PDF Resize

Train Set 18 Course material Train Set 18 Course material
INDEX
South Central Railway S.No.

1. Introduction
Description Page No.
3
Electric Traction Training Centre (ETTC) 2. Technical Data of TRAIN SET 18 (VANDE BHARAT) 4-5
Vijayawada 3. Emergency braking distance values (EBD), Weight of the formation

& Passenger capacity
6
4. Salient features 7-8

5. Abbreviations 9-12
6. Comparison between loco hauled trains and Train-set 18 13
7. Configuration of Train-18 ( 16 & 8 car ) 13-14
8. Driving Trailer Coach (DTC) 15-18
9. Motor Coach 18-20
10. Trailer Coach (TC) 21-24
COURSE MATERIAL 11. Non Driving trailer Coach (NDTC) 24-27
for
12. Driving cab equipment 28-50
13. Maintenance interval 51
14. MU cables between Coaches Train set 51
15. Major function of train control & management system (TCMS) 52
16. Batteries 53-56
17. Driver display unit (DDU) 57-76
18. Pantograph 77-81
19. Vacuum circuit breaker (VCB) 82-83
20. Electrical equipment in Train-18 84
21. Power circuit 85
22. Line and Traction Converter 86-87
23. Traction transformer 87-88
VANDE BHARAT 24.

25.
Traction Converter
Auxiliary Converter
89-93
93-102
2023 26. Train set 18 rake checking 103-107

27. Energising of Train set 18 rake 107-108
28. Procedure for Cab changing in Tran set 18 Rake 108-109
ETTC/BZA Page 1 ETTC/BZA Page 2
29. Stopping of train 109-110 INTRODUCTION
30. Starting / moving of train 110-111 Concept of Multi-Unit Distributed traction i.e., train-set is not heard in Indian Railways for
31. Moving of Train -18 formation as dead (Towing dead movement and 111 Main line train operations. Even though Train-sets – Electric (EMUs)were running for almost a
passengers are not available in rake) century and Diesel (DEMUs) were there since 1990s, for sub-urbanservices, the concept of train-sets
for Main line intercity operations has not started. Advent of Metros in India has heralded a new era of
32. Moving of Train -18 formation as dead (Towing dead movement and 111-112 Fully Air-Conditioned Train-sets with Distributed Power System and introduced to the public the
passengers are available in rake) picture of Comfortable journey with aesthetics.
33. Cruise control 112 Train set is a set of rail coaches coupled mechanically and electrically with driving cabs at
both ends and distributed traction power across the coaches. Depending on the requirement, the
34. Procedure of ACP reset in Train -18 113
amount of power i.e. number of powered coaches can generally vary from 50% to 100%. In Train 18,
35. Basic unit Grounding & Opening / Closing LTC compartment 113-114 50% coaches are powered coaches i.e. motor coaches.
36. ENS (Entering Neutral Section) 114-118 The distributed power train-sets have lighter axle loads, allowing operation on lighter tracks,
where locomotives may be prohibitive of higher axle loads. Another side effect of this is reduced
37. Rescue Drive Mode (RDM) 118-119 track wear, as traction forces can be provided through many axles, rather than just the four or six of a
38. Different speeds (V max.) 120 locomotive.
39. Different ways of applying Emergency Brakes and Releasing 121-124 Train sets generally have rigid couplers instead of the flexible ones often used on locomotive-
hauled trains. That means brakes/acceleration can be more quickly applied without an excessive
40. Procedure for Battery Reset 124-125 amount of jerk experienced in passenger coaches.
41. Vigilance Control Device 126-128 The most important advantage of high-speed train set is the weight reduction effect. In this,
42. Bell codes 129-130 the traction system equipment is distributed over a train-set, and attractive axles throughout the train-
set can obtain the required attractive effort without executing a heavy axle load. As a result, the
43. joint brake test 130-131 maximum axle load is reduced.
44. Differences between Version 1 & Version 2 Train 18 rakes 132 Train sets are the best vehicle solution for suburban and regional passenger operation and for
45. Pneumatic system ( AAC & MAC pressure creation) 133-136 high-speed trains as well. It has been decided to Manufacture World Class Train-sets in India.
Integral Coach Factory (ICF), Chennai has been chosen as the hub to ‘‘Make in India’’ World Class
46. Brake system 137-147 Train-sets at Half the Manufacturing cost compared to the same if imported. As ICF could make one
47. Air Spring system in Train 18 148-149 such Train-set in 2018 therefore project is code named as Train-2018.
The Train-18 is semi-high Speed (160 Kamp) Multiple Unit Train-set with quicker
48. Troubleshooting of MR & BP problems 150-155
acceleration and contemporary passenger amenities. It offers both comfort and pace to the passengers
49. Electrical failures 155-158 and suitable to fit the bill of replacing intercity express trains which have travel time in six-hour
range. All coaches are chair car type for day travel. The most prominent feature is that all coaches are
50. Fire detection system 159
inter-connected by fully sealed gangways so that passengers can move from one coach to other
51. Shunting Panel 160-161 comfortably.
52. Automatic Door system 162-167
53. Train set – 18 Bogie 168-169
54. Passenger information system (PIS) 170-172
55. Main Communication Panel 173-186
56. CCTV cum TMR’s Display Unit 187-191
57. Centralized Coach Monitoring System (CCMS) 189

Technical Data of TRAIN SET 18 (VANDE BHARAT) Traction motor Current max. 175ACont.
Particulars Details DC Link voltage 1800VDC
Track gauge 1,676 mm Traction Motor speed 1950 – 3340 RPM
Length of car-body (Over Coupler) 24000 mm Transformer Secondary output voltage 950
Width of car-body 3240 mm Transformer Secondary output Current 630ACont.
Car height above top of rail 4140 mm Transformer Primary power 2550
Number of Coaches in Basic Unit 4 car per basic unit Transformer Secondary output Current 950 v
DTC-TC-MC-TC (End BU) Auxiliary Power
NDTC-MC-TC-MC (Middle BU) AC-1 275 KVA
Train formation 16 coaches- 4 BU per train AC-2 235 KVA
8 coaches- 2 BU per train Technology IGBTTraction&Aux.converter
% Motoring 50% OHE Voltage 25 KV
Maximum test speed 176 kmph OHE Normal range 19 KV to 27.5 KV
Maximum service speed 160 kmph OHE Min Voltage 16.5 KV
Wheel diameter OHE Max. Voltage 29.5 KV
New 952 mm +0.5mm Cut OFF Voltage Below16KV & Above 30 KV
Last profile 896 mm +0.5mm
Frequency 46 Hz to 54 Hz
Condemnation dia 877 mm
Max TE 800 KN
Axle load 17T
Maximum EP Braking effort during 1082.2 KN
Wheel base 2700 mm Emergency
No. of teeth in main gear 98 Maximum Braking effort with full service 866.5 KN
No. of teeth in pinion 19 ED+EP brake
Gear ratio 19:98 ( 5.157 ) Regenerative Braking Effort 94 kn/Motor car
Average acceleration from 0-40 kmph 0.8 m/sec2 Battery Lithium-ion-Phosphate - 3X228 AH
Deceleration 0.8 m/sec2 RMPU in each coach 2 Units
Jerk rate 0.7 m/sec3 Normal Light in coaches 110 VDC
Time for 0-100 kmph 50 seconds ( 16 car rake ) Emergency Light in coaches 110VDC
Time for 0-130 kmph 85 seconds ( 16 car rake ) Holding brake and rollback control Available
Time for 0-160 kmph 182.2 seconds ( 16 car rake ) Cruise Control (Constant speed operation) Available
Ambient temperature Max = 50o C Main Air Compressor scheduling control Available
Min = -5o C Available
Event recording
Traction motor Fully suspended 3 Phase AC induction motor Available
EMU Remote Monitoring System
3phase InductionMotors
Tractionmotortypeno.TME49-35- TCMS(Train control &Management Available
4fromTSA(TraktionsSystemeAustria) system)
Traction motor capacity 210KW ( Continuous) Wheel slip and slide control Available
Traction motor voltage max. 1430 V Load weighing measurement for coach Available
Emergency braking distance values (EBD) SALIENT FEATURES

Speed/Mode FS with ED+EP FS from Auto brake Emergency Brake 1) The train set manufactured by ICF, Chennai is a semi-high speed (160 Kmph) Multiple Unit
100 to 0 kmph 516 mts 419 mts 392 mts Train-set.
2) It has quicker acceleration ability and contemporary passenger amenities.
130 to 0 kmph 858 mts 696 mts 654 mts
2 2 2 3) It offers both comfort and pace to the passengers.
Effective deceleration 0.8 m/s 1.05 m/s 1.15 m/s
4) It replaces intercity express trains which have travel time in six hours range.
Weight of the formation 5) All coaches are of chair car type for day travel and 180 degree revolving seats at Executive
Class.
Weight of the No of No of
Coach Total weight Total weight 6) Stainless steel car body with continuous window glasses for contemporary modern look.
coach coaches coaches
category (Tones) (Tones) 7) All coaches are inter-connected by fully sealed gangways so that passengers can move from
(Tones) 16 car 8 car
one coach to other with ease.
DTC 59.2 2 118.4 2 118.2
8) All propulsion equipments are shifted from onboard to under-slung. All power components
MC 66 8 528 4 264 such as line & traction converters, auxiliary converter, air compressor, battery box, battery
charger, brake chopper resister are mounted under the frame.
TC 64 4 256 2 128
9) It is provided with automatic plug type doors with retractable foot step which opens and closes
NDTC 59 2 118 -- -- by operating opening & closing switches by Guard or by ALP at the stations.
1020.4 510.2 10) To make the travel more joyful, all coaches of the train are provided with on-board Wi-Fi,
infotainment and GPS based Passenger Information System (PIS) which keeps the passengers
Passenger capacity informed about the travel status.
16 Car formation 8 Car formation 11) All coaches have one on-board mini pantry.
Type of Passengers No. of 12) Special provisions in DTC (Driving Trailer Coach) for persons with disability and place for
No. of coaches Total for 8
coach Per coach coaches for Total for 16 wheel chair and special lavatory.
for 8 car car
16 car car formation 13) The train has plush interiors and diffused LED lighting.
formation formation
formation
14) The toilets of these coaches are fitted with zero discharge vacuum based bio-toilets and touch
DTC 44 2 88 2 88 free fittings.
NDTC (EC) 52 2 104 Nil - 15) All coaches are air-conditioned including driving cab.
MC 78 8 624 4 312 16) Equipped with improved mechanical couplers and modern bolster-less design bogies with fully
suspended traction motors, pneumatic secondary suspension and anti-roll bar.
TC 78 4 312 1 78
17) The brake system is of Electro Pneumatic (EP brakes) type with brake discs mounted directly
1 TC as EC 52 on wheel, which reduces the braking distance, so that full speed potential of the train can be
harnessed.
TOTAL 1128 530
18) Motor Coach is equipped with Four Fully Suspended Traction Motors.
8th and 9th coach from any end
of the formation is Executive 19) The Train-18 has 50% Powering i.e. every alternate coach is powered
class coach for 16 car 20) All Propulsion equipments are under slung, leaving the on-board space for passengers.
formation 21) All coaches are of chair-car type (Executive Class as well as Second Class)
22) Ergonomically designed Adjustable Cushioned Seats and comfortable knee room (leg space)
23) Panoramic View from Driver’s cab
24) Separate Air Conditioner for Driver’s Cab

25) PA system for announcement to passengers Abbreviations

26) Emergency Call/Talk back from Passengers S.No. Acronym Description
27) Digital Train running Informatics 1) AAC Auxiliary Air Compressor
28) Cruise Control system for running train in a constant speed. 2) AC Alternating Current
29) Private access from Driver’s Cab to Passenger area so that Pilots can use Toilets in Coaches 3) ACU Auxiliary converter Unit
without leaving the Train 4) ADC Analog to Digital Converter
30) Enhanced Safety Features for Drivers Cab in case of collision 5) AIP Analog Input
31) Centre Buffer Coupler at leading end to haul the rake in case of transit or break down. The 6) ALC Auxiliary Line converter Control
coupler is covered with FRP cover which is to be removed for couple with Locomotive. 7) ATC Auxiliary Traction Converter
32) Semi Permanent coupler in between coaches(Dellner make) 8) AWS Auxiliary warning system
9) ANM Ambient Noise Measurement
10) AOP Analog Output
11) BC Brake Cylinder
12) BCH Brake Chopper
13) BCP Brake Cylinder Pressure
14) BCS Battery Charging System
15) BD Battery Direct
16) BE Braking effort
17) BECU Brake Electronic Control Unit
18) BN Battery Normal
19) BU Basic Unit
20) CAN Controlled Area Network
21) CCU Coach Control Unit.
22) CRW Panel Crew Rear Wall panel
23) DC Direct Current
24) DCLV DC Link Voltage
25) DCS Key Key Driver control Switch Key
26) DE Driving End
27) DIP Digital Input
28) DMC Data Management Computer
29) DOP Digital Output
30) DPRAM Dual Port Random Access Memory
31) DSP Digital Signal Processor
32) DTC Driving trailer coach
33) EBCU Electronic Brake Control Unit
34) EBL Emergency Brake Loop
35) EBU End Basic Unit
S.No. Acronym Description S.No. Acronym Description

36) ECN Ethernet Consist Network 72) LTCU Line and Traction Converter Computer
37) ED Electro Dynamic 73) LWS Load weighing System
38) EEPROM Electrically Erasable and Programmable Read Only Memory 74) MAE Medha AC-EMU
39) ELD Earth Leakage Detector 75) MBU Middle Basic Unit
40) EMU Electrical Multiple Unit 76) MC Motor Coach
41) EBL Emergency Brake Loop 77) MCB Miniature Circuit Breaker
42) EOL Emergency Off Loop 78) MCH Master Control Handle
43) EP Electro pneumatic 79) MCU Main Control Unit
44) ETB Ethernet Train Backbone 80) MMI Man Machine Interface
45) EPCC Enhanced Passenger comfort computer 81) MSDPL Medha Servo Drives Pvt. Ltd.
46) EPCU Enhanced Passenger comfort unit 82) MU Multiple Unit
47) ERCU Earth Return Current Unit 83) MVB Multifunction Vehicle Bus
48) ETB Ethernet Train Backbone 84) NDE Non Driving End
49) EWP End Wall Panel 85) NDTC Non Driving Trailer Coach
50) FDP Fault Data Pack 86) NVRAM Non Volatile Random Access Memory
51) FQC Four Quadrant Converter 87) PA Public announcement
52) GCRW panel Guard Crew Rear Wall Panel 88) PA PIS Passenger Announcement and Passenger Information System
53) GDPS Gate Drive Power Supply 89) PC Personal Computer
54) GPS Global Positioning System 90) PCC Passenger comfort computer
55) HCD Head Code Display 91) PCU Passenger Control Unit
56) HMM Head code manual mode route selection Unit 92) PECU Passenger Emergency Communication Unit
57) HWTL Hard Wired Train Line 93) PIS Passenger Information System
58) HSCB High Speed Circuit Breaker 94) PLL Phase Locked Loop
59) IC Inter Communication 95) PS Power Supply
60) ICD In-Coach Display 96) PWD Person with Disability
61) ICF Integral Coach Factory, Chennai 97) PWM Pulse Width Modulation
62) IEC International Electro technical Commission 98) RAM Random Access Memory
63) IGBT Integrated Gate Bipolar Transistor 99) RDM Rescue Drive Mode
64) IV Inter Vehicular 100) RDSO Research Development and Standards Organization
65) LC Line Converter 101) RMPU Poof Mounted Package Unit
66) LCC Line Converter Computer 102) RMS Remote Monitoring System
67) LCD Liquid Crystal Display 103) RPM Revolution per Minute
68) LED Light Emitting Diode 104) SDB Side Display Boards
69) LIC Line Inverter Computer 105) SDBD Side Destination Board Display
70) LRMS Locomotive Remote Monitoring System 106) TC Trailer Coach
71) LTC Line and Traction Converter 107) TCMS Train Control and Management System

S.No. Acronym Description Comparison between loco hauled trains and Train-set 18
108) TCN Train communication network S. No. Loco hauled Train Train set
109) TE Tractive Effort 1) Conventional train is hauled by a locomotive Distributed power i.e., traction units or
110) TFT Thin Film Transistor attached at the end of train formation. propulsion systems are distributed over the
train formation.
111) THD Total Harmonic Distortion
112) TIC Traction Inverter Computer 2) Reversal requirements at terminals. No reversal requirement at terminals.
113) TM Traction Motor 3) Sluggish acceleration and deceleration. Quick acceleration & deceleration.
Reduction in travel time.
114) TSA Traction system Austria
4) Inferior utilisation of platform lengths as Better utilisation of platform space as
115) UIC InternationalUnionofRailways
locomotive takes up some length. locomotive is not required.
116) UPF UnityPower Factor
5) Concentrated weight in locomotive. Higher Uniform weight distribution. Lower coupler
117) USB UniversalSerial Bus coupler forces. forces.
118) VCB VacuumCircuitBreaker 6) Requires higher capacity mechanical coupler Because of distributed power semi-
119) VVVF VariableVoltageVariableFrequency resulting in jerks. permanent coupler can be used which is jerk
120) WTB Wiretrain bus free.
7) No redundancy Redundancy
CONFIGURATION OF TRAIN-18
One basic unit of 4-car unit is the building block for Train 18 rake formation. Each basic unit
consists of one Driver Trailer Coach (DTC) at the end, two Motor Coaches (MC) and one Trailer
Coach (TC).
Each middle basic unit consists of Non driving Trailer Car (NDTC), two motor car (MC) and
one Trailer Car (TC). Four such basic units are coupled together to form one rake of 16 cars:
End basic unit is DTC+ MC1+ TC + MC2
DTC MC1 TC MC2
Middle basic unit is - NDTC+MC1+TC+MC2
NDTC MC1 TC MC2

