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DMRC Project Report PDF
DMRC Project Report PDF
L
2008-2009
INTRODUCTION
COMPANY PROFILE
Bharat Earth Movers Limited, conferred with mini ratna status, is a multi
technology company offering high quality products for diverse sectors of
economy such as coal, mining, steel, power, irrigation, construction and road.
Building, aviation, defence, metro and railways (BEML is ranked as the first
amongst construction equipment companies- construction world NICMAR
survey 2007) with a turnover and profit. It’s emerged in the forefront of heavy
engineering industry with a track record of growth and over four decades.
In recent times, BEML has taken a giant step towards becoming a truly global
company by signing an MOV with CCC. Brazil for starting a joint venture for
manufacture of rail wagons, bogies, mining and constructions equipment and
spares. This shall open new business avenues for the company in the Latin
American countries, which are poised for a big impetus in development of rail/
road logistics.
Over the years BEML has demonstrated its engineering strengths and technical
powers by harnessing sophisticated technologies and reacting giant equipment
like the multi-core walking draglines and electric rope shovels for the coal
sectors with a commitments to market driven research and development. BEML
has successfully rolled out over 30 value-added products. In keeping with the
global technologies trends the company is setting in metro rail system in
Bangalore. Beside its 300 million composite research and development center
houses laboratories in fluid power, material science, structural engineering and
prototype shop.
BEML’s nationwide network of sales offices enables buyers with ready access
to its wide range of products. BEML’s fully-fledged surface centers and part
depots offer total equipment care, maintenance contracts and rehabilitations
services. The company sites engineers ensure higher availability of machines
through prompt after sales services during the financial year 06-07. BEML
achieved a sales turnover of Rs. 2601 Crore and a profit of Rs. 315 Crore. The
export earning touched Rs. 110 Crore. With a growth drive to touch Rs. 5000
Crores in its Golden Jubilee Year 2013-2014.
BEML has formed a joint venture company with its partner, M/s Midwest
granites limited and M/s Sumber Mitra Jaya Group, Indonesia, to take up
contract mining within country and overseas. The joint venture company BEML
Midwest Ltd and company will bid for coal and other contracts in India and
abroad.
DEFENCE BUSINESS:
Being India’s leading equipment manufacturer, BEML keeps Indian Army and
other defence forces abreast with state of art military equipment. The company
is manufacturing variants of TATRA vehicle for all terrain operation including
Bridge layer, Field Artillery Tractor, Medium and Heavy recovery vehicle,
Pontoon midstream Bridge system, Crash five tender, Mobile Mast vehicle.
BEML also supplies engineering mine ploughs, Armored recovery vehicle, Mail
rail coaches wagons apart from aircraft weapon loading trolley and aircraft
towing tractor. BEML plays stellar role in country integrated guided missile
development project by supplying ground support vehicles. The company has
created a world-class test track at its KGF complex to test defence equipment
and vehicle.
TECHNOLOGY DIVISION:
With India becoming engineering outsourcing hub, BEML aims to garner
substantial business in IT enabled services. With the extensive use of CAD/
CAE/CAM, this division will offer services encompassing product design,
process engineering, plant automation, enterprise management services and
implementation of collaborative product engineering.
TRADING DIVISION:
BEML has launched trading division with view to maximize business through
sale of components and engineering spares. This will enable supply of high
quality components for both in-house consumption as well as existing
customers. The division has also embarked on sale of its own brand of oil,
called BEML oil.
BEML-MISSION STATEMENT
To establish engineering capacity for achieving self reliance in development and
production of high technology equipment needed for moving men and material
with a view to contribute resources for national development and fulfilling its
socio-economic responsibilities to the state, to the users and to the future.
BEML – GOALS
• To achieve and retain a dominant position in the manufacture and supply
of Earth moving, Mining, Construction, Railway and defence Equipment
by establishing high standards of quality, capability and reliability.
• To pursue state-of-the-art and environment friendly technologies as well
as develop cost effective and value-added products.
