AT DANGER
SPAD will lead to collisions and derailments resulting in loss of precious human life and railway assets. The
action to be taken by crew to avoid such occurrences are given below-
1. Take adequate rest (at head quarter as well as in running room) before coming to duty.
2. Do not take alcoholic drink/stimulant drugs or intoxications.
3. Check the brake continuity test and proper brake power certificate.
4. After starting conduct brake feel test.
5. Test brake power of the train at first opportunity before stopping at first stop signal.
7. Always keep your train under your control. Don`t think that stop signal would be “OFF” or banner flag
would be removed. Don`t be over confident.
8 Don`t disregard aspect of the signal. Be vigilant for your signal.
9. Apply brake to reduce the speed of the train before the stopping place, depending on the brake power of
the train
10. Follow each and every speed restriction/limit.
11. Check the correct Authority to proceed for the train.
12. Check the concerned departure signals have been taken OFF.
13. Keep road learning of every section of your jurisdiction.
14. Loco Pilot and Asstt. Loco pilot must be call out signals loudly by it's name with station and ensure proper
acknowledgement by the another one.
15. Loco Pilot/ Asstt. Loco pilot should not use mobile phones during train run except in case of emergency to
call for assistance in the event of an accident or failure. Further they should also ask anyone entering the
cab to switch “OFF” their mobile phones.
16. Asstt. Loco pilot should apply emergency brake by opening RS valve quickly in case they find lack of
alertness on the part of loco pilot while approaching signals.
17. Follow the GR and SR of 9.02 & 9.15 correctly and use AWS in MEMU/EMU.
18. Drive as per the aspect of signal and never guided by the direction given by anybody over walkie-talkie.
19. Don`t allow unauthorised person in the cab and do not talk with anybody available in the cab.
20. Yoga courses are compulsory for all crew in training centre. Keep it in habit at your home.
21. If there is any possibility of SPAD emergency brake must be applied by LP/ALP/Guard

Note: In SPAD case , ALP is equally responsible for not applying emergency brake.

80
 28 MODIFICATION OF EMU/MEMU

Following modification is being done in EMU/MEMU

1. Aero dynamic body is being build.

2. Air dryer is provided in Air circuit
3. Air spring is being fitted replacing coil spring.
4. Five no MCB( 5A dc) is provided in traction control circuit for Traction failure in EMU/MMU. Earth fault
in tap changer control circuit of any motor coach the whole traction control circuit is affected which result
in tripping traction control MCB (15A, 110V, dc) in driving cab and causes of no traction. In such cases,
faulty motor needs to be identified by opening the coupler of electrical jumper which takes more time and
heavy detention of train on line. To overcome this problem 5 MCBs(5 dc) have been provided in every
motor coach between wire .no.1&101,2 &201,3 &301,5 & 501(Forward) and 6 & 601(Reverse).If fault
occur in concerned circuit the concerned MCB will trip( Master /traction control MCB may be trip).In such
cases traction control MCB may be set. Traction may be available in other unit except that unit.
5. Modified BIS is provided MEMUEMU.
6. Isolated cock is operated by Reverser key.
7. A series resistance is introduce with NVR relay.
8. Guard and LP side all switches are shifted at driving desk in Newly build EMU/MEMU
9. Two switch i,e Application & release switch are provided for Parking Brake PB magnet valve is latch type.
10. One blocking diode is provided (MSTL Circuit) in each moto coach in LT panel to protect from rake not
moving due to bonding in tap changer control circuit in any unit of the rake.
11. BP pressure of EMU/MEMU has been increased to 5 kg/cm2 vide RDSO specification
No.RDSO/2013/CG-03 and some railway are fowling it.

Personal safety:
1. Come in duty in time with proper fittings of uniform.
2. Wear comfortable shoes for duty to save legs from hitting and snake bitting etc.Keep spare spectacles as
per your vision test.
3. The door and window must be closed during run.
4. Clean look out glass and hand roller of engine /Unit.
5. Check 4 (2+2) fire extinguisher with due date and 4 wooden skids , should be kept properly.
6. Always avoid walking on railway lines.
7. While attending brake binding/any fault in rake LP/motorman must inform the guard .Then
LP/motorman will apply parking brake (if it is not PB binding) and apply wooden skid on wheels then
proceed to attend the same .Guards will apply wooden skids to avoid roll down.The guard will apply
brake if the rakes rolls.After rectifying wooden skid must be removed.
8. While going to attend brake binding /any fault in rake LP/motorman will follow side path of track if
provided. Always keep yourself away from adjacent running track to avoid knock down.

81
9. While attending brake binding i.e. isolating BIC EPIC,ICA or any kind of underneath checking save
your head.There is possibility of head injury.
10. Go to HT with proper safety. Be carefull during opening jumpers , use ladder there is possibility of slip
down.
11. During venting the oil from bud keep away your mouth.
12. Do not climb the roof of unit wiyhout grounding and OHE power off in any problem in roof.
13. While running keep good whistling habit.
14. Stop train at stop board.
15. Do not put reverser handle in neutral position on run , otherwise dead man brake will not act.

82