Where,
DTC : Driving Trailer Coach
MC : Motor Coach
TC : Trailer Coach
NDTC : Non-Driving Trailer Coach
Propulsion Systems: DRIVING TRAILER COACH (DTC)

Train-18 is being provided with IGBT based Energy Efficient 3 Phase Propulsion system and It is a non-powered vehicle with a driver cab at one end. The driver cab is furnished with a
Regenerative braking. In each Basic Unit of Four Cars, there will be Two Motor Coaches (MCs) and pre-fabricated driver desk. All driving operations are possible from driver desk. Feedback from all
Two Trailer Coaches (2 TCs or TC and DTC). system in all the coaches / basic units is available for viewing on the driver desk. For this 10.4” touch
based TFT display is provided on driver desk for showing combined status.
Formation of Rake (16 coaches) Version 2 : 4 X 4 Basic Units - Each Basic Unit An illuminated indication panel is provided for important driving related information for
quick viewing by Loco Pilot. Various gauges are also provided on driver desk for knowing MR, BP,
with Four Cars BC and AR pressure. The driver will also be able to control the Passenger Information System (PIS)
from the driver desk.
It also consists of battery box, battery charger and compressor mounted under-slung. Rest of
the DTC apart from the driver cab is passenger saloon area which consists of pantry, RMPU control
unit, mono block pump controller, CRW (Crew Rear Wall), GCRW (Guard Crew Rear Wall) panel
and various end wall panels. It is an air-conditioned coach. All passenger comfort related load can be
controlled by driver from driver cab.
Train Control & Management System (TCMS) controls the automatic doors, sliding footsteps
and brake functioning. Ethernet backbone with redundancy is provided for the train communication
network.
DTC external view DTC cab internal view
DTC cab internal view

Equipment in DRIVING TRAILER COACH (DTC): 5. PB Governor

Equipment in B02
I. Front side of DTC
1) LED Marker white & Red Lights, 1. STV-200 for Auto brake application to coach
2) LEDFlasher Lights and control unit, 2. EPIC1 and EPIC-2 for isolation of EP brake to individual Bogie.
3) LEDHead Light Equipment in B07
4) Wiper, 1. MR pressure Gov for Traction Cut off during MR pressure drops to 7.0 Kg/Cm2.
5) FRP Cone cover 2. BP pressure Gov for Traction Cut off during BP pressure drops to 3.5 Kg/Cm2.
6) Cattle Guard
7) CBC coupling BP and MR pipes with Angle cocs IV. Under truck ( Battery system related)
1) Battery Box with Battery charger
II. Back side of cattle guard 2) BD MCB inside battery box.
1) Additional BP & MR COCs
2) Wiper water tank with filling caps in both sides. IV. Under truck ( Water related)( Common in each coach)
1) Water Tank with 1100 lts.
I. Under truck ( Common in each coach) 2) 2 pumps to lift the water to Toilets and Pantry.
1) BO-BO type Bolster less bogies -2 Nos. 3) Under Toilet: 20 Lts Reservoir for Vacuum based operation Toilet.
II. Under truck ( Air spring related)( Common in each coach) V. Under truck ( Door related)( Common in each coach)
1) 2 End pneumatic skids (LB) with Air spring 50 lts spur Reservoirs. 1) Under frame of every door: Air supply Cock for every door for its operation.
2) One LB panel near each truck ( In each LB panel: Bogie Air spring isolation cock, Air spring
Gov &BC pressure Gov). VI. Under truck ( Electrical related)( Common in each coach)
3) 75 Lts Air spring Reservoir 1) Isolation Transformer for supply 230 V and 110 V single Phase Supply to that coach pantry
loads, Toilet loads and Charging Sockets.
III. Under truck ( Pneumatic system related) 2) Cable Junction Box,
1) MAC with attached Air dryer
2) MAC safety valve: 12.0 Kg/cm2. V. Inside of DTC
3) CIC: Main Compressor isolation cock 1) LP desk with 3 sections
4) MR Tank: 200 lts with Auto drain valve a) Section “A” with 10 panels
b) Section “B” with 5 panels.
III. Under truck ( Brake system related)( Common in each coach) c) Section “C” with 4 buzzers
1) Disc brakes on all wheels with individual brake cylinder. 2) CRW (cab rear wall) panel,
2) Wheel No. 1,4,5,8 provided with parking brake with manual release lever. It consists CCU'S, LRMS, TPWS, ECN Switches, MCB's, Relays & contactors,
3) One Bogie brake isolating cocks-2 at the side of each LB panel (Total 2 Bogie isolating 3) GCRW (Guard cab rear wall) panel,
COCs). It consists PCU'S, EBCU's, CCTV NVRs, CCTV Ethernet Switches MCB's, Relays
4) 75 liters MR tank(AR) &contactors,
5) Middle Pneumatic panel with 5 Boxes. BCU, B01, B02 ,B07, BCU ( BCU: 1 for Bogie 1 & 4) EWP (End wall panel)- TBs, MCBs, MPCB,
BCU-2 for Bogie-2).
Equipment in each BCU (Brake control unit): VI. Inside Passenger saloon of DTC
1) Passenger seating capacity 44
1. EP brake Application magnet valve (AMV) and Holding magnet valve (HMV). 2) Reading lights,
2. Emergency Magnet valve. 3) mono block pump controller,
3. Brake Relay Valve. 4) Passengerinformation system (HCD,ICD, SDB, speaker, ANM, PECU,MMI, CCTV),
4. Double Check valve. 5) Saloon &GangwayLights,
Equipment in B01 6) Roof Mounted AC Package Unit (RMPU),
1. Parking Brake Solenoid valve with Release and Application Plungers. 7) Mini Pantry Items.
2. PB isolation COCK VII. On Roof of DTC
3. Air spring Air isolation Cock for Coach 1) Driver’s Cab Air Conditioning Unit,
4. MR pressure Isolation cock for Brake system and Parking brake 2) RMPU unit
VIII. Outside of DTC COCs).

Earth Return Current Unit (ERCU), 2) 75 liters MR tank(AR)
3) Middle Pneumatic panel with 5 Boxes. BCU, B01, B02 ,B07, BCU ( BCU: 1 for Bogie 1 &
MOTOR COACH (MC)
BCU-2 for Bogie-2).
Motor coach is a powered vehicle with four axles each equipped with a 3 phase asynchronous
Traction Motor (TM). Traction motors are fully suspended i.e. traction motor weight is not loaded on Equipment in each BCU ( Brake control unit):
to the wheel directly. This reduces the un-sprung mass, resulting in better ride comfort. 5. EP brake Application magnet valve (AMV) and Holding magnet valve (HMV).
The motor coach consists of two Lines and Traction Converter unit (LTC), one for each bogie 6. Emergency Magnet valve.
mounted under-slung. Brake chopper resistor is also mounted under-slung. Transformer secondary 7. Brake Relay Valve.
cable for both LTCs unit (from power transformer) comes from trailer coach via under-slung 8. Double Check valve.
mounted IV coupler. Equipment in B01
It also consists of passenger saloon area, pantry, RMPU, mono block pump controller,
6. Parking Brake Solenoid valve with Release and Application Plungers.
electrical cabinet and various end wall panels. It is an air-conditioned coach.
7. PB isolation COCK
8. Air spring Air isolation Cock for Coach
9. MR pressure Isolation cock for Brake system and Parking brake
10. PB Governor
Equipment in B02
3. STV-200 for Auto brake application to coach
4. EPIC1 and EPIC-2 for isolation of EP brake to individual Bogie.
Equipment in B07
3. MR pressure Gov for Traction Cut off during MR pressure drops to 7.0 Kg/Cm2.
4. BP pressure Gov for Traction Cut off during BP pressure drops to 3.5 Kg/Cm2.
ECC panel in MC
V. Under truck ( Water related)( Common in each coach)
4) Water Tank with 1100 lts.
Equipment in MOTOR COACH 5) 2 pumps to lift the water to Toilets and Pantry.
I. Under truck( Common in each coach) 6) Under Toilet: 20 Lts Reservoir for Vacuum based operation Toilet.
1. BO-BO type Bolster less bogies -2 Nos.
VI. Under truck ( Door related)( Common in each coach)
II. Under truck ( TM & LTC Related ): 2) Under frame of every door: Air supply Cock for every door for its operation.
1. Fully suspended Traction Motors 2 Nos each Bogie (Total 4 Nos.).
VII. Under truck ( Electrical related)( Common in each coach)
2. TM Gear case oil gauges (total 4 Nos).
1) Isolation Transformer for supply 230 V and 110 V single Phase Supply to that coach pantry
3. Line and Traction Converter (LTC)-2 Nos,
loads, Toilet loads and Charging Sockets .
4. Brake Chopper Resistor,
2) Cable Junction Box,
5. 2 No. of DC Link Earthing Switch in one box ( common for Both LTCs),
6. Water level Indicator( Back of LTC). VIII. Inside Passenger saloon of MC
7. Jumper Couplers (Power Couplers), 1) Passenger seating capacity 78
8. Power Coupler Junction Box, 2) ECC (Electrical cubical)-It consistsMCUS, EBCUS, MCB, Relays & contactor,
9. Inter-Vehicular (IV) couplers, 3) EWP (End wall panel)- Terminal Blocks &MCBs,TBs, MCBs, MPCB,
4) Reading lights,
III. Under truck ( Air spring related)( Common in each coach) 5) Mono block pump controller,
1) One LB panel near each truck ( In each LB panel: Bogie Air spring isolation cock, Air spring 6) Passenger information system (ICD,SDB, speaker, ANM, PECU),
Gov & BC pressure Gov).
7) CCTV,
2) 75 Lts Air spring Reservoir 8) Saloon &Gangway Lights,
IV. Under truck ( Brake system related)( Common in each coach) 9) RMPU control unit,
1) One Bogie brake isolating cocks-2 at the side of each LB panel (Total 2 Bogie isolating 10) Mini PantryItems,

11) Power supply socket junction box for external 415 V AC,
8) Pump controller, Mono blockpump TRAILER COACH (TC)
IX. On Roof of MC Trailing coach has the pantograph for current collection, vacuum circuit breaker and HV
1) Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU) isolator mounted on the roof. For operation of the 16 car, two pantographs will be used.
It also consists of auxiliary converter unit and power transformer mounted under-slung.
X. Outside of MC Power to LTC units of both motor coaches is distributed from same power transformer. Auxiliary
1) Earth Return Current Unit (ERCU), converter feeds the total load of four coaches.
It also consists of passenger saloon area, pantry, RMPU, mono block pump controller,
electrical cabinet and various end wall panels. It is an air-conditioned coach.
Pantograph on Trailer Coach RMPU on Trailer Coach
Equipment in each BCU ( Brake control unit):

1. EP brake Application magnet valve (AMV) and Holding magnet valve (HMV).
2. Emergency Magnet valve.
3. Brake Relay Valve.
4. Double Check valve.
Equipment in B01
1. Parking Brake Solenoid valve with Release and Application Plungers.
2. PB isolation COCK
5. PB Governor
Equipment in B02
Equipment in B07
Equipment in TRAILER COACH: 6. BP pressure Gov for Traction Cut off during BP pressure drops to 3.5 Kg/Cm2.
I. Under truck ( Common in each coach) VI. Under truck ( Water related) ( Common in each coach)
1. BO-BO type Bolster less bogies -2 Nos. 1) Water Tank with 1100 lts.
II. Under truck ( Transformer & APC Related ): 2) 2 pumps to lift the water to Toilets and Pantry.
1. Main transformer tank with Main Transformer and 6 Secondary transformer windings 3) Under Toilet: 20 Lts Reservoir for Vacuum based operation Toilet.
2. Oil level Gauge VII. Under truck ( Door related) ( Common in each coach)
3. Oil Circulating pump for Transformer 1) Under frame of every door: Air supply Cock for every door for its operation.
4. Radiator with 2 oil cooling Blower
10. Oil Pressure relief valve VIII. Under truck ( Electrical related) ( Common in each coach)
11. Auxiliary Converter Unit (ACU) with cooling blower. 1) Isolation Transformer for supply 230 V and 110 V single Phase Supply to that coach pantry
12. Jumper Couplers (Power Couplers), loads, Toilet loads and Charging Sockets .
13. Power Coupler Junction Box, 2) Cable Junction Box,
III. Under truck ( Pneumatic Related ): IX. Inside Electrical panel of TC
1. Oil free MCPA with RS reservoir 20 lts. 1) Primary Current Transformer,
2. Panto,VCB air supply isolation cocks 2) Return Current Transformer.
3. MCPA Governor 3) Grounding switch.
4) AAC switch
IV. Under truck ( Air spring related) ( Common in each coach) 5) BD lights control switch
1) One LB panel near each truck ( In each LB panel: Bogie Air spring isolation cock, Air spring 6) RMPU1 Man ON
Gov & BC pressure Gov). 7) RMPU2 Man ON
2) 75 Lts Air spring Reservoir 8) EMY OFF push button switch
V. Under truck ( Brake system related) ( Common in each coach) 9) EMY Brake push button switch
1) One Bogie brake isolating cocks-2 at the side of each LB panel (Total 2 Bogie isolating 10) Local Pnato up Illuminated push button switch
COCs). 11) Local VCB ONIlluminated push button switch
2) 75 liters MR tank(AR) X. Inside Passenger saloon of TC
3) Middle Pneumatic panel with 5 Boxes. BCU, B01, B02 ,B07, BCU ( BCU: 1 for Bogie 1 & 1) Passenger capacity 78
BCU-2 for Bogie-2). 2) ECC (Electrical cubical)-It consists EPCU'S, EBCU'S, MCB's, Relays & contactors,

3) EWP (End wall panel) - Terminal Blocks & MCBs, TBs, MCBs, MPCB, II. Under truck ( Air spring related) ( Common in each coach)
4) Reading lights mono block pump controller, 1) 2 End pneumatic skids (LB) with Air spring 50 lts spur Reservoirs.
5) Passenger information system (ICD, SDB, speaker, ANM, PECU), CCTV, Saloon & 2) One LB panel near each truck ( In each LB panel: Bogie Air spring isolation cock, Air spring
Gangway Lights, Gov &BC pressure Gov).
6) RMPU control unit, 3) 75 Lts Air spring Reservoir
7) Mini Pantry Items, Power supply socket junction box for external 415 V AC, HT cable,
I. Under truck ( Pneumatic system related)
8) Pump controller, Mono block pump.
1) MAC with attached Air dryer
XI. On Roof of TC 2) MAC safety valve: 12.0 Kg/cm2.
1) Pantograph with insulator, 3) CIC: Main Compressor isolation cock
2) Vacuum Circuit Breaker (VCB), 4) MR Tank: 200 lts with Auto drain valve
3) Earthing switch for VCB (Roof),
III. Under truck ( Brake system related) ( Common in each coach)
4) AC Surge Arrester / Lightning arrester, 1) Disc brakes on all wheels with individual brake cylinder.
5) Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU) 2) Wheel No. 1,4,5,8 provided with parking brake with manual release lever.
6) Potential Transformer 3) One Bogie brake isolating cocks-2 at the side of each LB panel (Total 2 Bogie isolating
7) Roof line VCB COCs).
8) Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU) 4) 75 liters MR tank(AR)
XII. Outside of TC 5) Middle Pneumatic panel with 5 Boxes. BCU, B01, B02 ,B07, BCU ( BCU: 1 for Bogie 1 &
1) Earth Return Current Unit (ERCU), BCU-2 for Bogie-2).
Equipment in each BCU( Brake control unit):
NON DRIVING TRAILER COACH (NDTC) 1. EP brake Application magnet valve (AMV) and Holding magnet valve (HMV).
It is similar to DTC except driver related interface. It also consists of battery box, battery 2. Emergency Magnet valve.
charger and compressor mounted under-slung. It also consists of passenger saloon area which
3. Brake Relay Valve.
consists of pantry, RMPU control unit, mono-block pump controller, CRW, GCRW panel and
various end wall panels. It is also an air-conditioned coach. various end wall panels. 4. Double Check valve.
All coaches are provided with LED displays for passenger information/ announcement Equipment in B01
system. Each passenger has a power socket for mobile charging. The interior lighting is of LED with 1. Parking Brake Solenoid valve with Release and Application Plungers.
direct light as well as diffused lighting. Reading LED lights are provided in the luggage rack. 2. PB isolation COCK
5. PB Governor
Equipment in B02
Equipment in B07
2. BP pressure Gov for Traction Cut off during BP pressure drops to 3.5 Kg/Cm2.
II. Under truck ( Battery system related)
1) Battery Box with Battery charger
NDTC Panel 2) BD MCB inside battery box.
IV. Under truck ( Water related) ( Common in each coach)
Equipment in NON DRIVING TRAILER COACH (NDTC): 1) Water Tank with 1100 lts.
I. Under truck( Common in each coach)( Common in each coach) 2) 2 pumps to lift the water to Toilets and Pantry.
1) BO-BO type Bolster less bogies -2 Nos. 3) Under Toilet: 20 Lts Reservoir for Vacuum based operation Toilet.
V. Under truck ( Door related) ( Common in each coach) doors remain closed till the train stops at the next station and eliminate chances of passengers
1) Under frame of every door: Air supply Cock for every door for its operation. detraining from the moving train.
VI. Under truck ( Electrical related) ( Common in each coach)
SLIDING DOORS (TRANSIT DOORS)
1) Isolation Transformer for supply 230 V and 110 V single Phase Supply to that coach pantry
Interior sliding doors serve to separate the boarding area of the carriage from the seating area with
loads, Toilet loads and Charging Sockets.
advantages of the solution: reliability and comfort of operation. The interior door can be controlled
2) Cable Junction Box,
either by a radar signal when the person approaches or by pressing a button on the door. In case of
VII. Inside Passenger saloon of NDTC power failure, the doors are freely movable manually or in case of emergency, the door is
9) Passenger seating capacity 44 disconnected from the power supply when emergency button is pressed and is freely movable
10) Reading lights, manually.
11) mono block pump controller,
12) Passengerinformation system (HCD,ICD, SDB, speaker, ANM, PECU,MMI, CCTV), GANGWAYS
13) Saloon &GangwayLights, The gangway is the flexible part of the train, allowing the relative movements between the Coaches
14) Roof Mounted AC Package Unit (RMPU), and offering passengers a secure and comfortable passageway.
15) Mini Pantry Items.
VIII. On Roof ofN DTC
1. RMPU units
IX. Outside of NDTC
Earth Return Current Unit (ERCU),
TE & Regenerative Braking Effort and Total Braking Effort (including EP Brake) for
maximum braking operation for 16-car rake
PERMANENT COUPLER
The Front Driving Coaches (DTCs) has CBC couplers and the in between coaches have permanently
coupled with Semi-permanent couplers.
PLUG DOORS (ENTRY DOORS)