• To be competitive, responsive and continuously improve services so as
to ensure total customer satisfaction.
• To grow into global company guided by a keen sense of vision and
business ethics as well as to maximize forex earnings.
• To conserve resources and eliminate waste through optimum utilization
of men, money, materials and machinery.
QUALITY POLICY
To offer products and services to the customers and strive to upgrade quality
continuously.
QUALITY
Quality is the hallmark of excellence. At BEML, a Corporate Quality policy
emphasizing total quality management ensures that quality system adopted
company wide to meet stringent standards and requisite performance criteria.
QUALITY OBJECTIVES
• Manufacture and supply equipment to meet customer’s technical needs
and guarantee satisfactory performance of products over their lifetime.
• Have an effective and documented system to ensure that every input to
the product is designed, procured, manufactured and controlled for
optimum efficiency and service.
• Strive continuously for a better product quality through technological
improvements.
• Achieve operational excellence through waste elimination and value
engineering efforts.
• Establish high reliability standards and offer prompt customer service
ensuring high equipment availability.
• Bring about quality awareness in customer personnel in operation and
maintenance of products to maximize their utilization.
• Train and motivate personnel at all levels, so as to inculcate quality
consciousness and foster teamwork.
• Build products which satisfy environmental and safely standards.
• Aim at a healthy environment in the surroundings through continuous
proactive control measures.
PRODUCTS
BEML manufactures a wide range of products to meet the needs of Mining,
Construction, Power, Irrigation, Fertilizer, Cement, Steel and Rail sectors.
The Earth Moving Equipments include Bulldozer, Dump Trucks, Hydraulic
Excavators, Wheel loaders, Wheel dozers, Tyre Handlers, Pipe Layers, Rope
Shovels, Walking Drag liners, Motor Graders, Scrapers, Water Sprinklers,
Aircraft Towing Tractors and Backhoe loaders. BEML has recently introduced
Road Headers and Side Discharge Loaders for underground mining
applications.
Railway products include Integral Rail coaches, Electric Multiple Units, Rail
Buses, Track Laying equipment and Overhead Equipment Inspection Cars.
BEML manufactures Heavy Duty Trucks and Trailers for transportation sector.
BEML also produce TATRA Vehicles for transportation in defence, which are
robust and suitable for all-terrain operations, including Bridge Layer, Field
Artillery Tractor, Medium/Heavy Recovery Vehicles and Pontoon Mainstream
Bridge sets. The company also manufactures Crash Fire Tenders for Defence as
well as Civil Aviation.
The company also manufactures high power Diesel Engines and heavy duty
Hydraulic Aggregates to meet specific customer requirements. The company
plans to diversify into varied activities including underground mining
equipment, underground storage for petro-products, leasing and financing
services and joint ventures abroad.
MANUFACTURING UNITS
BEML has its manufacturing units at Kolar Gold Fields, Mysore and Bangalore.
Incorporating hi-tech manufacturing facilities with sophisticated CNC
machines, arc – welding robots &FMS etc.
BANGALORE UNIT
BEML started in 1964 with the railway equipment division at Bangalore. This
was the first Rail Coach factory in the Indian Sub-continent.
The Bangalore unit also manufactures Heavy Duty Trucks and Trailers and their
variants for defence such as Crash Fire Tenders, Recovery Vehicles, PMS
bridges and Wagons. The BEML TATRA trucks are the most preferred vehicles
by the defence forces.
MYSORE UNIT
The biggest dump truck factory in India is located at Mysore. Different Ranges
of Dump Trucks along with Water Sprinklers, Motor Graders and Bheema
(Weapon Loading Equipment) are manufactured in this unit.
KGF UNIT
At KGF complex Bull dozers, Hydraulic Excavators, Wheel dozers, Rope
Shovels and Walking Draglines are manufactured for the Mining and
construction industry. Sophisticated CNC machines and latest technology
welding equipment are installed at KGF Complex.