Automatic plug door includes locking and opening mechanism is a sophisticated system in which the
coach doors shall remain closed whenever the train starts from Railway station. Similarly, these

DRIVER DESK LAYOUT EQUIPMENT

Dfferent sections of LP Desk Section “A” of LP desk consists of 10 Panels
LP Desk is provided in driver cab for user interface. Allequipment such as switches, lamps, master
controller, DDU, PIS interface which are required for LP interfaceare mounted on LP desk. Layouts Panel “1” of Section “A”
of equipment aregiven in below sections. LPdesk is for Loco Pilot and guard. The left-handside of
the Loco Pilot’s cab is the workstation for the Loco Pilot. The operation switches, lamps, gauges
displayswitch are used Loco Pilot during driving are provided infront of Loco Pilot. The right-hand
side is designed forthe ALP/guard.
3 4 5 6 7 8
SECTION-A 2 9
1 10
SECTION-B
SECTION-C 1 Cab light ON/OFF switch ( Short Lever)

2 Cab Emergency light ON/OFF switch ( Short Lever)
3 LP side spot light switch ( Short Lever)
4 Head Light switch (OFF, Bright & Dim) ( Long Lever)
5 Battery Voltmeter test switch
6 Wiper control switch ( Long Lever)
7 Battery Voltmeter
Panel “2” of section “A” Panel “3” of section “A” Panel “4” of section “A”
Gauges Main Display Panel TCAS Panel
MR & BP Gauge DDU Driver Display Unit Train Collision Avoidance

BC & AR Gauge System
Panel “5” of section “A”

Speedometer
extinguishes.
3. Emergency Brake 1) Normally Extinguished condition
(Red) 2) Glows when Emergency Brake is applied
I. By LP
a. BCH to emergency
b. MCH moving to Emergency
c. Emergency stop pressing button pressing LP side
Speedometer II. By ALP.
a. By opening ALP emergency brake
b. Emergency stop pressing button pressing ALP side
Panel “6” of section “A” III. VCD penalty apples.
1st Row IV. TCAS emergency brakes applied in TCAS section.
1 Not all Panto UP (Yellow) V. Over speed
2 Not all VCB closed (Yellow) VI. If any 2 EBL loops triggered
3 Emergency Brake (Red) 4. Emergency OFF (Red) 1) Normally Extinguished.
4 Emergency OFF (Red) 2) Glows when Emergency OFF push button is pressed on LP
2nd Row side.
5 Minimum 1 Parking Brake Applied (Red) 5. Minimum 1 Parking 1) Extinguished when Parking Brakes are released
6 Minimum 1 Air Spring Applied (Yellow) Brake Applied (Red) 2) Glows when Parking Brakes are applied.
7 Minimum 1 Brake Applied (Red) 6. Minimum 1 Air Spring 1) Extinguished when all Air spring pressures are normal.
8 Minimum 1 Door opened (Red) Applied (Yellow) 2) Glows when any one Air spring is failed.
3rd Row 7. Minimum 1 Brake 1) Extinguished when all pneumatic brakes are released.
9 AC Fault (Red) Applied (Red) 2) Glows when Pneumatic brakes are applied or not released.
10 Spare 8. Minimum 1 Door 1) Extinguished when all doors are closed.
11 Minimum 1 VCB Closed (Blue) opened (Red) 2) Glows when all doors are opened or any one door is not
closed
12 RDM ( Rescue Driving Mode) (Blue)
9. AC Fault (Red) 1) Normally Extinguished.
4th Row
2) Glows when AC is not working.
13 OHE Available ( Green)
10. Spare
14 All Doors Closed ( Green)
11. Minimum 1 VCB 1) Extinguishes when all VCBs are in open position.
15 Single Unit operation ( Yellow)
Closed (Blue) 2) Glows when all VCBs closed or any one VCB is closed.
16 TCN ( Train Communication Network)
12. RDM ( Rescue Driving 1) Extinguishes while working train in normal mode.
Failure (Red)
Mode) (Blue) 2) Glows when working in RDM mode.
13. OHE Available 1) After raising panto if OHE available this glows
S.No. Lamp name Description
(Green) continuously.
1. Not all Panto UP 1) Glows immediately when Master key kept ON. 2) Extinguishes when panto is raised but OHE supply is not
(Yellow) 2) After raising all Pantos, this lamp extinguishes. available.
3) In case of one panto failure of corresponding mode, “NOT 3) While negotiating neutral section, this will extinguishes
ALL PANTO UP” lamp becomes blinking. when Panto comes under dead wire and again glows when
4) In case of two panto failure of corresponding mode, “NOT Pantocomes under live wire ( This can be observed only
ALL PANTO UP” lamp becomes ON. during low speeds).
2. Not all VCB closed 1) Glows immediately when Master key kept ON. 14. All Doors Closed 1) Glows continuously when all doors are closed.
(Yellow) 2) After closing all VCBs, this lamp extinguishes. (Green) 2) extinguishes when all doors are opened or any one door is
3) Out of 4 VCBs, when any one VCB is opened then this not closed
lamp glows.
15. Single Unit operation ( 1) Normally extinguishes.
4) While negotiating Neutral section, this lamp glows and
Yellow) 2) Glows only while driving with single basic unit.

16. TCN (Train 1) Normally extinguishes. Driving control switches of section “B”
Communication 2) Glows when TCN is failed.
Network) Failure (Red)
Panel “9” of section
Panel “7” of section “A” Panel “8” of section “A”
“A”
MCP ( Main Communication CC TV cum Guard Display ALP/Guard side BP

Panel) Unit Gauge
Panel “10” of section “A”
VCD RESET
1st Row
1. Push button switch for 1. For excahanging All Right Signal in Day or Night press this
Green Signal exchange button continuously.
(Green) 2. In leading DTC, LP or ALP to be pressed.
1 2 Push Button switches for Door open left side (Green) of passenger saloon. 3. In last DTC, TMR should press.
Both to be pressed at a time to open lefts side door after stopping train at 4. For excahanging All right signals, press ths button
schedule halt or when required continuously then Green light flickers in that DTC both LP
& ALP side.
2 2 Push Button switches for Door open Right side (Green) of passenger saloon. 2. Push button switch for 1. For excahanging Danger Signal in Day or Night press this
Both to be pressed at a time to open lefts side door after stopping train at Red Signal exchange button continuously.
schedule halt or when required (Red) 2. In leading DTC, LP or ALP to be pressed.
3 Door Enable Push Button switch (Yellow). Press this switch before closing the 3. In last DTC, TMR should press.
doors. Buzzer & announcement will come at every door. 4. For excahanging Danger signal, press ths button
4 Door Close Push Button switch (Blue). Press this switch to close all door of continuously then Red light flickers in that DTC both LP &
passenger saloon. ALP side.
3. “EMR OFF” 1. During Emergency LP can press this button.
5 RMPU ON Lamp (Yellow)
Emergency Off 2. After pressing this buton, All Pantos lowers (2 Nos.) and all
6 RMU Control switch rotating switch (Spring loaded)Off/ON Mushroom type push VCBs (4Nos.) will open in rake in 16 car rake. In 8 car rake,
button switch Panto lowers and both VCBs opens. Pos-3) 4. In POS-3, BU1 & BU6 Pantos raises.
3. BP pressure will not drop and train will not stop. 13. “HORN LOW TONE 1. This is an electrical switch for horn. Horns works with
4. To reset, rotate this switch in arrow direction. Again raise (D)” pneumatic pressure.
pano and close VCB. Horn Low tone (D) 2. For horn Low tone press this switch.
4. “VCD LAMP(D)” 1. This lamp glows during VCD warning when LP & ALP not Electrical push button 3. Horn will be sounding in Low tone as long as this switch is
VCD indication acknowledging VCD. switch pressed.
Lamp(D) 5th Row
nd
2 Row 14. “EMR BRAKE(D)” 1. This is Mushroom type Emergency Brake push button
5. “ATO Enable” 1. At present not in service. It is dummy now Emergency Brake switch.
6. “PANTO” 1. This is spring loaded switch for Panto Raising & lowering Mushroom type push 2. LP shold press this switch to stop the train in emergency.
Panto UP/DOWN spring 2. To raise the Pantos, move this switch to “UP” side & keep button 3. BP pressure will not drop.
loaded rotating switch for 2 to 3 seconds and leave it. 4. MR pressure admits in the Brake cylenders and train stops.
3. To Lower the Pantos, move this switch to “DOWN” side & 5. All pantos remains raise and all VCB remains close.
keep for 2 to 3 seconds and leave it. 6. To reset, rotate this switch in arrow direction.
4. Pantos raisng and lowering can be observed in DDU. 15. “PAS (ACK)” 1. Illuminated push button switch for ACP.
7. “Signal Bell (D)” 1. This is yellow colour illuminated push button switch. Passenger 2. During ACP inside the coaches, light glows inside this
Signal Bell (D) Push 2. Press this switch for bell code betweel LP & TMR Acknowledgement switch.
Button switch (Yellow) Illuminated Push button 3. After resetting the ACP, light extinguishes inside the switch.
3rd Row switch (Yellow) 4. To stop the ACP buzzer, Press this switch but light glows
8. “Flasher (D)” 1. This is yellow colour illuminated push button switch continuously. After resetting the ACP, press this switch
Illuminated push button (maintaining type). again then only light extinuishes inside this switch.
switch FOR Flasher light 2. Press this switch for Flaher light, Flasher light flickers and 16. “VCD ACK (D)” 1. For acknowledging VCD by Loco Pilot, press this switch.
Yellow light flicker inside the switch. VCD Acknowledgement
3. To stop the flasher light, press this switch again then Flasher (D)
light stops. 6th Row
9. “MC” 1. This is spring loaded switch for VCB Closing & Opening 17. “CRUISE CONTROL” 1. Yellow colour Illuminated push button switch for Cruise
MC ON/OFF spring 2. To Close the VCBs, move this switch to “ON” side & keep Cruise control control.
loaded rotating switch for 2 to 3 seconds and leave it. Illuminated push Bitton 2. To activate Cruise control, press this switch, light glows
3. To Open the VCBs, move this switch to “OFF” side & keep switch (Yellow) inside this switch as long as Cruise control is active.
for 2 to 3 seconds and leave it. 3. To deactivate Cruise control, press this switch again, light
4. VCBs Opening and Closing can be observed in DDU. extinguishes inside this switch.
10. “Horn High tone (D)” 1. This is an electrical switch for horn. Horns works with
Electrical push button pneumatic pressure. 18. “ENS” 1. Yellow colour Illuminated push button switch for ENS
switch 2. For horn High tone press this switch. Entering Neutral section operation.
3. Horn will be sounding in high tone as long as this switch is Illuminated push Bitton 2. When ENS switch is to be pressed by LP at 250M warning
pressed. switch (Yellow) board of every Neutral section. When ENS is activated,
4th Row Light flickers inside ENS switch.
11. “FAULT RESET” 1. This is blue colour illuminated push button switch to reset 3. After opening VCB of the last Basic unit, light extinguishes
Fault Reset Push Button any fault. inside ENS switch.
Switch (Blue) 2. All faults will be displayed in the DDU in the high priority
message area. And concerned icon colour also changes in 19. “VCD RESET” 1. Red colour push button switch for resetting VCD.
DDU. push button switch to 2. After VCD penalty action, press this switch to reset VCD
3. To reset the fault, press this button. reset VCD penalty.
12. “PANTO MODE” 1. This switch to select the required Pantos in the rake.
Panto selection rotating 2. In POS-1, BU1 & BU5 Pantos raises.
switch (Pos-1, Pos-2 & 3. In POS-2, BU2 & BU6 Pantos raises. Driving control switches of section “B”

ALP side operation Panel of section “B”
MCH
Min
Coast Min
Brake 00
FS Power
110
Brake 110
360
Max
Eme Power
Brake 450
450
Shunting operation Panel of section “B”
1) Mode selection Master Key ( Normal & Shunting)
2) TE/BE switch ( 33%, 67% & 100%)

1st Row
3) Direction selection switch ( FWD & REV) 1. “CAB LIGHT (G)” 1. Cab light rotating switch with OFF & ON positions
Cab Light rotating (OFF &
4) Speed limit Illuminated push button switch (Yellow) ON) switch ALP/Guard side
2. “LAMP TEST” 1. Blue colour push button switch.
5) Brake Push Illuminated Button switch (RED) Push Button switch for Lamp 2. To test all the lamps in all panels, press this swithch then
Test (Blue) light glows in all switches
3. “SPOT LIGHT (G)” 1. Spot light rotating switch with OFF & ON positions
6) Drive Illuminated Push Button switch (Green)
Spot light Rotating switch
ALP/Guard side (OFF /ON)
2. “EMR BRAKE (G)” 1. This is Mushroom type Emergency Brake push button
Emergency Brake Mushroom switch.
type ALP/Guard side 2. ALP shold press this switch to stop the train in emergency.
3. BP pressure will not drop.
4. MR pressure admits in the Brake cylenders and train stops.
5. All pantos remains raise and all VCB remains close.
6. To reset, rotate this switch in arrow direction.
Illuminated Push Button 3. In last DTC, TMR should press.

switch (ALP/Guard) 4. For excahanging Danger signal, press ths button
2nd Row continuously then Red light flickers in that DTC both LP &
3. Microphone spring loaded 1. Microphone spring loaded rotating Switch (TR & PA) ALP side.
rotating Switch (TR & PA) 15. “HORN HIGH TONE (G)” 1. This is an electrical switch for horn. Horns works with
4. “LIGHTS ON” 1. Lights spring loaded rotating Switch (50% & 100%) Horn High tone electrical pneumatic pressure.
Lights spring loaded rotating push button switch 2. For horn High tone press this switch.
Switch (50% & 100%) (ALP/Guard) 3. Horn will be sounding in high tone as long as this switch is
5. “MARKER LIGHT RED” 1. Marker Light “Red” rotating switch (OFF & ON) pressed.
Marker Light Red rotating 2. In On position Red marker lights will blink ( both LP & 16. “HORN LOW TONE (G)” 1. This is an electrical switch for horn. Horns works with
switch (OFF & ON) ALP side). Horn Low tone electrical pneumatic pressure.
3. In the last DTC, TMR should switch ON in Day and Night push button switch 2. For horn Low tone press this switch.
time. (ALP/Guard) 3. Horn will be sounding in Low tone as long as this switch is
6. “MARKER LIGHT 1. Marker Light “White” rotating switch (OFF & ON). pressed.
WHITE” 2. In On position “White” marker lights will glow steadily 17. “VCD ACK (G)” 1. For acknowledging VCD by Asst. Loco Pilot, press this
Marker Light White rotating (both LP & ALP side). VCD Acknowledge Push switch.
switch (OFF & ON) Button switch ALP side
3rd Row
7. “MCP MICROPHONE” 1. MCP Microphone to speak
8. “SIGNAL BELL” 1. This is yellow colour illuminated push button switch.
Section C
Signal Bell Push Button 2. Press this switch for bell code betweel LP & TMR.
switch (Yellow) Guard side
9. “TPWS” 1. This is Red colour lamp.
TPWS Emergency Brake 2. This will glow durin emergency brake application by
Lamp (Red) TPWS (Kavach).
10. “FLASHER (G)” 1. This is yellow colour illuminated push button switch
Flasher Light Push Button (maintaining type).
switch (Yellow) Guard side 2. Press this switch for Flaher light, Flasher light flickers and
Yellow light flicker inside the switch.
3. To stop the flasher light, press this switch again then
Flasher light stops.
11. “VCD LAMP (G)” 1. VCD Lamp(Red) ALP/Guard side
VCD Lamp(Red) ALP/Guard
side
12. “AGP MICROPHONE” 1. AGP Microphone
4th Row
13. “SIGNAL EXCHANGE 1. For excahanging All Right Signal in Day or Night press
LIGHT GREEN (G)” this button continuously.
Green Signal Exchange 2. In leading DTC, LP or ALP to be pressed.
Illuminated Push Button 3. In last DTC, TMR should press.
switch (ALP/Guard) 4. For excahanging All right signals, press ths button
continuously then Green light flickers in that DTC both LP
& ALP side.
14. “SIGNAL EXCHANGE 1. For excahanging Danger Signal in Day or Night press this
LIGHT RED (G)” button continuously.
Red Signal Exchange 2. In leading DTC, LP or ALP to be pressed.

Authentication Normal position particular Loco Pilot can able to energize

AUTO the rake
2. UV ISO (Under 2 (AUTO & ON) When Battery voltage drops bellow 86
Voltage) Normal position Volts, LP can turn to ‘ON’ position to
AUTO energize the rake and can work up to 77
Volts
3. BAL ISO (Brake 2 (AUTO & ON) When ‘MIN 1 BRAKE APPLIED’ lamp
Applied Loop) Normal position is glowing with all brakes in release
AUTO position, change this switch to ‘ON’
position and work
4. Cab selector switch 2 (LPT & HPT) Whenever cab is unable to occupy with
Normal position Master key in ON position then change
LPT this switch to HPT. Cab occupancy icon
will turn to High priority occupation.
5. EMERGENCY OFF 2 (AUTO & ON) Whenever emergency off switch is in
BYPASS Normal position reset position / unable to reset and
AUTO Emergency Off Lamp is not
extinguishing then operate this switch to
Crew Rear wall panel (CRW Panel): ‘ON’” position to energize the rake
6. Single unit operation
2 (OFF & ON) To energize only one separated basic unit
Normal position and for the movement, this switch to be
OFF operated to ‘ON’.
7. EBL BYPASS 2 (AUTO & ON) During Emergency Loops failure (LOOPs
(Emergency Brake Normal position icon will show in RED color in DDU),
Loop) AUTO ensure full formation availability (Train
not parted) then change the switch to
‘ON’ position. Ensure Brakes are
released before moving the train.
8. EB SW BYPASS 2 (AUTO & ON) Whenever emergency Brake switch is in
(Emergency Brake Normal position reset position / unable to reset and
switch bypass) AUTO Emergency Brake Lamp is not
extinguishing then operate this switch to
‘ON’” position. Ensure Brakes are
released before moving the train.
9. VCD BYPASS 2 (AUTO & ON) When VCD is malfunctioning, isolate
Normal position VCD by keeping this switch in ‘ON’
AUTO position.
10. ADCR BYPASS 2 (AUTO & ON) If all doors are closed but “Min 1 Door
(Auto Door Closing Normal position Opened” lamp is glowing due to any
Relay) AUTO other reasons, bypass the ADCR (Auto
Door Closing Relay) relay through Door
screen overview screen, then Vmax will
show 160 kmph.
11. Traction selection 2 (LOOP1 & When V Max is available but MCH not
S.No. Name of the switch Positions Remarks LOOP2) responding in Driving or Braking side
1. Driver 2 (AUTO & ON) In ON position only preprogrammed Normal position then change this switch to LOOP2.
LOOP1 Brake Release Push OFF. in entire rake. During releasing green
12. TPWS ISO 2 (AUTO & ON) During isolation of TPWS, change this button switch) light will blink for 3 times and then
Normal position switch to ‘ON’ position. extinguish. Ensure Parking brakes are
AUTO released before moving the rake.
13. Battery Supply 3 (ON, 0 & OFF) During energising the loco, move this 19. PB Apply (Parking Press this switch to Apply parking brake
Normal position ‘0’ switch to ‘ON’ for 2 to 3 seconds. Brake Apply Push in entire rake. During application Blue
During shutdown the rake, move this button switch) light will glow continuously and V max
switch to ‘OFF for 2 to 3 seconds. will show ‘Zero Force’.
14. MAC (Main Air 3 (AUTO, OFF & Auto position for Scheduling of MAC.
Compressor). This ON) ‘OFF’ position for isolation of MAC.
switch is only used Normal position ‘ON’ position for manual operation of
for this basic unit ‘AUTO’ MAC (cut-in & cut-off takes place).
15. BN LTS Control 3 (AUTO, OFF & AUTO: During this position in that
(Battery normal ON) particular coach 50% normal lights will
lights) In every Normal position glow when Battery Supply is ‘ON’
coach ‘BN LTS ‘AUTO’
OFF: In this position, Though Battery
Control’ switch is
Supply switch is in ‘ON’ 50% normal
provided.
lights will not glow in that coach.
ON: In this position, Though Battery
Supply switch is in ‘ON’ and 50% normal
lights OFF via rake control switch
(LIGHTS ON switch ALP side moved to
50% OFF). Normal lights will glow in
that particular coach.
16. BD LTS Control 3 (AUTO, OFF & AUTO: During this position in that
(Battery Direct ON) particular coach 50% Battery Direct
lights) Normal position lights will glow when Battery Supply is
In every coach ‘BN ‘AUTO’ ‘ON’
LTS Control’ switch
is provided.
Direct MCB switch is in ‘ON’ 50%
Battery lights will not glow in that coach.
ON: In this position, when Battery Direct
MCB is in ‘ON’ and Battery Supply is
OFF and Lights ON switch (ALP side) is
100% OFF, BD lights will glow in that
coach.
17. START ALL MAC Self-illuminated To start all MACs irrespective of
push button switch yellow light switch. scheduling, press this switch then yellow
Normal position light glows inside the switch. After
OFF ( no light will creating MR pressure to 10.0 kg/cm2 all
glow) MACs, will stop and light will
extinguish. If same action is required
again, press this switch again.
18. PB Release (Parking Normal position is Press this switch to Release parking brake

NDTC ECC Panel 50% OFF). Normal lights will glow in

LTS Control’ switch
is provided.
coach.
S.No. Name of the switch Positions Remarks 8. Battery Supply. 3 (ON, 0 & OFF) During energising the rake, move this
1. PANTO 3 (UP, 0 & DOWN) During shunting with single unit This switch to be Normal position ‘0’ switch to ‘ON’ for 2 to 3 seconds.
Normal position ‘0’ operation, operate this switch to ‘UP’ for operated for single During shutdown the rake, move this
raising Panto & to ‘DOWN’ for lowering unit operation or for switch to ‘OFF for 2 to 3 seconds.
of this basic unit Panto. rake level operation
2. MC 3 (ON, 0 & OFF) During shunting with single unit 9. RMPU1 MAN ON 2 (AUTO & ON) During rake level RMPUs OFF position
Normal position ‘0’ operation, operate this switch to ‘On for Normal position (Panel 10 switch of ALP side in DTC)
closing VCB & to ‘OFF for opening of AUTO and 415 Volts 3 phase supply is available,
this basic unit VCB. keep this switch in ON position in that
3. Single Unit operation 2 (OFF & ON) To energize only one separated basic unit coach RMPU-1 will work.
Normal position and for the movement, this switch to be 10. RMPU2 MAN ON 2 (AUTO & ON) During rake level RMPUs OFF position
OFF operated to ‘ON’. Normal position (Panel 10 switch of ALP side in DTC)
4. ADCR BYPASS 2 (AUTO & ON) For moving the single basic unit, bypass AUTO and 415 Volts 3 phase supply is available,
(Auto Door Closing Normal position the ADCR (Auto Door Closing Relay) by keep this switch in ON position in that
Relay) AUTO keeping this switch in ‘ON’ position coach RMPU-2 will work.
since there is no door closing provision. 11. MIN1 Panto up When any one Panto raised in the rake,
5. MAC (Main Air 3 (AUTO, OFF & Auto position for Scheduling of MAC. this lamp glows
Compressor). This ON) ‘OFF’ position for isolation of MAC. 12. MIN1 VCB closed When any one VCB is closed in the rake,
switch is only used Normal position ‘ON’ position for manual operation of this lamp glows
for this basic unit ‘AUTO’ MAC (cut-in & cut-off takes place). 13. OHE supply After raising Panto and OHE supply
6. BN LTS Control 3 (AUTO, OFF & AUTO: During this position in that available lamp available, this lamp glows
(Battery normal ON) particular coach 50% normal lights will 14. EMY OFF Normally Extinguished. Glows when
lights) In every Normal position glow when Battery Supply is ‘ON’ Red color lamp Emergency OFF push button is pressed
coach ‘BN LTS ‘AUTO’ on LP side.
Control’ switch is 15. Emergency Brake 1) Normally Extinguished condition
provided. (Red) 2) Glows when Emergency Brake is
applied
ON: In this position, Though Battery I. By LP
Supply switch is in ‘ON’ and 50% normal a. BCH to emergency
lights OFF via rake control switch b. MCH moving to Emergency
(LIGHTS ON switch ALP side moved to c. Emergency stop pressing button
pressing LP side lights) Normal position lights will glow when Battery Supply is
II. By ALP. In every coach ‘BN ‘AUTO’ ‘ON’
a. By opening ALP emergency LTS Control’ switch
brake is provided.
b. Emergency stop pressing button Battery lights will not glow in that coach.
pressing ALP side
III. VCD penalty apples. ON: In this position, when Battery Direct
IV. TCAS emergency brakes applied in MCB is in ‘ON’ and Battery Supply is
TCAS section. OFF and Lights ON switch (ALP side) is
V. Over speed 100% OFF, BD lights will glow in that
VI. If any 2 EBL loops triggered coach.
16. Major fault This lamp glows during major faults. 4. RMPU1 MAN ON 2 (AUTO & ON) During rake level RMPUs OFF position
Normal position (Panel 10 switch of ALP side in DTC)
CONTROL SWITCHES IN TC AUTO and 415 Volts 3 phase supply is available,
keep this switch in ON position in that
coach RMPU-1 will work.
5. RMPU2 MAN ON 2 (AUTO & ON) During rake level RMPUs OFF position
AUTO and 415 Volts 3 phase supply is available,
6. EMY OFF Normally Extinguished. Glows when
Red color lamp Emergency OFF push button is pressed
on LP side.
S.No. Name of the switch Positions Remarks (Red) 2) Glows when Emergency Brake is
1. AAC Auxiliary Air 2 (AUTO & ON) To switch ON this particular Trailer applied
Compressor Normal position coach AAC, keep this switch to be kept in I. By LP
‘AUTO’ ‘ON’ position then this will work. To a. BCH to emergency
switch OFF AAC, keep the switch in b. MCH moving to Emergency
‘AUTO’ position. c. Emergency stop pressing button
2. BN LTS Control 3 (AUTO, OFF & AUTO: During this position in that pressing LP side
(Battery normal ON) particular coach 50% normal lights will II. By ALP.
lights) In every Normal position glow when Battery Supply is ‘ON’ a. By opening ALP emergency
coach ‘BN LTS ‘AUTO’ brake
OFF: In this position, Though Battery b. Emergency stop pressing button
Control’ switch is
Supply switch is in ‘ON’ 50% normal pressing ALP side
provided.
lights will not glow in that coach. III. VCD penalty apples.
ON: In this position, Though Battery IV. TCAS emergency brakes applied in
Supply switch is in ‘ON’ and 50% normal TCAS section.
lights OFF via rake control switch V. Over speed
(LIGHTS ON switch ALP side moved to VI. If any 2 EBL loops triggered
50% OFF). Normal lights will glow in 8. Local Panto UP This lamp glows when this particular
that particular coach. Panto is raised
3. BD LTS Control 3 (AUTO, OFF & AUTO: During this position in that 9. Local VCB ON This lamp glows when this particular
(Battery Direct ON) particular coach 50% Battery Direct VCB is closed


(Red) 2) Glows when Emergency Brake is
applied
I. By LP
a. BCH to emergency
b. MCH moving to Emergency
c. Emergency stop pressing button
pressing LP side
II. By ALP.
a. By opening ALP emergency
S.No. Name of the switch Positions Remarks brake
1. BN LTS Control 3 (AUTO, OFF & AUTO: During this position in that b. Emergency stop pressing button
(Battery normal ON) particular coach 50% normal lights will pressing ALP side
lights) In every Normal position glow when Battery Supply is ‘ON’ III. VCD penalty apples.
coach ‘BN LTS ‘AUTO’ OFF: In this position, Though Battery IV. TCAS emergency brakes applied in
Control’ switch is TCAS section.
provided. V. Over speed
VI. If any 2 EBL loops triggered
ON: In this position, Though Battery
Supply switch is in ‘ON’ and 50% normal
lights OFF via rake control switch
(LIGHTS ON switch ALP side moved to
50% OFF). Normal lights will glow in
LTS Control’ switch OFF: In this position, Though Battery
is provided.
coach.
MAINTENANCE INTERVAL
Schedule Periodicity Schedule time
Daily Every Day 4 Hrs
Trip Every 6 Days or 10,000 kms (Whichever is earlier) 6 Hrs
Monthly 30 Days ± 2 Days 6 Hrs
Quarterly 90 Days ± 3 Days 8 Hrs
Nine Monthly 270 Days ± 3 Days 1 Day
Shop Schedule-1 (SS-1) 18 Months ± 5 Days 15 to 20 Days
MU cables between Coaches Train set
A DATA BUS (ETB main ,ECB main, A/TR,AUDIO, Ethernet, CAN communication etc..)
G DATA BUS(ETB main, ECB main, PA/TR,AUDIO, Ethernet, CAN communication etc..)
B1 415 V AC BUS train line
B2 110 V AC train BUS
C 110 V DC(BD) Battery direct TRAIN LINE
D 110 V DC (BN) Battery Normal TRAIN LINE
F1 46 Lines Train line
F2 30 Train lines
P Potential Cables 2 Nos between coaches
Between TC and both side MCs Single phase AC cables are connected for supply from Transformer
to LTCs

BATTERIES
MAJOR FUNCTION OF TRAIN CONTROL & MANAGEMENT SYSTEM (TCMS) 1) Battery box is available in each Basic unit mounted in under slung in DTC/NDTC
1) Interface to Drive Command coach.
2) Pantograph Control - Panto 1 & 4 or Panto 2 & 3 work at a time 2) Battery box consists of
a) Battery charger
3) VCB Control b) Battery management system (BMS)
4) Traction Control c) Batteries
3) Battery charger is used to charge 110 V batteries.
5) Regenerative Brake Control and total brake calculation 4) One battery charger unit is provided in each DTC and NDTC coach of a basic unit.
6) Brake Blending Battery charger unit is made natural cooled design.
5) Battery charger is getting supply from DC-DC converter which is getting supply from
7) Interface to RMPU control DC-Link of AC2 Module.
8) Interface to Door control 6) In case of one Basic unit BA system fails extension feed arrangement is given from
adjacent AC2 module.
9) Interface to Brake control 7) To connect all BA banks beside BA Bank BD circuit breaker is provided. Before
energization all BD breakers to be kept ON.
10) Compressor control - 4 compressor per rake,
8) In CRW Panel of DTC BN switch is provided for energising rake, this switch to be
11) Parking Brake control - from both driver and Guard cab turned to ‘ON’ position for 2 to 3 sec. and leave it.
9) To show the BA voltage BA voltmeter with push button switch is provided in Section
12) Light Control ‘A’ of Panel-1.
13) Roll back Detection 10) Batteries will give 3 Hours emergency load back up in case of OHE failure
14) Vigilance control (VCD)
Input Voltage 115V to 125V DC ( From BN Bus or BD output of ACU)
15) Cruise Control (Speed Control)
Control supply 77V to 137.5 V Dc from Battery ( 110V DC nominal)
16) Neutral Section Control
Output capacity 77V to 137 V
17) Test modes - to test input and output interface
18) Settings through DDU - Various indication on Driver Display
19) Event Recording
20) All train level protection - Important loops (EOL, EBL)
21) Load calculation
22) Air Bellow failure detection
Battery Type Lithium-ion-Phosphate

Battery Capacity 3 x 228 Ah (684 AH)
No. Of cells in Each Battery 4 cell
No. of Batteries 8
Total cells in each row 32
Each Cell Voltage 3.3 Volts
Total BA Voltage 32 X 3.3 = 105.6 Volts
Battery Energy 70.4 kWh
Batteries in Battery box
Nominal Voltage 103 V DC
Voltage Range 86 VDC to 116VDC
Battery Module Arrangement 8S 3P ( 8 Series & 3 Parallel )
Battery Charging System (BCS) consists of below sections:

I. BN Contactor:
BCS is having one contactor called BN contactor. It is used to isolate the BN busfrom
battery. BN contactor can be turned ON/OFF from driver cabin.
II. Battery Charger:
Used to provide the 110Vdc supply for battery charging by taking supply fromBN bus
(115Vdc-130Vdc).
III. Reverse Flow Diode:
It is used to provide the conductive path at the time of battery backup.
IV. Controller Section:
There is a controller used which is responsible for monitoring and protectingthe complete
battery charger and records the faults in the memory and also itinterfaces to TCMS to get
Check the healthiness (colour) of silica gel (inside the door), they should be blue, replace silica commands and to send status to display at Loco Pilot cabin.
gel if found pink V. Fuses Section:
Consists of battery fuse called as BD fuse. Battery charger input &output fuse. Theseare used
to isolate the BCS from loads or source if any short circuit happens.
Requirements Parameters

DRIVER DISPLAY UNIT (DDU)

TCMS DDU provides information for the TCMS system to support Loco Pilot in operating
rake while normal operation, as well as in case of malfunction of asubsystem.DDU supports the
maintenance staff in setting basic system parameters and fault finding. In case of failure of TCMS
DDU, train can still be operated. There is one DDU installed in each DTC cab.DDU communicates
with TCMS and performs the following basic functions:
Provide an interface to control train functions
➢ Display operational status of train functions
➢ Display diagnostic events
Block diagram of the Battery charging system There are two user groups:
Auxiliary Loads - 110 VDC ➢ Driver ID and
S.no Load Name Description ➢ Maintenance ID
1) Battery Charger Battery charger is provided in Converter unit to These IDs and corresponding user names can be configured (add or remove) through Medha
charge the battery with C/10 rate. configuration software.
2) Coach, Vestibules and Driver Coach, Vestibules and Driver Cabin lights Menu Description
Cabin normal lights
3) Coach and Driver Cabin Coach and Driver Cabin Emergency lights 1
Emergency lights 2
4) Twin Beam, Marker Light, Twin Beam, Marker Light, Tail Light, Flasher
Tail Light, Flasher light, Spot light, Spot Lights, Passenger Alarm Indication
Lights, Passenger Alarm Light, Electronic signal bell
Indication Light, Electronic
signal bell
5) Control Electronics Loads PIS, CCTV, Relays, Contactors, Driver desk,
Brake systems and all other control units.
6) Doors Doors 3
7) Auxiliary compressor Auxiliary compressor for Pantograph& VCB
8) Emergency Ventilation Emergency Ventilation Blower for coaches when
Blowers RMPU is not working.
9) Toilet Loads at 110Vdc Vacuum toilet Loads
10) Seat Lights Seat Lights for reading 4
5
6 7
Section 1 - Head line area