Recently BEML ventured into the manufacture of stainless steel Metro Coaches
for Delhi Metro Rail Corporation (DMRC) in consortium with a Korean
company M/s Rotem. BEML has supplied 180 coaches as first phase to DMRC.
Besides Railway products, different variants of Defence products are produced
at Bangalore Unit.
Pontoon Mid stream Bridge is a new product, which is used by defence to cross
water obstacles. This is a set, which consists of different sub products which are
produced in Bangalore unit with product support from Czech Republic.
The products of Bangalore complex are divided into 2 major sectors. They are:
1. Defence products
2. Railway products
Korea Rolling Stock Corporation (Rotem) is supplying new train-sets for the
Mass Rapid Transport System of Delhi Metro Rail Corporation Limited
(DMRC).
OVERALL DESCRIPTION:
Each train-set consists of four cars. Both ends of the train-set are trailer cars
and all the others are motor cars. The trailer cars are defined as "DT" car and
motor cars are defined as "M" car. A complete train set consists of two "DT" car
driver’s cabs, two "M" cars with equipment for the transportation of
passengers. The main traction system is based on equipment provided by
Melco.
The train-set can be controlled as a complete unit or as separate units for various
maintenance activities at the depot. The possible variations of separately
controllable units are:
DT-M unit (b) M-DT Unit
BLOCK DIAGRAM:
PRODUCT PERSPECTIVE:
It is important to be aware of the terms of train, unit and the other main parts
that constitute a train.
See the fig. for nomenclature used in the train configuration.
COUPLER
AUTOMATIC COUPLER-
The automatic coupler enables automatic coupling of two units. Coupling of
two units is achieved without manual assistance by driving one unit up to a
second unit. Besides the mechanical coupling, electric and pneumatic coupling
is achieved.
Uncoupling is achieved automatically from the driver’s cab/M car cubicle or
manually from trackside.
SEMI-PERMANENT COUPLER-
The semi-permanent coupler makes a permanent connection of two cars those
form a unit and therefore need not be separated unless in an emergency or in the
workshop for maintenance.
PANTOGRAPH-
The Pantograph is located on top of the Vehicle roof structure to allow
unhindered access to the overhead lines. The function is to collect the current
from the overhead wire by the carbons, which is carried by the structural
members of the unit to the power take off points on the base frame. The
insulated bearings, are by passed by the flexible shunt.
The pressure of the compressed air is regulated to 483 kPa by the regulator. The
VCB control governor switch contact is connected electrically in series with the
magnet valve solenoid; therefore the VCB will open automatically if the supply
air pressure falls below the range of 345 kPa to 358Kpa. To close the VCB, the
supply air pressure must exceed the range of 434 kPa.
The close the main contacts of the VCB, the magnet valve is energized; this
operates the relay valve. A parallel air-supply is then fed directly through the
relay valve into the cylinder.
As the main VCB piston moves, it operates the auxiliary contacts drive
mechanism; which operates the auxiliary contact block. The contact block
comprise of three normally closed contacts and three normally open contacts;
these are connected as shown in the wiring diagram.
The actuator rod pushes against the mechanism below the vacuum interrupter.
As the actuator rod moves upwards, so dose the drive plate and the spacers. This
in turn moves the spring plate and compresses the springs.
The moving contact closes under the influence of atmospheric pressure acting
on the bellows. As soon as the contact touches, the springs are compressed,
giving an immediate increase in contact force through the connector block.
Thereby minimizing contact bounce.
The process continues until the drive plate bears against the connector block
with the piston face against the contacts.
The mechanism is now charged, co that when air is discharged from the
cylinder at the start of the opening cycle, the springs force the spring plate to hit
the connector block. This snatch effect breaks any contact weld.
Flexible shunts carry the current out from the moving contact to the chromium-
copper lower terminal casting.
AC SURGE ARRESTOR
The AC Arrestor is a device that protects the train-mounted equipment from
excessive high voltage transient conditions. Lightening strikes on the 25KV line
usually causes these transient conditions.