Head Line area gives the information about train number configured, screen heading, date and
time fields.
Section 2 – Soft key buttons area:
The soft key button area contains 11 touch sensitivebuttons for different menu entries.
Section 3 – Main Screen area:
The main screen area shows the actual content of theselected screen. If required, further touch
sensitive buttonsare shown in the main screen area.
Section 4 - High Priority Message field:
Active diagnostic events which require acknowledgementby Loco Pilot are present in high DDU screen views
priority message fieldarea. For each event, the source of the event (basic unitnumber) and its event
Train level view
text are displayed along with anacknowledgement button.
If no such event is present, the textfield and acknowledge button are not displayed. Theevents The following figure shows the train level view of DDU. Rake level, allthe important symbols (basic
are presented in the order of their time ofoccurrence, across all event sources. When theacknowledge unit wise), OHE voltage,OHE current, train speed, and train operational modeinformation are
button is pressed, the respective event isacknowledged and disappears from this area. Clicking onthe displayed here.
event is available at events list.
Section 5 - Scrolling Events area:
All pending active events are presented in scrolling eventsarea in a scrolling pattern. For each
event, the source ofthe event (basic unit, module details) and its event textsare displayed. If no such
event is present, the text field isnot displayed. Motor man can manually scroll up and downthe list
with the provided scroll buttons.
Section 6 - Pop up Messages area:
Pop up messages area is used to show informative (Popup) messages to Loco Pilot depending
on theoperational status of the train. If no popup message ispending, the area shall be blank.
Section 7 - Vmax area:
Vmax area indicates the maximum available/ allowedspeed of the train. If traction interlock
condition is detectedby CCC, then ‘Zero Force’ appears in this area.
The following table gives the information of colour significance ofdifferent symbols.
TYPE ICON FUNCTION
Basic unit view
Type 1 Ready, Released foroperation Basic unit view shows a graphical representation of thefront basic unit, which consists DTC, MC1,
TC, and MC2cars. It provides a status overview of the major systemsin the coaches. Fig 5.3 shows
Type 2 Fault communication DDU front view for Basicunit 1.
Type 3 Displayed, OFF
Type 4 MCB tripped
Type 5 Manual isolated or blocked for operation
Type 6 Alarm
Type 7 Warning
Type 8 ON or pressure OK
Type 9 Special status
Type 10 Empty Spare

Drive/ Brake view

Drive/ Brake view screen shows the OHE line voltage,current, VCD count, MCH mode ,
Speed as well as traction effort values for each basic unit in the train. The small triangle type
indicator indicates the set value for Tractive / braking effort, as percentage of the maximum available Background Colour Information
Tractive / braking effort. The set value is calculated by the function that distributes the desired efforts
Sensor healthy and within Range
across the available basic units as a function of available traction systems, basic unit weight and
other parameters. Consequently, at a given position of the master controller, the set values for Sensor faulty
different basic unit scan differ.
Sensor value showing out of range.
The large level graph and the value beneath indicate the achieved total Tractive / Braking
effort as percentage of the maximum available Tractive / Braking effort. The bar graph and value Sensor over ride from DDU
shown in orange colour gives information about braking effort whereas the blue colour gives Air Spring Suspension failed
information about Tractive effort. The maximum available Tractive and braking effort is dependent
Sensor Status Isolated by System
on the weight and speed of a basic unit. The braking efforts are combined values for electrical (ED)
and pneumatic (EP) brakes. The solid bars in each basic unit show the actual (achieved) traction/
braking effort values. The actual achieved value is displayed in the label below the solid bars for
each basic unit.
Energy Overview
Energy Overview screen, shown in Fig displays the energy consumption and energy
regeneration values foreach basic unit and for the whole train. It also displays the total distance
Air Spring Overview Screen travelled by train. Energy details of each basic unit are available in cumulative and trip wise. Trip
Air Spring Overview screen gives information about bellow wise air suspension pressure wise data is available for latest entered driver ID. Trip can be reset by using store track option in
values (in bars), end basic unit MR, and BP pressure values (in bars). The sensor healthiness energy overview screen or by entering a new user ID from login screen.
information is displayed in colour decoding of sensor name field. In case of sensor failure,
corresponding value is shown in X, colour of name field shall be differed. Basic unit level navigation
can be possible through ‘BU-x Suspension’ soft key. Sensor name field colour coding shown below:
Events Screen
Faults/ events are categorized into two types:
Login Screen
Login screen, shown in Fig 5.7 is used to enter new user ID or to logout from existing user.
Driver ID can be logged out using reset ID/ logout button. This screen is available only in occupied
cab. User can change the train number from this screen.

Entire fault Archive Type – It consists of all logged events along with recovery details. Brake screen, shown in Fig gives information about basic unit level and brake cylinder pressures
(EP system) of train. This screen consists of two sections. First section consists all brake pressures
status and second section gives options for enabling/ disabling holding brake to the train. This can be
useful for the motor man while brake test validation.
Active Fault Archive Type – It consists of only thepresent active faults information.
All faults screen gives information about fault description, start time, end time (if recovered),
basic unit number, and module information along with fault category. In case of all active fault
screen, same information is available except ‘End Time’ column.
Driver/ Crew Messages Screen Brightness Control

Driver Messages screen, shown in Fig 5.11 displays only the active fault/ event information which is When user press ‘Brightness’ soft key, then the brightnesscontrol appears on the screen. Touch on
required for motor man. HMI fault reset option is also available in this screen. the bar chart,controls the brightness of the screen. This brightnesscontrol disappears when user
touches again the samebrightness button.
Brake
Maintenance Mode Screen Train Line test: It is defined to check the presentstatus of important train line covers Panto,
Different options available in themaintenance mode. VCBswitches, MCH Inputs (Direction – FWD, REV, Mode- Drive, Brake, Coast) routing to MCC
and MCCRnodes which are available in all basic units of thetrain.
Detailed View
Detailed View
Detailed view option is defined to give information aboutsub system level parameter monitoring for
train levelfunctional checking. The parameters which are availablein the screens can be changed or
re-arranged throughconfiguration software.
Test Modes
Test Modes are defined to validate train level wiringverification, train lines checking, DTC-CAB
wiring, brakerelated tests, etc. All test modes have few entry conditions.Before entering into any test,
these entry conditions areto be satisfied.
Date & Time

RDM Operation Test Date and Time feature is defined to set date and time intrain. User is requested to change the date &
In RDM Operation test, two sub tests are available i.e.,Frequency Input Test: Frequency Input test time throughnavigation keys and press ‘Enter’ for final configuration.All TCMS systems update the
isdefined to validate Frequency generator unitfunctionality. Based on selected MCH%, date and time locally.Following screen gives information about date &timesettings.
FGUgenerates the frequency to train line. All MCC,MCCR nodes which are available in basic units
ofthe train monitors the frequency and sends back thestatus to CCC for validation. Finally CCC gives
finalresults with validity information to DDU.
Software Version
This screen used to view software version details ofvarious modules of MAE675V2

DIO
This screen is used to view digital inputs and outputs ofvarious control units CCC DIO Screen
Network screens
Network screens gives information about rake level ETB, ECN modules health information.
TCMS Communication Screen

TCMS screen used to view communication health information between various modules. Provision is
given to view, Basic unit wise modules communication status. Module wise communication health
status
Idle Stop Bogie Cutout

This option to be used to allow the pen drive safe removal function Bogie cutout setting is used to isolate the bogie1/ bogie2/ both bogies of selected basic unit in the
rake formation.For isolated bogies, traction, electrical braking are notavailable.
Train Settings
Train settings are defined to forcibly change the normal functionality of EMU operation. Some of
these setting scan be done by Maintenance person (Main.ID is required).All settings can be done
when predefined entry conditions are satisfied. Some of the settings are not allowed in train
running case. All these entry conditions are displayed when navigating through selected settings in
the train settings menu. TCMS stores the changed settings information and displays suitable message
in DDU. All these changed setting information are stored in TCMS until power Reset.
BU Isolation
BU Isolation setting is used to isolate the basic unit from the rake formation. For isolated basic unit,
power is not available for traction and braking operation, since pantograph is made down by system.
For this unit, aux supply is available through change over contactors from adjacent basic units (if
power available). This feature isas good as basic unit isolation switches functionality which are
available on ECC panel of DTC Cab.
Panto and VCB Settings

Panto and VCB setting are used to open VCB and to downthe pantograph of any particular basic unit
in the rakeformation. But VCB close operation and raising ofpantograph operation are not possible.

Compressor Control Parking Brake Override
Compressor Control setting is used to control the compressor from DDU. In this setting, we can Parking Brake Override setting is used to override the parking brake status in the selected basic unit.
switch ON or switch OFF compressor of any of basic unit. Once compressor ON command is Once override is selected, then TCMS ignores parking brake status of that basic unit for parking
received from this setting, then the corresponding compressor shall be ON until pressure is reached brake lamp driving, stuck brake condition checking, Vmax limitation due to parking brake stuck, etc.
to healthy range. ‘ALL MAC ON’ is also available in the same setting (through Train selection).
Air spring Override Settings

EP Brake Isolation( in Version 1 only ) Air spring override setting is used to override the air spring status in the selected coach in a basic
EP Brake Isolation setting is used to isolate the EP unit(bogie/ coach level) functionality of any basic unit. Once over ride is selected, then TCMS ignores air spring failure status of selected coach, so that
unit in the rake formation. Once EP unit is isolated coach wise, then MCC/ MCCR prohibits EP speed restriction due to suspension failure feature gets bypassed.
brake to that coach and considers coach EP brake availability as Zero.
BP override settings Door Control Settings
BP override setting is used to override the BP status in the selected coach in a basic unit. Once Door control settings screen can be used to provide door open/close command to any door in any
override is selected, then TCMS ignores corresponding BP status of selected coach, so that speed coach. In case of failure of All door proving loop, provision is given to override the ADCR relay, so
restriction due to BP failure feature gets bypassed. that Door Proving Loop can be ignored for traction.
PIS Route Selection

RPMU Control Screen
There is a provision to select the train route through TCMS display. This feature can be useful, in
RPMU control screen can be used to give forced RMPU command either 50% or 100% or OFF
case of PIS MMI is non functional and unable to select the train route.
command in any coach for any RMPU.

Display Legends Information

Pantograph
In electric traction vehicles, pantograph acts as mobile current carrying equipment which is
mounted on the roof. It collects power from the overhead equipment under both static and dynamic
conditions and transfers it to traction transformer.
In train-18, the Single Arm Pantograph model WBL 22.03 is mounted on the roof of Trailer
Coach (TC). The main purpose of pantograph is to collect the supply from overhead OHE for train
propulsion system and to send back energy to the OHE during regeneration braking. . One
auxiliary compressor is mounted under frame in TC coach to build pressure in panto reservoir for
pantograph electro pneumatic control initially. During normal run, main compressor is used to
maintain the pressure for panto operation.
Pneumatic Control (Valve plate)

The pneumatic control (Valve plate) consists mainly of a filter, 5/2-Way valve and Phoenix
connector. The main part of the valve unit is the 5/2-Way valve, it is responsible for raising and
lowering control of pantograph. Phoenix connector is responsible to transfer electrical signal from
the system to 5/2 way valve.
Pneumatic Control
The pneumatic control consists mainly of a filter, two throttle valves, two safety valves, a 3/2-Way
valve, pressure regulator, two pressure switches and Harting connector. The main part of the valve
unit is the pressure regulator, it is responsible for a constant pressure for the air bellow during all
service conditions. The pressure regulator has a high sensitivity and is adjustable in a range of 1 to 8
bar. Pressure switches mounted inside the pneumatic control box to monitor ADD and ORD
Pneumatic connections For Pantograph:
1) One for the pressure supply of the air bellow ( for Raising & Lowering White pipe
of Panto)
2) One for the pressure supply to the Pressure switch from the ADD Green pipe
Valve
3) One for the pressure supply to the Pressure switch from the ORD Blue pipe
Valve
➢ Raising time to maximum working height 6 to 10 s

➢ Lowering time from maximum working height 6 to 10 s
Panto Mode for 16 car formation:

➢ On driver desk Panto mode selector switch is provided with 3selection positions to select
required Pantos.
➢ In corresponding position one train line will be generated, which can be used during RDM
mode.
➢ Based on the selection, corresponding Pantos will made UP.
➢ After raising Pantos, “Not All Panto UP” lamp extinguishes in indication panel
➢ Raising of selected Pantos can be observed in DDU.
Panto Mode Basic unit Pantos position Distance between two Pantos
Pos 1 BU 1 & BU 5 Pantos will raise Approximately192 meters.
➢ In case of one panto failure of corresponding mode, “NOT ALL PANTO UP” lamp becomes
blinking, on driver desk.
➢ In case of two panto failure of corresponding mode, “NOT ALL PANTO UP” lamp becomes
ON, on driver desk.
➢ Based on this Loco pilot need to move the switch to other position to select the other 2 pantos.
➢ In corresponding position two train line will be generated, which can be used during RDM
mode.
Panto Mode for 8 car formation:

➢ On driver desk Panto mode selector switch is provided with 3 positions.
Panto Mode Basic unit Pantos position
Pos 1 BU 1 Panto will raise
Pos 2 BU 6 Panto will raise
Pos 3 BU 1 & BU 6 Pantos will raise
➢ In case of one panto failure of corresponding mode, “NOT ALL PANTO UP” lamp becomes
blinking, on driver desk.
➢ In case of two panto failure of corresponding mode, “NOT ALL PANTO UP” lamp becomes
ON, on driver desk.
➢ Based on this driver need to move the switch to other position to select the other 2 pantos.
➢ In corresponding position two train lines will be generated, which can be used during RDM
mode.
Panto control at Train level

In case of normal mode, CCC shall derive panto up/ down commands and send to all the basic units
and MCC units for final action. In case of panto momentary switch is operated toward ‘up’ in the
occupied cab, CCC drives panto up command by checking the ‘Panto up’ digital input signal pulse
status and sends to all MCC units through ETB communication for final action. Likewise, CCU
detects all momentary inputs based on a pulse read for a specific time. Similarly in case, panto
momentary switch is operated toward ‘down’ in the occupied cab, CCC drives panto down command

by checking the ‘down’ digital input signal pulse status and sends to all MCC units through ETB Over Reach Detector (ORD)
communication for final action. At the same time, corresponding train lines are generated from ➢ The pantograph is equipped with a ORD system to avoid damages to pantograph when
occupied cab.MCC also determines up, down commands through train lines. MCC ignores these pantograph reaches un wired section.
commands in case of normal mode. Train line commands are accepted only during RDM mode. ➢ ORD feature is to lower the pantograph automatically in case pantograph raises beyond the set
height limit.
Panto control at Basic unit level ➢ This ORD feature status can be detected by EPCU through ORD pressure switch.
Based on panto related commands received from ETB (in case of normal mode) or panto related ➢ The overreach detection provides a pneumatic signal (pressure) to the vehicle in the case that the
commands derived from train lines (in case of RDM mode), EPCC drives panto up digital output by pantograph reaches a certain height
considering following conditions. ➢ The overreach detection mainly consists of a 3/2 way valve mounted on the base frame, a clamp
1) Panto selector switch mode with a cam clamped to the lower frame and an insulating tube.
2) No EOL loop condition triggered ➢ In case pantograph healthy operation, which means no ORD detected, pressure switch status
3) No Panto low pressure switch is detected becomes ON (pressure is about 0 bar).
4) Panto up command detected ➢ In case, pantograph lowers by ORD feature, the pressure switch status become OFF (pressure is
5) No basic unit isolation is selected and greater than 1 bar).
6) No VCB contactor stuck at high-level condition occurred. ➢ On detection of pressure switch status OFF by EPCU, EPCU opens VCB
EPCC drives the panto down digital output based on panto down command detected or if any ➢ Immediately and generate fault message and sends the same information to CCU.
above conditions are not satisfied. In case VCB trip condition occurs in the basic unit, EPCC downs ➢ EPCU disables pantograph UP control operation until fault can be reset by maintenance person.
the pantograph when VCB contactor stuck at high condition is detected (unable to open VCB
condition).
Pantograph status Indication Lamps

In driver desk, one lamp is available related to pantograph status name it as ‘min 1panto up’.
This lamp is driven through state of panto hard-wired train line. This state of panto hardwired train
line is driven by any of EPCC unit in MC coach based on panto up status and OHE voltage available
in formation. In DDU rake screen and individual basic units screens, panto symbol is available.DDU
gets each basic unit Panto status from EPCC, based on panto status will be displayed on DDU.
ADD Valve unit (Auto Drop Device)

➢ The pantograph is equipped with a pneumatic carbon monitoring system to minimize damages of
catenary and pantograph through worn or damaged carbon strips (e.g. broken carbon pieces).
➢ For this purpose, the pantograph is fitted with special suitable carbon strips, a valve unit is fixed
on to the base frame consisting of the rapid exhaust valve, cut off cock and an air hose leading
from the base frame, lower frame and upper frame to the carbon strips.
➢ ADD feature is to lower the pantograph automatically in case of any break or damages of the
collector strip.
➢ This feature helps to avoid further damage of pantograph as well as catenary.
➢ EPCU disables pantograph UP control operation.
➢ ADD feature status can be detected by EPCU through ADD pressure switch.
➢ In case of pantograph healthy condition, which means no ADD detected, pressure switch status
becomes ON (pressure is greater than 3.0 bar).
➢ In case pantograph lowers by ADD feature, the pressure switch status becomes OFF (pressure is
less than 2.7 bar).
➢ With the detection of pressure switch status as OFF by EPCU, EPCU opens VCB immediately
Earthing Switch for VCB