MAIN TRNSFORMER
The function of the Main Transformer is to reduce the 25 KV line to
approximately 1KV. It consists of one primary, two secondary and one tertiary
winding. The Main Transformer type ATM6 is a 1170KVA, single phase,
50HZ, shell form type with a form fit tank. The transformer cooling method is
oil cooling. The oil absorbs the heat generated by the coil. An oil pump
circulates the oil around the windings to the radiator where it dissipates the
absorbed heat. Additional cooling is provided by an blower motor that forces
cooling air through the radiator.
TECHNICAL SPECIFICATIONS
Wdg Capacity Voltage Current
Primary 1170KVA 22500V 52A
Secondary 976KVA 952V 513A*2G
Tertiary 194KVA 423V 459A
GENERAL SPECIFICATIONS
▪ Cooling method used is Forced Oil, Forced Air KDAF.
▪ Silicon Oil is used for cooling due to its fire retardant properties.
▪ Oil volume of Transformer is 205 Litres.
3. DIAL THERMOMETER
▪ Mounted on tank wall.
▪ Consists of bimetallic thermo-sensitive part & an alarm contact.
▪ Temperature element is a spiral bi-metal spring which when expands
causes rotation of its axis.
▪ Setting value: 95 (+/-2oC)
5. OIL COOLER
▪ Its function is to cool the heated oil.
▪ It is made of Aluminum.
▪ Element of oil cooler consists of Aluminum tube plate & corrugated fins.
They are piled up alternately & brazed securely.
▪ Weight: 107kg
▪ Oil Quantity: approx.48litres.
▪ Oil circulating volume: 700L/min.
▪ Air flow Volume: 90m3/min.
▪ Heat exchanging capacity: 48kw
6. OIL PUMP
▪ Its function is to circulate oil of transformer
▪ Oil pump is centrifugal type, direct coupled with the driving motor &
fully enclosed in housing.
▪ Weight: approx. 45kg
▪ Power source: 3 phase, 415 V, 50Hz
▪ Oil capacity: 7litres.
▪ Oil circulating volume: 700L/min
▪ Rated Output: 10.5kw
7. FILTER BREATHER
9. DRAIN VALVE
▪ Drain Valve is installed at MTr main body for Drain.
PROPULSION SYSTEM
The Propulsion or traction system provides the tractive effort to accelerate the
train and also provides the electrical braking effort, which assists in the
deceleration of the train. The propulsion system is controlled by means of train
line commands and s pulse width modulation (PWM) signal. The train line
commands and the PWM signal is controlled either by the driver using the
master controller mounted in the driver’s console. The PWM signal is an input
torque demand signal into the Variable Voltage Variable Frequency (VVVF)
Inverter control unit. The output power to the Traction Motors is controlled to
match the PWM signal demand. In this way all the motorcars in the train will
produce the same tractive effort.
The traction system comprises the following main components
a) AC Reactor (M car)
b) Converter/ Inverter Box (M car)
c) Traction Motors
The traction system can be described as a “Three –phase Drive” with VVVF
control. The Converter carries out the constant DC output voltage control and
constant AC-side power factor control. The VVVF Inverter output voltage
waveform is a PWM type using Insulated Gate Bipolar Transistors (IGBT).
CONVERTER/ INVERTER-
The pantograph connects the car to the overhead supply. The 25000V AC is
supplied to the Main Transformer through VCB. Main Transformer supplies
1058V AC to Converter unit. The Converter converts AC power to 1900V DC.
This 1900V DC is converted into 3 phase AC variable voltage variable
frequency by the inverter and supplied to Traction Motors.
A constant slow speed operation is included into the VVVF control function,
which allows the driver to select a desired train speed around 5 Km/h. The train
will maintain this speed once selected until the constant slow speed operation is
cancelled.
In the event of ATP system failure, full service brake is applied. After this, if
Converter/ Inverter receives signal from SCS (Safety Circuit Switch) by driver’s
operation, Converter/Inverter controls the train speed between 15km/h and
25km/h.