VACUUM CIRCUIT BREAKER (VCB) Earthing switch for VCB is provided on the roof of Trailer coach (TC) adjacent to VCB to
VCB is used as a line circuit breaker to close and open the power circuit and also to break the protect the operating personal during maintenance schedule from OHE Voltage. This two poles
circuit under overload and short circuit conditions or any other abnormal working conditions defined earthing switch is used to earth the circuits on both sides of the air operated vacuum circuit breaker
and implemented for the application. It provides connection between catenary and propulsion (VCB) of electric traction vehicle, to ensure the safety of the loco pilots and maintenance personnel
equipment. In Train set it is mounted in roof of Trailer Coach (TC).It is an electro pneumatic control. safety during checking and faultfinding operations.
EPCC drives one digital output to energize VCB on relay, only if pantograph
has already raised, providing supply to electro pneumatic valve for VCB close operation. It is a
single phase 25kVAC circuit breaker used to protect power circuit.
VCB Control
Train level VCB control

➢ In case of normal mode, CCC derives VCB close or open commands and send toall basic unit
EPCC units for final action.
➢ In case VCB momentary switch is operated toward ‘ON’ position in the occupied cab, CCC
derives VCB close command by checking the ‘ON’ digital input signal pulse status and sends to
all EPCC units through ETB communication for final action.
➢ Similarly In case VCB momentary switch is operated toward ‘OFF’ position in the occupied cab,
CCC derives VCB open command by check the ‘OFF’ digital input signal pulse status and sends
to all EPCC units through ETB communication for final action.
➢ At the same time corresponding train lines are generated from occupied cab. EPCC also Lightning/ Surge Arrestor
determines VCB close, open commands through train lines. But EPCC ignores these commands Two nos. Surge Arresters are provided on the roof of the Trailer Coach (TC) of Train set.
in case of normal mode, but considers only in RDM mode. These surge arresters serve to protect the insulation of the power system (or of one of its
components) from undue stresses resulting from over voltages.
Basic unit level VCB control
Based on VCB related commands received from ETB (in case of normal mode) or panto related
commands derived from train lines (in case of RDM mode), EPCC drives VCBON digital output by
considering following conditions.
➢ No EOL loop condition triggered
➢ No Panto low pressure switch is detected
➢ Panto up command detected
➢ No basic unit isolation is selected and
➢ No VCB contactor stuck at high-level condition occurred.
EPCC opens VCB based on the VCB open command detected or any of the abovecondition are
satisfied.
In case VCB trip condition occurs in the basic unit, EPCC opens VCB.
VCB status indication lamps

➢ In driver desk one lamp is available related to VCB on status name it as ‘min 1VCB close’. This
lamp is driven through state of VCB hard-wired train line.
➢ This state of VCB hardwired train line is driven by any of EPCC unit in MC coach based on
VCB on feedback status.
➢ In DDU rake screen, individual basic units screens, VCB symbol is available.DDU gets each
basic unit VCB status from EPCC, based on this VCB status will be displayed on DDU.
➢ EPCC will know the status of VCB by read redundant feedback auxiliary NO,NC contacts.

ELECTRICAL EQUIPMENT IN TRAIN-18 Train set 18 Power circuit

MAJOR ELECTRICAL EQUIPMENT
Following are major electrical equipments provided in various coaches of train-set along
with their manufacturers/suppliers:
S.No. Equipment Manufacturer/Supplier

1. Traction transformer JST
2. Lightning arrester Siemens
3. VCB with earthing switch Autometer, Patra& Chandra
4. Pantograph with insulator Schunk
5. IGBT based line and traction converter Medha
6. Self-ventilated fully suspended AC traction motors Medha, TSA JV
7. Auxiliary converter with (415V, 3ph and 110V, DC) Medha
includingbattery charger
8. Train control & management system Medha
9. Air supply (compressor, filter, dryer) Knorr Bremse
10. Complete driver desk with 10.4 inch LCD TFT driver Medha
display
11. Passenger information system Medha
12. Control panels with contactors, relays, breakers etc. Medha
13. Inter-vehicular couplers Huber-Suhner
14. Coach air conditioning system (RMPU with panels) Sidwal
15. Cab air conditioning system Subros
16. Twin beam head light --
17. Speed recorder
18. Isolation (pantry) transformer
19. DC DC converter
20. Baby compressor
21. Earth return CT Box U/slung
22. Shunting remote
Line and Traction Converter The 25kV OHE voltage is connected to the transformer primary winding through the pantograph and
Vacuum Circuit Breaker (VCB). During maintenance, when transformer primary winding is not
connected to the OHE line, an earthing switch (connected in parallel to VCB) is used to ground the
transformer primary winding and pantograph for safety.
TRACTION TRANSFORMER
In train set, Trailer Coach (TC) consists of traction transformer mounted under-slung with
auxiliary converter unit. Power to ‘Line and Traction Converter’ (LTC) units of both motor coaches
is distributed from same traction (power) transformer. The transformer is an electro technical element
of the whole traction system which is in charge to propel the train. The transformer main function is
to transform energy coming from the catenary to the traction and auxiliary converters
1. Traction transformer is mounted under slung of trailer coach (TC).

2. There are 1 primary winding, 4 traction windings and 2 auxiliary windings in traction
transformer.
3. Continuous voltage: 19 – 27.5 kV
4. Frequency range: 47 – 53 Hz
5. Total transformer continuous rating is 2556 kVA under 22.5 kV OHE voltage.
6. Each traction winding continuous rating is 603 kVA
7. Each auxiliary winding continuous rating is 234 kVA
8. Peak power rating is 3616 kVA, each traction secondary peak rating is 787 kVA and auxiliary is
234 kVA.
9. Total approximate weight of transformer is 4900+\-3% kgs.
10. One transformer feeds to two motor coaches.
11. Traction transformer is oil cooled with help of oil pump and blowers which cool the radiator
through which oil is circulated using the oil pump.

Transformer Winding Specifications Traction Converter

Description HT Traction Auxiliary Each basic unit has 2 motor coaches and each motor coach has 4 traction motors. Each motor
Quantity 1 4 2 coach has 2 nos. of line and traction converter (LTC) mounted underslung and each control two
Capacity (kVA) 2880 603 234 traction motors of a bogie. Input power to line converter comes from transformer kept in adjacent
Voltage (V) 22500 855 343 trailer coach. Line and traction converters are forced air-cooled.
Current (A) 128 705 682 Parameters of LTC
Insulation Class A A A Description Rating
Traction transformer voltage ratings
Input voltage 950 V AC at 25 kV AC
Primary Traction x 4 Auxiliary x 2
U line Power Current Power Voltage Current Power Voltage Current Input current 639 A
(kV) (kVA) (A) (kVA) (V) (A) (kVA) (V) (A) Weight <800+/-50 Kg
Exceptional 16 2109 132 429 608 705 197 240 820 Dimension 2250*1220*700 mm
19 2505 132 509 722 705 234 285 820 Line and traction converter rating 554 KVA
22.5 2880 128 603 855 705 234 343 682
Continuous
25 2880 115 603 950 635 234 376 623
27.5 2880 105 603 1045 577 234 413 566
Exceptional 30 2880 96 603 1140 529 234 451 519
Cooling system:
➢ Oil Directed Air Forced (ODAF):
➢ One aluminium coolers with stone protection grids + two fans supported by steel frame
➢ An hydraulic network and one axial pump for oil circulation
➢ An oil expansion tank allows oil expansion linked to warming with an air dryer.
➢ Monitoring: several sensors (temperature, flow, oil level, etc…) linked by wires to
connectors.
➢ The transformer assembly is cooled by means of one cooler, fed with oil by oil pump. The
cooler is equipped with 2 motor fan sucking air through the radiator and blowing it on the
bottom side of the train.
Line Converter DC Link Capacitor

➢ Each traction converter cubicle consists of one line converter, DC link, one traction DC link capacitor has following functions:
inverterand line & traction control unit. 1) DC link capacitor is used to buffer the energy differences between line-side and motor-side of
➢ The line converter interfaces with transformer secondary traction winding AC voltage the converter.
onone side and DC link on the other side. 2) DC link capacitor absorbs the harmonic currents produced by line side and motor-side of the
➢ Main function of line converter is to maintain stable DC link voltage at 1800 V converter, thus reducing the ripple voltage.
irrespectiveof line and load variations at unity power factor. 3) DC link capacitor is used to limit the switching over voltages of IGBTs. These over voltages
➢ The line converter consists of single phase full bridge rectifier with IGBTs as active occur due to loop inductance.
switching devices. 4) Two DC link capacitors of 2mF value are connected in parallel and forms the DC Link and
are directly connected to the IGBT Phase modules.
➢ Line converter consists of input pre-charging circuit and line contactor. It consists of
outputDC link capacitor.
➢ The DC link consists of earth leakage detection circuit, DC link capacitor bank and Brake Chopper Resistor
brakechopper circuit (for over voltage protection).
Line Converter Protections
1) Transformer primary over voltage and under voltage protection.
2) Traction transformer secondary over current protection.
3) IGBT heat sink over temperature protection.
4) Failure of pre-charging contactor / resistor protection.
5) Failure of main contactor protection.
Traction Inverter
The traction inverter consists of a 3-phase full bridge inverter with IGBTs as active switching
devices. Main function of TIC:
1) Converts the DC input voltage to 3-phase Variable Voltage Variable Frequency(VVVF)
output.
2) Controls the traction motor torque in both motoring mode and braking mode.
3) Each inverter controls two traction motors in parallel.
4) Controls wheel slip/slide. 1. Brake chopper Resistor is used to limit the DC Link voltage during dynamic conditions
5) Performs various fault diagnostics. leading to over voltages, partial braking load is dissipated during blended braking and full
braking load is dissipated during braking operation between stations. Each MC Coach has
Traction Inverter protections: two independent Brake Chopper Resistors. But both these resistors are placed in a single
1) Output over current protection. cubicle.
2) Output short circuit protection.
2. Each Resistor is connected across DC link of Line and Traction Converter unit. The Brake
3) IGBT heat sink over temperature protection.
chopper resistor unit is under-slung mounted.
4) Traction motor over temperature protection.
5) Traction motor over speed protection. 3. Brake chopper circuit comprises of BCH IGBT module and BCH resistor.
6) Phase imbalance protection. 4. The Brake chopper circuit is used to limit the over-voltages in DC link capacitors during
abnormal conditions or during transients.
Line & Traction Control Unit (LTCU)
5. Over voltages in the DC link capacitors may occur due to:
Line & Traction Control Unit (LTCU) controls both the line converter and traction inverter
and communicate switch the Main Control Unit (MCU) through CAN interface. All the LTC's are a. Non receptive OHE during regeneration
similar in construction. b. Transient Load Conditions.

6. Resistance value calculations are described below:

1. Each motor coach has two LTC units and has one common DC link earthing switch
Sr.No. Description Value toprotect the operating personnel from high voltage during maintenance activity.
2. One Earthing switch has four poles. Two LTC units DC link +ve and -ve are
1. Resistance (nominal) 3.6 Ω connectedto a common earthing switch.
2. Resistance (minimum) 3.42 Ω 3. The operation is through a key interlocking system similar to the EMU. When
3. Resistance (Maximum) 3.85 Ω theearthing switch is in open condition, all four poles are completely independent.
4. First operate the panto isolating cock and release blue key from it. Use it and operate
4. Power Rating 719 kW for 2.5 sec the25kV VCB earthing switch and two Yellow keys will be released.
5. Energy Rating 1.8 MW-sec 5. With this the panto will not raise as there will be no pressure and even if OHE comes
the25kV earthing switch will make it earth.
6. To operate the DC link earthing switch the master Yellow key from 25kV VCB
earthingswitch is needed.
7. After inserting the Yellow key in the DC link earthing switch it can be moved
toearthing position and Green key will be released from DC link earthing switch.
8. With Green key LTC unit door can be opened. Follow the same sequence in
reverseorder to restore the normal supply.
Auxiliary Converter
➢ Auxiliary converter is available in each basic unit mounted in under slung of each TC.
➢ Each Auxiliary converter generates two 415 Volts output and 110 Volts DC supply to provide
DC Link Capacitor various loads.
DC link capacitor has following functions: ➢ A 20 KVA isolation transformer is provided in each coach to convert 415 Volts AC supply to
1. DC link capacitor is used to buffer the energy differences between line-side and motor-side of 230 Volts AC & 110Volts AC. 230 Volts AC is used for Pantry related loads and Toilet
the converter. related loads like shaver and hand drier. 110 Volts AC is used for Laptop and mobile
2. DC link capacitor absorbs the harmonic currents produced by line side and motor-side of the charging for passengers
converter, thus reducing the ripple voltage.
3. DC link capacitor is used to limit the switching over voltages of IGBTs. These over voltages
occur due to loop inductance.
Two DC link capacitors of 2mF value are connected in parallel and forms the DC Link and are
directly connected to the IGBT Phase modules.
1) Two DC link capacitors of 2mF value are connected in parallel and forms the DC Link and
are directly connected to the IGBT Phase modules.
D.C. Link Earthing Switch Unit:
Functional Description
Auxiliary power supply consists of two physical cubicles in each basic unit.
1) Auxiliary Converter Unit (ACU) - Each ACU consists of below modules
a. AC1 module (415VAC 3-phase inverter module)
b. AC2 module (415VAC 3-phase inverter module)
c. 110 VDC converter module
2) Battery Charging System (BCS)
Important Parameters of Auxiliary Converter

Table 2: Parameters of Auxiliary Converter
Auxiliary Power Supply Requirement Parameters
1) All auxiliaries and controls of coaches are required to work on two voltages415VAC, 3phase, AC input voltage 285 V to 450 V, 1 phase, AC input from auxiliary secondary winding
50Hz and 110VDC. of main transformer
2) Auxiliary converter unit is required to generate these types of voltages to servethese loads. Control supply 77V to 137.5 V DC from battery (110V DC nominal)
3) It gets power directly from 2 nos. of secondary windings of transformer. AC-1 output capacity 275 kVA, 415V±5% (L-L), 50 Hz±3%, 3 Phase, Sine wave (at
4) Transformer and auxiliary converter are mounted in trailer coach (TC). >19kV AC OHE) at <19kv AC OHE, output voltage shall drop by
5) It is mounted under-slung and forced air cooled system type. maintaining V/F ratio constant.
6) Auxiliary converter is a PWM based IGBT converter, which converts 285VAC –450V AC AC-2 output capacity 235kVA, 415V±5% (L-L), 50Hz±3%, 3 Phase, Sine wave (at >19kV
into two outputs: AC OHE) at <19kV AC OHE, output voltage shall drop by
i. Output-1: 415 V ac (line to line), 3 phase, 50Hz maintaining V/F ratio constant.
ii. Output-2: DC output is isolated from input by using DC -DC isolation Transformer. DC converter output 115 V to 130 V DC (It is varying as per DC load sharing current
DC output is connected to BN Bus. capacity requirement) DC Power: 30kW at 110V DC (BN, BD & battery
charger loading on this).
Efficiency 92%
415VAC, 3phase, 50Hz loads
1) RMPU
2) CAB AC
3) Main compressor
4) Traction converter cooling blowers
5) Transformer radiator fan
6) Transformer oil pump
7) Water pump for toilet tank
8) Aux converter cooling blower.
110VDC Loads
1) Battery charging
2) Coach, vestibules and driver cabin normal lights
3) Coach and driver cabin emergency lights
4) Twin beam/ auxiliary head light, marker light, tail light, flasher light, cluster light, spot lights,
passenger alarm
5) Indication light, electronic signal bell
6) Control electronics loads: PIS, CCTV, Relays, Contactors,
7) Driver desk, brake systems and all other control units
8) Auxiliary compressor for pantograph
9) Emergency ventilation blowers
10) 110Vdc toilet loads, seat lights & doors.