If the train rescues another train, train speed is limited by RM (Restricted
Manual) mode. Incase it is not possible to start the train, during rescue
operation, high acceleration mode (5% of maximum tractive effort is added in
speed 0-10km/h) can be initiated by a driver.
CI MAJOR COMPONENTS
REGENERATION OF POWER
As soon as the train operator generates the braking command, the proportionate
command also goes to C/I. The inverter changes the stator frequency in such a
way that the same motor starts working as the generator and the energy
generated is used in the retardation of the train.
But Electric braking effort varies in different speed range so to achieve the
necessary retardation the remaining braking effort is supplemented by the
pneumatic brakes. This is known as brake blending. This is made possible by
intercommunication between C/I and BECU.
The C/I generates an equivalent analogue command for the electric braking
effort and sends it to the BECU of M-car, which further calculates the
remaining braking effort.
The electric braking is available up to 5 kmph below this full braking effort is
supplied as friction brake. However this traction cannot occur instantaneously
so a changeover period is required as shown in the figure.
TRACTION MOTOR
The traction Motor is a 220kW, 4 pole, squirrel-cage, 3-phase self-ventilated
induction motor. The Traction Motor employs a Class 200 insulation system.
The Traction Motor exterior is a frame-less type with linking iron core clamps
and a coupling plate. The motor frame is equipped with a vehicle fitting nose
and fitting nose and fitting seat.
At the pinion end, there is a large bore opening containing the bearing housing,
which is bolted to the frame. The construction of the housing permits its
removal without requiring the bearing inner race to be pulled from the rotor
shaft.
A fan is mounted to the rotor shaft to draw air into the motor to provide cooling
air to the rotor and stator. The air enters the motor through the air inlet on the
top of the non-drive end of the motor and exits through the vents in the motor
frame at the drive end of the motor. A Roller bearing is used on the drive side of
the rotor and Ball bearing is used on th non-drive side of the rotor.
The Traction Motor has the capacity to reduce the speed of the train by acting as
a generator. The momentum of the train causes the motor to rotate, and by
adjusting the slip frequency in the stator, the motor generates power back into
the overhead supply. This causes a braking effect on the train, which reduces
the wear rate of the pneumatic brake shoes.
TECHNICAL DATA
Voltage Range of OHE(PerformanceAC22.5KV-27.5KV
Guaranteed)
Voltage range of OHE (Operation Guaranteed) AC19KV-30KV
Input frequency range 50Hz+/-3%
Output frequency range 50Hz+/-1%
BATTERY
BATTERY CONSTRUCTION
The Nickel-cadmium battery provided in the DMRC trains consists of 76 SRM
250 cells with stainless steel container that are installed in wooden crates.
The battery consists of 16 wooden crates of 4 cells each and 4 wooden crates of
3 cells each only instead of 4.
Within a crate, the cells are series connected with rigid connections made of
nickel plated copper. The crates are series connected with flexible connections
made out of multi-strand copper cables.
The battery set is installed in the battery box, which is installed on the M- car
under frame.
BATTERY CHARACTERISTICS
The characteristics of the battery box given on the table below:
Parameter Value
Cell model type SRM250
Rated capacity (C5 Ah) 250Ah
Battery nominal voltage 91.2V
Number of cells 76
Weight of one crate assy of ¾ cells 40Kg
Weight of one crate assy of 4 cells 52Kg
Weight of battery 990Kg
Type of terminals M 14*2
Number of terminals(per cell) 2
Torquing value 30±3N.M
Min level of electrolyte above plates 5mm
Max level of electrolyte above plates 105mm
Length of filling pistol nozzle 80mm
Nominal charge/discharge current 0.2 C5A 50A
LEVEL 4: RECORD-
A maintenance record that requires the attention of the maintenance staff during
scheduled routine maintenance.
LEVEL 5: NOTICE-
Information or remainder to aid the train operator during normal service under
defined conditions
The TIMS system has the following functions which are accessible to the
driver.