ACU consists below modules/ sections:

1) Input section
2) AC-1 module (line converter & inverter section including master control)
3) AC-2 module (line converter & inverter section including master control)
4) 415VAC output section
5) DC converter module
6) DC output section
7) DC link voltage indicators
8) Control &communication connectors
9) Blower section
10) Isolation switch.
Input section
1) The input of the auxiliary converter is taken from the independent secondarywindings of
main transformer.
2) Input section consists of input fuse, input main & pre- charging contactors &input ac current
sensor.
3) The purpose of input fuse is to protect DC link from over current.
4) The purpose of input ac current sensor is to control the line converter forregulating DC link
voltage & to maintain unity power factor at input.
5) The purpose of pre- charging contactor & resistor is to limit the DC linkcapacitor charging
current at source sudden ON. It will be switched off whenDC link voltage reaches to defined
value.
6) The purpose of input main contactor is to isolate the unit from source if anyabnormalities in
ACU.
AC-1 & AC-2 Modules
AC-1 & AC-2 modules consists of below sections:
a. Line converter section
b. Inverter section
c. Master & module control section (both control &communication)
Line Converter Section
1) The line converter section takes the input (variable single phase AC input)from secondary
winding of main transformer and converts to fixed DC-link bycontrolling pulses of the
IGBT's by using DSP controller.
2) Line converter maintains unity power factor at AC input. Full bridgearchitecture is used for
the line converter.
3) Transformer primary, secondary, DC link voltages and input AC currentsensors are used for
feedback control, display the parameters and protect theline converter.
4) Line converter output is connected to common DC link.
Inverter Section
1) The inverter takes the input from common DC link. The IGBT based inverter section is
provided after DC link capacitor. A three phase full bridge architecture is used for the
inverter.
2) An IGBT based inverter is controlled by using DSP. Input voltage and output current sensors
are used for feedback control, display the parameters and protect the inverter.
3) Temperature sensors are provided for sensing the heat sink temperatures of the IGBT 3) Contactor driving, monitoring, DC output reverse polarity check is done by AC-2 master
modules and for protecting it. controller.
4) DSP controller is used for PWM control of line converter &inverter. 4) Voltage indication card is used for visual indication of BN bus voltage availability & if any
reverse connections on BN bus.
Master Control Section
1) There is a controller which controls the line converter &inverter. It is also responsible for ACU DC Link Voltage Indicators
monitoring and protecting the complete auxiliary converter unit and records the faults in the Voltage indicators are used to indicate voltage availability at DC link of AC-1,AC-2 &input
memory. of DC converter module by visual to avoid touching the power modules while servicing.
2) It also interfaces to TCMS to get commands and to send status to display at driver cabin
through Ethernet communication. ACU Cooling System
3) It is also responsible for driving the contactors & to monitor it's healthiness by taking their 1) Self-contained blower is used for air cooling of the auxiliary converter.
feed backs. 2) This blower takes 3phase 415V ac supply from AC-2 inverter output.
4) It is also responsible for handling & processing the hardwired signals which are coming from 3) Blower will take supply from AC-1 inverter output if AC-2 inverter fails.
LCC. 4) This action will be done by using change over contactors based on health feedback of other
AC.
ACU 415VAC Output Section
1) It consists of sine filter inductor, capacitor, current transformers, ELD sensor &output Auxiliary Loads
contactor. Auxiliary systems in all coaches work on two different voltages- 415VAC 3-phase,50Hz and
2) 3Ph 415V AC, which is passing through Sine filter capacitors for filtering PWM Sine 110VDC. Major equipment working with these power sources are as below-
waveform to pure Sine waveform. After filtering, the output is connecting to output terminal Auxiliary Loads - 415V AC, 3 phase
through output contactor. S.No Load Name Description
3) ELD sensor is used to measure the earth leak current if any AC output live terminal touches 1) RMPU Air conditioning unit for coaches. Cooling rating –each
to the body & to isolate the faulty section by tripping the contactor. 8TR
4) Current transformer is used to feedback control, display the output AC current and protects 2) CAB AC Air Conditioning unit for LP cabin. Cooling rating –each
the inverter. 2TR
5) The purpose of output contactor is to isolate the AC module from load when AC module 3) Main compressor Main compressor for brake system. FAD – 920 LPM
fails. 4) Traction converter cooling Blower for cooling of traction converter unit. One cooling
ACU DC Converter Module blower Blower In each LTC. Total 4 Nos
1) DC converter takes supply form common DC-link of AC2 and converts DC link voltage to 5) Transformer radiator fan Radiator fan for cooling of main Transformer Total 2
isolated and regulated 110Vdc output by controlling pulses of IGBTs by using DSP Nos.
controller. 6) Transformer oil pump Oil pump for cooling of main transformer 1No
2) DC converter consists of H-bridge converter, isolation transformer, rectifier and filter. 7) Water pump for toilet tank For water pumping for toilet tank. Each coach 2 No.s
3) DC converter shall also regulate output voltage to maintain current share at output. Total 8 in Basic unit
4) An IGBT based DC-DC Converter is controlled by using DSP. Output voltage and output 8) 230V supply for coach Wi-Fi TV screen (4nos.)
current sensors are used for feedback control, display the parameters and protect the DC and TV Wi-Fi control unit (1no.)
Converter. Wi-Fi router (2nos.)
5) Temperature sensors are provided for sensing the heat sink temperatures of the IGBT 9) Pantry appliances load at Microwave Oven (1no.), Hot case (1no.)
modules and for protecting it. 230V Soup Warmer (1no.), Mini Refrigerator (1no.)Water
6) It communicates with AC-2 module through CAN Communication. Boiler (1no.) (in each coach)
10) Toilet Loads at 230Vac Per Toilet loads are as below-
ACU DC Converter Output Section Hand drier (1no.)
1) DC converter output section consists of DC output contactor, DC output reverse polarity Shaver socket (1no.)
sense & BN-bus voltage indication (for both forward &reverse direction). Exhaust fan (1no.)
2) The output of DC converter is fed to BN (Battery Normal) loads, BD (Battery Direct) loads
11) 110Vac sockets for mobile 110Vac single phase sockets in coaches for
as well as battery charger. DC converter output is connected to BN bus terminals through DC
& Laptop charging Mobile and Laptop charging.
output contactor. It is used to isolate the DC converter module from load when DC module
fails and if any reverse connection at BN bus.

Auxiliary Loads - 110 VDC Cooling

S.No Load Name Description The ACU is forced-air cooled. Blower air is used for POWER MODULES and magnetics
cooling. Auxiliary converter cooling is achieved by means of forced convection. Air will be drawn
1) Battery Charger Battery charger is provided in Converter unitto charge from outside through air inlet filter panel. Inside the Auxiliary converter one blower is used for
the battery with C/10 rate. cooling of modules and magnetics, it draws air from the inlet air filter on front and Right side of unit
and forces it over module heat sinks, the air then flows over the magnetics and finally leaves outside
2) Coach, Vestibules and Coach, Vestibules and Driver Cabin lights through two louvered doors
Driver Cabin normal lights .
3) Coach and Driver Cabin Coach and Driver Cabin Emergency lights
Emergency lights
4) Twin Beam/Auxiliary Twin Beam/Auxiliary Head light, Marker Light, Tail

Headlight, Marker Light, Tail Light, Flasher light, Cluster Light, Spot Lights,
Light, Flasher light, Cluster Passenger Alarm Indication Light, Electronic signal
Light, Spot Lights, Passenger bell
Alarm Indication Light,
Electronic signal bell
5) Control Electronics Loads PIS, CCTV, Relays, Contactors, Driver desk, Brake
systems and all other control units. Traction Motor
Conventional EMUs use DC traction motors which are directly connected to the rectifier. In
6) Doors Doors three phase propulsion system, DC traction motors are replaced by AC traction motors, which offer
better control, better reliability and are less prone to breakdown and repair.
7) Auxiliary compressor Auxiliary compressor for Pantograph.
Traction motor type no. TME 49-35-4 from TSA (Traktions Systeme Austria) is being
8) Emergency Ventilation Emergency Ventilation Blower for coaches when
used for Train Set (Train 18).
Blowers RMPU is not working.
Technical Data of Traction Motor
9) Toilet Loads at 110Vdc Vacuum toilet Loads
S. No Description Details
10) Seat Lights Seat Lights for reading 1. Make TSA
2. Type TME-45-35-4
3. Maximum starting 205 A
current
4. Power 210 kW (electrical)
5. Voltage 1430 V
6. Current 121 Amp
7. Continuous rating Shaft output 248 kW (mechanical)
8. rpm 3304 rpm
9. Frequency 111.1 Hz
10. Slip at full load 0.87 %
11. Power factor 0.9 Train set 18 rake checking:

12. Power (Electrical) 280.75 kW 1) Ensure rake is on track and under OHE.
13. Voltage 1430V 2) Take the master key, Panel door opening key, ACP resetting key, FDU resetting key and log
14. Current 131 Amp book from the Shed/CC/Dy SS.
15. Frequency 111.2 Hz 3) Check T18 log book for any previous remarks.
16. 1 Hour rating Slip 0.95% 4) Check the under gear of DTC, MC1 & 2 and TC of all 4 basic units.
17. Shaft output 267 kW 5) Switch ON the Battery Direct (BD) MCB in all DTCs & NDTCs.
(Mechanical) 6) In both leading & Trailing DTCs the following points to be ensured.
18. Power Factor 0.9 a. BCH handle in release position.
19. Rotation speed (rpm) 3304 rpm b. ALP/TMR emergency brake in close position.
20. Wheel axle speed 640.56 rpm
c. “EMR OFF” button in release potion in LP side of Section ‘B’.
21. Starting Torque on axle 12920.79 Nm
d. “EMR BRAKE” button should be in release position in both LP & ALP side of
22. Efficiency 95.1%
Section ‘B’.
23. Maximum frequency 167.5 Hz
e. Ensure all MCBs are in ON position in CRW panel.
24. Speed at 160 kmph with full worn wheels 4992 rpm
(877mmdia) f. Ensure all isolating switches are at 11o clock position except Battery supply switch.
25. Protection system IP 20 g. Switch ON the Marker Red light in the last DTC.
26. Class of insulation material Class 220 h. Check the Flasher light.
27. Terminal box protection degree IP 65 i. Check Head light Bright & Dim.
28. Type of cooling Self-ventilated, air cooled j. Check wipers working.
. k. Ensure BPIC cocks in both DTCs are in open position.
TECHNICAL DATA FOR GEAR DRIVE 7) Check the BA voltage in Panel ‘1’ of section ‘A’. It should be more than 90 Volts
Sr. No. Characteristics Value
8) In DTC, In CRW panel turn Battery supply switch to ON position for 2 to 3 seconds.
1. Main Gear 98 Teeth
Gear 9) Now SPM, TCAS, MCP and DDU will switch ON within few seconds.
2. Pinion 19 Teeth
3. Ratio 5.158 10) In DDU first leading BU pictorial diagram will display in main area and after few sec.
4. Weight of With half coupling 990 kg ± 3% remaining BUs will display.

5. traction Weight of gear unitwith half 480 kg ± 5% 11) AAC will start in all MCs and can be view from DDU. (Inside AAC icon blue colour and
motor drive coupling (without oil) surrounding white colour).
6. Lubricants used in gear case Servo Syn Gear 75W-99LL
12) ‘Panto pressure low detected’ message displays in high priority message area (if no
7. Type of suspension Fully suspended motor with
pressure).
partlysuspended gear drive
8. Over all dimensions (mm) 1431 (L) x 1157(W)x 701(H) 13) Vmax shows ‘0’.
14) Except TCMS, Loops, PIS and BMC remaining icons shows grey colour.

15) Insert Master key in OFF position and turn to ON position. 31) Ensure Two Pantographs are raised and all 4 VCBs are closed in 16 car formation. In 8 car
16) Now all signal lamps will glow in LP desk and ALP/TMR panel for 5 sec. and extinguishes formation only one Panto raises and Two VCBs will be closed. Same can be checked in
with hooter sound except DDU.
32) Not all VCB closed lamp extinguishes and Min 1 VCB closed lamp glows continuously in
a) ‘NOT All PANTO up” lamp
b) ‘NOT ALL VCB CLOSE’ lamp indication panel.
c) ‘MIN 1 PB APPLIED’ lamp with parking brake icon with pink colour. 33) Now 25 KV supply comes to all Main transformers and ACU comes in service.
d) ‘MIN 1 DOOR OPENED’ lamp (If doors in open condition). 34) LTC 1 & 2 , ACM 1 & 2, MAC icons are changed to Blue colour.
e) ‘MIN 1 BRAKE APPLIED’ lamp. 35) All MAC starts and MR pressure will build up.
17) Ensure CAB occupancy icon in DDU display glowing with blue background (either in BU1 36) MAC will work automatically (MAC icon back ground shows blue color) and if all MAC is
or in BU6). required press Start All MAC button. Now all four MAC will start till pressure reaches 10
18) Select pantograph from panto mode switch Kg/cm2. After that only three MAC will work as per schedule.
a) Position 1: BU1 & BU5 panto raises. 37) Observe BC pressure in BC gauge (3.8 - 4.2 kg/cm2)
b) Position 2: BU2 & BU6 panto raises. 38) Keep BCH in ‘Forward’ position (Release) and create BP pressure 5 Kg/cm2, Brake
c) Position 3: BU1 & BU6 panto raises. Cylinder pressure drops to 1.8 to 2.2 Kg/cm2 from 3.8 to 4.2 Kg/cm2.
19) After cab occupation selected pantos icon shows back ground white (Panto ready to raise). 39) MR pressure and BP pressure also can view in DDU.
20) Give panto raising command (Rotate and hold for 2-3 sec towards ‘UP’). 40) Now Holding brake pressure reduces to 1.8 - 2.2 Kg/cm2.
21) Now in pantos icon up going arrow mark will appear side of pantos. 41) Press the “LAMP TEST” illuminated push button switch in section ‘B’ of ALP side panel
22) After touching to OHE and when OHE is available the panto icons turns to Blue colour. and observe that all lights are glowing and extinguishes.
23) OHE available lamp glows continuously in indication panel. 42) Test Signal Bell.
24) OHE Voltage and current also displays in DDU. 43) Ensure 160 kmph appears in V max area of DDU.
25) Not all Panto up lamp extinguishes in panel 6 and Min. 1 panto up lamp glows above MCP 44) Check working of EP with MCH moving to Braking side and observe increasing of BC
panel. pressure to 3.8 to 4.2 Kg/cm2. Move MCH to “0” position and observe Brake Cylinder
26) Roofline VCB closes and icon turns to blue colour in BU1 and BU6. pressure drops to 1.8 to 2.2 Kg/cm2 from 3.8 to 4.2 Kg/cm2.
27) Lower Pantos and change the Panto mode switch and raise pantos again and observe raising 45) Check working of Auto brakes with BCH moving to Reverse side (Application) and observe
of pantos according to Panto mode switch. Finally select the required Pantos and raise dropping of BP pressure and increasing of BC pressure to 3.8 to 4.2 Kg/cm2. Move BCH to
Pantos. ‘LAP’ position and observe BP pressure neither creates nor destroys. Move BCH to Forward
28) Main VCB icon turns to white colour (VCB ready to close). position (Release) and create BP pressure i.e., 5 Kg/cm2. Brake Cylinder pressure drops to
29) Turn MC (VCB) switch to ON position briefly for 2 second and observe VCB close icon 1.8 to 2.2 Kg/cm2from 3.8 to 4.2 Kg/cm2.
(VCB close indication with blue icon). 46) Press the “EMR BRAKE” button and observe the following.
30) Now VCB closes in all TCs and all VCB icons back ground turns to blue colour. a. BP Pressure will not drop.
b. Emergency brakes applies with MR pressure. Observe Brake Cylinder pressure 57) Release Parking Brakes and ensure lamp extinguishes inside ‘PB APPLY SWITCH’ in
increases from 1.8 to 2.2Kg/cm2 to 3.8 to 4.2 Kg/cm2. CRW panel. Again apply parking brake. When PB is applied, V max shows “0”.
c. V Max shows ‘Zero Force’
d. Brake icon indicates Pink colour with “E” letter in the icon. ENERGISING OF TRAIN SET 18 RAKE:
47) Press the “EMR OFF” button and observe the following. 1. Ensure rake is on track and under OHE.
a. BP Pressure will not drop. 2. Get in rear DTC and ensure all controlling switches are normal and BCH in release/lap
position.
b. Both Pantos lowers & all Four VCBs opens in 16 car formation. In 8 car formation
3. Ensure BD braker in both DTC and in both NDTC is in ON position.
Panto lowers and both VCBs will open.
4. Check the BA voltage in Panel ‘1’ of section ‘A’. It should be more than 90 Volts
c. V Max shows ‘Zero Force’
5. In DTC, In CRW panel turn Battery supply switch to ON position for 2 to 3 seconds.
d. Rotate “EMR OFF” switch in arrow direction (clock wise) to reset the switch.
6. Now SPM, TCAS, MCP and DDU will switch ON within few seconds.
Selected Panto icons show White background. Raise Panto and close VCBs. V Max 7. In DDU first leading BU pictorial diagram will display in main area.
shows 160 kmph. 8. After few sec. remaining BUs will display.
48) Conduct ALP’s Emergency brake and observe the following. 9. AAC will start in all MCs and can be view from DDU. (Inside AAC icon blue colour and
a. BP Pressure will drop to ‘0’. surrounding white colour)
b. Emergency brakes applies. Observe Brake Cylinder pressure increases from 1.8 to 10. ‘Panto pressure low detected’ message displays in high priority message area (since no
pressure)
2.2Kg/cm2 to 3.8 to 4.2 Kg/cm2.
11. Vmax shows ‘0’.
c. V Max shows ‘Zero Force’.
12. Except TCMS, Loops, PIS and BMC remaining icons shows grey colour.
d. Brake icon indicates Pink colour with “E” letter in the icon.
13. Insert Master key in OFF position and turn to ON position.
e. Close ALP’s emergency brake. BP pressure creates to 5 Kg/cm2. Observe Brake
14. Now all signal lamps will glow in LP desk and ALP/TMR panel for 5 sec. and extinguishes
2 2
Cylinder pressure drops to 1.8 to 2.2Kg/cm from 3.8 to 4.2 Kg/cm . V Max shows with hooter sound except
160kmph. a) Not all panto up lamp
49) Check both High tone & Low tone horns. b) Not all VCB closed lamp
50) Check the microphone testing with TMR and check the outgoing & incoming voice. c) PB applied lamp with parking brake icon with pink colour.
51) Conduct JBT & ACP test in the first trip of the day. d) Min 1 door is opened lamp (If opened condition)
52) Press Signal exchange Green & Red push button switches and check Exchanging lights are e) Min 1 Brake applied lamp.
blinking outside the DTC (both LP & ALP side). 15. Ensure CAB occupancy icon in DDU display glowing with blue background (either in BU1
or in BU6).
53) Check working of Head light, Flasher, Marker white and Red lights.
16. All AAC working can be viewed from DDU and ensure AAC icons back ground showing
54) Enter the Train No in MCP panel. blue colour.
55) Ensure correct destination board on Head Code. 17. Select pantograph from panto mode switch
56) Note down the energy meter reading in ‘Energy Over View screen’. a) Position 1: BU1 & BU5 panto raises.
b) Position 2: BU2 & BU6 panto raises.