System Check Screens- On this screen, TIMS will display on the main window
a list of train faults that have been detected.
Additional information about other systems can be checked by driver by
touching the soft keys at the bottom of the screen display. The available soft
keys and corresponding train systems are,
When the maintenance staff log on to the TIMS system, the Maintenance Menu
screen is displayed. From this screen maintenance staff can check or view the
status of the TIMS system or equipment sub system.
EQUIPMENT DESCRIPTION-
The Train Integrated Management System consists of the following equipment
boxes located on the Driving Trailer car and Motor Car.
CENTRAL UNIT-
The Central Unit carries out the application programs for the overall control and
administration of the TIMS system.
The Central Unit has two central processor units (CPU1 & CPU 2) Both CPU’s
are operational and in case of one CPU failure the other CPU can continue the
data transmission function.
One central unit provided in every DT car. The Central Unit is comprised of the
following components:
▪ Sub Rack
▪ CPU 4 PCB
▪ CIF 4 PCB
▪ DIS 2 PCB
▪ DIS 3 PCB
▪ AIO PCB
▪ PSG PCB
LOCAL UNIT-
The Local Unit is provided in each car to interface with various devices and
intelligent train subsystems such as Air Conditioning, Propulsion System,
Auxiliary Supply System, Brake Electric Control Unit and Door Control Units.
The Local Unit is comprised of the following components:
▪ Sub Rack
▪ CPU 4 PCB
▪ TRC 4 PCB
▪ DIS 2 PCB
▪ DIS 3 PCB
▪ PSG PCB
DISPLAY CONTROLLER-
The Display Controller (DC) is installed in DT car. The Display Controller is
comprised of the following:
▪ Line Filter
▪ DC-DC Converter
▪ Connector
▪
VIDEO DISPLAY UNIT-
The video Display Unit has two main functions.
▪ To provide the Operator with information regarding the status of the
various systems throughout the train.
▪ To enable the Operator to quickly determine the nature of any subsystem
failure and perform the required actions to either rectify or isolate the
fault.
PA/PIS SYSTEM
PA-AMPLIFIER (PAMP)
The PAMP contains the audio power amplifier to drive the loudspeakers at
100V line level, and monitors/controls the four ETU’s in the same vehicle. The
interfaces to the Train bus and saloon data-bus (RS485) are through 3.5mm
version. It also controls the Vehicle data bus in that car, providing PIB’s with
data-received from the Train Data bus.
AIRCON
PLC CONTROL-
The heart of the control system for the air conditioning unit is a Programmable
Logic Controller (PLC). Using a control program stored in the plc’s memory,
the PLC close or open electrical circuits connected to its outputs depending on
the status of the inputs. When a component in the system fails, the PLC
diagnoses the problem and isolate the failed component.
AIRCON WORKING MODES-
The cab air-conditioning system consists of one roof mounted aircon unit. The
major components of cab aircon unit are as under-
MAJOR COMPONENTS-
▪ Compressor
▪ Condenser Coils
▪Condenser Fan
▪Supply Air Blowers
▪Evaporator Coils
▪Return Air Filters
▪Filter Drier
▪Fusible Plug
▪Dual Pressure Control
▪Sight Glass
▪Liquid Line Solenoid Valve
▪Service Access Valves
▪Thermal Expansion (TX) Valve
CAB AIRCON CONTROL-
CAB AIRCON OPERATING MODE- The main operational mode of the A/C
unit is dictated by the mode switch, which allows selection of operation in any
one of the following modes:
▪ NORMAL MODE- When the operation Mode Switch is located in the
“Normal” position, the air conditioning system will operate according to
the settings on the Fan Speed Switch and Cooling Setting Switch.
▪ VENT MODE- In this mode the air conditioning unit operates the
supply fans only.
▪ BACK UP MODE- If the Operation Mode Switch is in the “Back Up”
position, air will be drawn into the driver’s cab from the saloon supply
air ducts.
▪ OFF MODE- If the operation mode Switch is located in the “Off”
position, the air conditioning system will be displayed. No ventilation,
cooling or heating will operate in this mode.
The passenger saloon door system comprises electrically powered, double leaf,
sliding doors designed to permit safe entry and exit for passengers from the
train cars.
DOOR OPERATION- The operation of the passenger saloon door system is
controlled by Door Control Unit that interfaces with the Train Integrated
Management System (TIMS).
On receipt of an open command from the DCU, the door locking system
unlocks the door and the door operating mechanism slides the door panels to
their open position, Close limit switch and lock limit switch attached to the door
operating mechanism, notify the DCU whether the door is closed and locked or
not.
MAJOR COMPONENTS-
DOOR PANELS-
Door panels are of aluminum composite construction bonded using aerospace
technologies. Two No of door panels (LH/RH) are provided in each door.
DOOR GEAR-
The Door Gear Assembly consists of:
On receiving a door operation command, by the Door Control Unit, the safety
controller first checks all inputs and outputs for correct status and then instructs
the motor controller to correctly power the motor resulting in a door close or
open movement.
OBSTRUCTION DETECTION-
During door close operation if any obstruction of 15mm *100mm or more
obstructions the door movement the DCU sense the obstruction. After sensing
the obstruction the DCU takes three attempts and tries to close the door.
TEST SPECIFICATIONS
This test procedure is used for verification test of each car for DMRC MRTS
RS3 project.
The procedure is divided in different parts, each part dealing with the system
that shall be tested.
All the tests in a system should be made before any test of another system is
started.
2. EQUIPMENTS
2.1 TOOLS
Following is the list of tools required for testing and commissioning of each car.
▪ Test wires with connector
▪ Short Circuit plugs
▪ Hand tools (Screw driver, Spanner, Long nose)
2.3 DOCUMENTS
3.1.1 M CAR
3.1.1.1 GENERAL
Equipment required:
▪ 500/1000V/2000V Megger
▪ Variable AC voltage tester capable of supplying 4888 V
3.1.1.2 PREPARATION
All the preparations in all systems should be completed before starting test on
any system. Disconnect all connectors and cables from all the electrical
equipments including earth brushes.
Identify cables for each group viz. Group A, B, C etc.
While Short-circuiting the cables, do it individually for each group.
3.2 TESTS FOR SYSTEM EARTHING
3.2.1 M CAR
Check that the installation of the earth cable is correctly connected. Visually
check that the length of the earth cable is sufficient to relative movement of the
points connected.
Check that the earthing cables between Earth bar box and earth brush are
correctly connected.
The earth continuity will be checked with Wheatstone bridge circuit. Refer to
Earth testing device connection diagram below. The continuity resistance shall
be a maximum of 100 m ohms, which is an international accepted standard in
accordance with RIA No. 13. Clause 10.5.15.
3.2.1.2 PROTECTIVE EARTHING
Check that all the electrical protective earthing wires are correctly connected.
4.1 DT CAR
4.1.1 GENERAL
EQUIPMENT REQUIRED:
▪ 500/1000V/2000V Megger
▪ Variable AC voltage tester capable of supplying 60 KV
All the preparations in all systems should be completed before starting test on
any system.
Disconnect all connectors and cables from all the electrical equipments
including earth brushes.
Identify cables for each group viz. Group A, B, C etc.
While Short-circuiting the cables, do it individually for each group.
PANTOGRAPH
VCB OPERATION
TRACTION SYSTEM
SPEED CONTROL
• Assist for Crimping the pins of each connectors like LTJB, LTEB,
AUTO-C, CI BOX, SIV by etc by using different type of tools like wire
stripper and crimping tool.
• Visiting the assembly sections and get the feedback and try to update the
scheduling and process activities
During, June. 2008 to June. 2009 for a period of one year, I have learnt a lot in
BEML Limited, about how a factory functions, their Management Techniques
used to improve the production. How the Industry has to change according to
the global market and trends.