c) Position 3: BU1 & BU6 panto raises. 6. “Apply Auto brakes” via ‘Brake Controller’ by dropping BP pressure till ‘Emergency brake’
indication appears on DDU.
18. After cab occupation selected pantos icon shows back ground white.(means ready to raise)
7. Ensure brake cylinder gauge is showing 3.8 to 4.2 Kg/cm2 pressure.
19. Give panto raising command.(Rotate and hold for 2-3 sec towards ‘UP’)
8. Open Brake screen in DDU and ensure that all coaches brakes is applied. (3.8 to 4.2 Kg/cm2)
20. Now in pantos icon up going arrow mark will appear side of pantos. 9. Switch off master key and ensure Parking brakes are applied automatically. Parking brake
21. After touching to OHE and when OHE is available the panto icons turns to Blue colour. apply lamp glows in CRW panel and Parking brake icon shows pink colour in DDU.
22. OHE available lamp glows continuously. in indication panel. 10. During cab changing, rake remains in energisation condition i.e., two Pantos in Raise & all four
VCB in close position in 16 car formation ( In 8 car formation, one panto remains in raise and
23. OHE Voltage and current also displays in DDU. both VCBs remains close position), Main Air compressor works according to scheduling. Fans,
24. Not all Panto up lamp ext. and Min. 1 panto up lamp glows above MCP panel. Lights & RMPU works in all coaches for passengers.
25. Roofline VCB closes and icon turns to blue colour in BU1 and BU6. 11. Cab occupancy icon turns i.e. Inside icon blue colour and outside of icon white colour ( last cab
occupancy).
26. Main VCB icon turns to white colour. (Means ready to close) 12. Switch on the marker RED lamps. Get down and ensure Red marker lights are blinking.
27. Turn MC (VCB) switch to ON position briefly for 2 second and observe VCB close 13. Take the Master key, panel door key and ACP Resetting Key.
icon.(VCB close indication with blue icon) 14. Move the ‘Brake controller’ handle to Release position.
28. Now VCB closes in all TCs and all VCB icons back ground turns to blue colour. 15. Close the cab doors and proceed to the other cab.
29. Not all VCB closed lamp ext. and Min 1 VCB closed lamp glows cont. in indication panel. 16. Now switch on the Master key.
30. Now 25 KV supply comes to all Main transformers and ACU comes in service. 17. Ensure CAB occupancy icon in DDU display glowing with blue background
18. Ensure BCH in Release position.
31. LTC 1&2 , ACM1&2, MAC icons are changed to Blue colour.
19. Ensure Brake pipe is fully charged i.e. 5 Kg/cm2.
32. All MAC starts and MR pressure will build up.
20. After creating BP pressure, BC gauge comes from 3.8 to 4.2 Kg/cm2 ( Emergency brakes) to
33. MAC will work automatically and if all MAC is required press Start All MAC button. Now 1.8 to 2.2 Kg/cm2 i.e., Holding brakes applied.
all four MAC will start till pressure reaches 10 Kg/cm2. After that only three MAC will 21. Release the parking brake before taking traction by MCH.
work as per schedule.
22. Ensure Brakes are Released in all Units on DDU while taking traction.
34. MAC icon back ground shows blue colour. 23. Conduct brake feel test after starting.
35. Observe BC pressure in BC gauge (3.8 - 4.2 kg/cm2) Stopping of train:
36. Now keep BCH in Release position and BP charges to 5 kg/cm2. 1. Bring MCH from ‘Driving’ to coasting i.e., to ‘0’
37. MR pressure and BP pressure also can view in DDU. 2. Then move MCH to braking side.
38. Now Holding brake pressure reduces to 1.8 - 2.2 kg/cm2 3. Now Regeneration brake will work with first priority and EP brake will apply if RG brake
39. Before moving MCH release PB from CRW panel. is insufficient.
NOTE: If CAB occupancy icon not displayed even after operating Master key, operate Cab Selector 4. If demanded brake effort is available through RG, EP brake may not apply.
switch from LPT to HPT position (Operate switch from 11 O’ clock to 1 O’ clock position)
5. Move MCH further to braking side to increase brake effort.
Procedure for Cab changing in Tran set 18 Rake:
1. Stop the train. 6. In case of emergency move MCH to EB position. Emergency brakes will apply without
2. Keep Master control handle to ‘0’ position dropping of BP pressure.
3. Ensure Holding brakes are applied (1.8 to 2.2 Kg/cm2). 7. If any failure of EP brake experienced apply auto brake using brake controller handle (BCH).
4. Min 1 brake apply lamp glows in indication panel.
8. ‘MIN-1 BRAKE APPLIED’ lamp will glow if EP or Auto brake applies in formation. When
5. Keep the Direction selection switch in ‘0’ position.
only RG brake applies in all MCs then ‘MIN-1 BRAKE APPLIED’ lamp will not glow
9. Even though train speed is controlled with RG brake, at low speeds EP brake applies Moving of Train -18 formation as dead (Towing dead movement and passengers
according to MCH handle position (if RG brake is insufficient) and according to that BC are not available in rake) (Empty rake dead movement)
pressure is shown. ‘MIN-1 BRAKE APPLIED’ lamp will glow as long as Holding brakes 1. Attach the working loco with train -18 rake duly removing the FRP cover in front of DTC
(After removing FRP cover, CBC coupling, BP & FP cut OFF angle COCs can be seen).
are applied. Removed FRP cover to be kept in leading DTC cab.
10. When train comes to a stop, holding brake comes into service and BC pressure will show 2. Close all doors of the dead rake.
1.8 to 2.2 kg/cm2. BC gauge indicates the BC pressure of that particular DTC only. Brake 3. Open all VCBs by giving MC Off command
4. Lower Pantographs
icon indicates Pink colour in rake information screen. Each coach BC pressure can be seen 5. Turn off Master key from ON to off. Now parking brakes will apply automatically.
in Brake screen in DDU. 6. Keep Brake control handle in LAP position.
11. Open the doors by pushing both Door open switches at a time in Panel 10 of section ‘A’ 7. Switch off Emergency lights.
8. Give BA off command at BA supply switch in CRW panel for 2 to 3 seconds. After few
(Opening doors is the duty of TMR). seconds CE will off with DDU off indication.
Note: After stopping the train, Holding brakes will apply when train speed is “0” and MCH on 9. In Formation open All Coaches “B02” panel and close EPIC1 and EPIC 2 cocks
“0” position. By mistake if MCH is moved to Driving side after stopping the train, 10. In Formation open All Coaches “B01” panel and close Parking brake cocks.
11. Release Parking brakes of wheel No. 1, 4, 5 & 8 in all coaches manually (For 16 car rake 64
Holding brakes releases and train moves according to gradient and MCH position. So wheels parking brakes to be released manually. For 8 car rake, 32 wheels parking brakes to be
for safe side, keep Reverser on “0” position after stopping the train. released manually).
12. Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in both
Starting / moving of train: leading & trailing DTCs.
2 2
1) Ensure BP is 5 Kg/cm and MR 7.5 to 10 Kg/cm . 13. Couple relief loco BP to T18 rake BP and relief loco FP to T18 rake MR pressure pipes
2) Ensure cab occupation in DDU. between Loco and formation Create BP and MR pressure in Formation. T18 rake can’t be
moved as dead if MR pipe of relief loco is not connected with FP pipe of T18 rake. If MR
3) Ensure the signals are taken off for starting the train.
pressure is available in T18 dead rake then only brake system will work inT18 dead rake.
4) Ensure V Max are ais showing 160 kmph.
14. Conduct Air continuity test before starting train.
5) Note down the energy meter reading in ‘Energy Over View screen’. 15. Move the rake at 5 to 7 kmph for some distance and ensure no brake binding.
6) Release Parking Brakes and ensure lamp extinguishes inside ‘PB APPLY SWITCH’ in CRW 16. Work the train with 60 kmph since no pressure will charge in Air spring.
panel.
7) Ensure correct destination board on Head Code. Moving of Train -18 formation as dead with Relief Engine (Towing dead
8) Place Direction selection switch to forward. movement and passengers are available in rake)
9) Exchange all right signal from Guard. Train set 18 rake is able to energize (passengers are available in rake):
1. Attach Relief loco with CBC duly removing FRP covers.
10) TMR should close the doors of Passenger saloon area. Ensure that ‘MIN1 DOOR OPENED’
lamp extinguishes and ‘ALLDOORS CLOSED’ lamp glows in panel 6. 2. Connect BP pipe of loco with Train 18.
11) Move MCH handle to traction side slowly. 3. Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in both
leading & trailing DTCs.
12) Holding brake will release automatically, ‘MIN 1 BRAKE APPLIED’ lamp extinguishes and
4. Energize rake from leading DTC & maintain MR pressure by train set. If not, connect FP
train starts moving.
pipe of Relief loco to MR pipe of Train set.
13) Running of train at lower speed to be adjusted through MCH.
5. Occupy the cab duly turning the cab occupation switch into ‘HPT’ mode.
14) For constant speed, cruise control switch can be pressed when required speed is attained. 6. Open BP angle coc between loco and DTC of T18. Create BP pressure in rake.
7. Release holding brake of all coaches through DDU.
8. Ensure Parking brakes are released in all coaches.
9. Maintain 60 KMPH if any air spring is having MR pressure related problem.

10. Energize rake from leading DTC for working of Passenger amenities.
CRUISE CONTROL
11. Crew must be in train set for opening and closing of VCB in Neutral section.
1) Cruise control means constant speed control.
12. Opening and closing of doors to be done by TMR. 2) After bringing required speed manually press cruise control PB switch 2-3 sec.
13. Conduct Air continuity test by relief loco 3) Cruise control can be activated in traction side only.
Train set 18 rake is unable to energize (passengers are available in rake): 4) Cruise control activation:
a) MCH should be in powering side only.
1. Attach the Relief loco with train -18 rake duly removing the FRP cover in front of b) Speed should be above 10 KMPH.
DTC (After removing FRP cover, CBC coupling, BP & FP cut OFF angle COCs c) EP brake & Auto brake should be in Release condition.
can be seen). Removed FRP cover to be kept in leading DTC cab. d) Press Cruise control push button, an illuminated lamp glows inside Cruise control
2. Open all VCBs by giving MC Off command push button switch.
3. Lower Pantographs e) “Cruise control mode requested” message displays in POP-UP message area in DDU.
4. Turn off Master key from ON to off. Now parking brakes will apply automatically. 4) Cruise control deactivation:
5. Keep Brake control handle in LAP position. a) To cancel cruise control again press illuminated cruise control PB or bring MCH to
6. Keep all BD breakers in ON position and give Battery supply ON command in ‘0’ position.
leading DTC. b) Cruise control will be cancelled and the lamp also extinguishes.
c) Application of EP brake or Auto brake.
7. Now DDU will be ON.
d) Move MCH should to “0” position.
8. In Formation open All Coaches “B02” panel and close EPIC1 and EPIC 2 cocks NOTE:
9. In Formation open All Coaches “B01” panel and close Parking brake cocks. 1) After activation of Cruise control, if MCH moving in powering side cruise control will not
10. Release Parking brakes of wheel No. 1, 4, 5 & 8 in all coaches manually (For 16 car deactivate.
rake 64 wheels parking brakes to be released manually. For 8 car rake, 32 wheels 2) If ENS is enabled during cruise control both operations will work parallelly only in 16 car
parking brakes to be released manually). rake. But 8 car rake both will not work at a time.
11. Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in 3) Even one Basic Unit is isolated cruise control will work.
both leading & trailing DTCs. 4) For cancelling cruise control when cruise control PB is pressed traction comes automatically
12. Couple relief loco BP to T18 rake BP and relief loco FP to T18 rake MR pressure as per MCH position.
pipes between Loco and formation Create BP and MR pressure in Formation. T18
rake can’t be moved as dead if MR pipe of relief loco is not connected with FP pipe
of T18 rake.
13. Conduct Air continuity test before starting train.
14. The following will work in Train set (provided if Battery voltage is available)
a) TCMS
b) Water pumps
c) Bio-Vacuum toilets
d) Plug door & IC door
e) Emergency blower
15. Move the rake at 5 to 7 kmph for some distance and ensure no brake binding.
16. Work the train with 60 kmph since no pressure will charge in Air spring.
Procedure of ACP reset in Train -18

1) There are 4 ACP push buttons available in every Coach.
2) Outside of every coach (both sides), ACP indication lamps are provided.
3) Whenever Any ACP Push button is pressed by passengers, Buzzer and lamp indication will
come in both DTCs.
4) In DDU Emergency Stop Icon colour will turn to red in particular Basic unit.
5) ACP message will be displayed in DDU.
6) Both sides of that particular coach ACP light indication will glow.
7) BP pressure will not drop and train will not stop.
Resetting procedure: ENS (ENTERING NEUTRAL SECTION)
1) Stop the train.
2) Identify the ACP pulled coach in detailed BU information or Side light. In Train Set 18 rakes sequential opening & closing of VCBs takes place automatically after
3) Go to that affected coach, find out the reason. pressing the “Entering Neutral Section” push button switch (ENS).
4) Reset ACP push button with key. I. Procedure for Negotiating of Neutral Section with ENS enabled (DDU is
Note: healthy).
1) To stop the ACP buzzer Press PAS ACK Push button in LP desk. But illuminated lamp will
extinguish only after reset of ACP. 1) Ensure MR and BP pressure are adequate.
2) If ‘PAS ACK’ is in pressed condition even after reset of ACP, Buzzer sound will not come 2) If MC tripped in any basic unit due to any other reason, do not try to close MC while
when again ACP happens but inside Light glows. approaching ‘Neural Section’.
3) Select Rake information screen on DDU.
Basic unit Grounding & Opening / Closing LTC compartment:
TC Grounding 4) Gain adequate speed according to signal and section.
1) Open VCB and Lower panto graph from working DTC. 5) At ‘250 meters board’ press ‘Entering Neutral Section’(‘ENS’) push button provided at
2) Proceed to the required Trailer coach. driver desk for 2-3 sec. Observe the ENS push button, the back light of ‘ENS’ push button is
flashing until the first VCB in the train line is opened and afterward the backlight will glow
3) Ensure that the Pantograph is lowered.
steadily ‘ON’, until all basic units have passed the ‘Neutral Section’.
4) In ECC panel of TC, Operate Blue Kaba key through 900 and take it out of the slot.
5) Insert it into the key slot near AC Earthing switch and turn the key through 900 to release the 6) Text message ‘Neutral Section Mode Enabled’ will also appear on the DDU.
lock of AC Earthing switch. 7) When the leading BU’s VCB opens, “NOT ALL VCB CLOSED” lamp glows.
6) Operate AC Earthing switch to 1800 for earth position. Turn both Yellow keys through 900 8) Observe closing of all VCBs on DDU after passing of Neutral section (“NOT ALL VCB
and take them out. Now AC Earthing switch is locked in earth position. CLOSED” lamp will extinguish). If not, close MC by MC ‘ON’ switch manually.
7) Roof and Main transformer are earthed. 9) No need to keep MCH on coasting position.
LTC Grounding 10) Cruise control also can be enabled when ENS is enabled. This is possible only in 16 car
8) Insert yellow key into the slot near DC Earthing switch in MC which is required of that rake. In 8 car rake, both ENS & Cruise control can’t be enabled at a time.
grounded basic unit.
11) VCD to be acknowledged s per procedure.
9) Turn the Yellow Kaba key through 900, to release the lock of DC Earthing switch.
10) Operate DC Earthing switch to the earth position. 12) If required, train speed can be controlled by applying MCH or BCH.
11) Turn Green Kaba key near DC Earthing switch through 900 and take it out. Now DC Earthing 13) Once ENS is activated (light blinking inside ENS & ‘Neutral Section Mode Enabled’
switch is locked to earth position. message appeared in DDU) and if train is stopped before or after VCB open board, Neutral
12) Open LTC by using Green key for maintenance. section can be negotiated in ENS mode only. No need to open/close VCB manually.

II. Procedure for Negotiating of Neutral Section with ENS enabled (DDU is not c. ‘Neutral Section Mode Enabled’ message not displayed in DDU
working /Responding 3. LP has to follow the following procedure to negotiate Neutral section.
a. Neutral section to be negotiated like conventional trains.
1) Ensure MR and BP pressure are adequate. b. MCH to be kept in coasting position.
2) If MC tripped in any basic unit due to any other reason, do not try to close MC while c. If VCB trips in any one Basic Unit then don’t try it.
approaching ‘Neural Section’. d. Cruise control will not be activated.
3) Gain adequate speed according to signal and section. e. VCD to be acknowledged as per procedure.
4) At ‘250 meters board’ press ‘Entering Neutral Section’(‘ENS’) push button provided at f. For opening VCB of all Basic Units, move the MC ON/OFF switch to “OFF” position
driver desk for 2-3 sec. Observe the ENS push button, the back light of ‘ENS’ push button is (keep the switch in OFF position for 2 seconds).
flashing until the first VCB in the train line is opened and afterward the backlight will glow g. Observe opening of VCBs of all Basic Units. This can be observed in DDU. “NOT
steadily ‘ON’, until all basic units have passed the ‘Neutral Section’. ALL VCB CLOSED” lamp glows. When all VCBs are in open position, traction not
5) When the leading BU’s VCB opens, “NOT ALL VCB CLOSED” lamp glows. possible with MCH in driving side.
h. After passing VCB close board of MEMU/T18, move the MC ON/OFF switch to
6) After closing all VCBs, “NOT ALL VCB CLOSED” lamp will extinguish. If not, close MC
“ON” position. All VCBs will close at a time. “NOT ALL VCB CLOSED” lamp
by MC ‘ON’ switch manually.
extinguishes.
7) No need to keep MCH on coasting position. V. Cancellation of ENS command (If ENS is pressed by mistake):
8) Cruise control also can be enabled when ENS is enabled. This is possible only in 16 car
rake. In 8 car rake, both ENS & Cruise control can’t be enabled at a time. In case ‘ENS’ push button is wrongly pressed or ENS is active, then following procedure is to be
adopted to cancel the ‘ENS’ command.
9) VCD to be acknowledged s per procedure. 1) Give ‘MC OFF’ (VCB open) command. (VCBs will open in all motor coaches)
10) If required, train speed can be controlled by applying MCH or BCH. 2) Wait for a few seconds.
3) Give ‘MC ON’ (VCB close) command. (VCBs will close in all motor coaches)
11) Once ENS is activated (light blinking inside ENS & ‘Neutral Section Mode Enabled’
4) Ensure the same on DDU and Work the train normal.
message appeared in DDU) and if train is stopped before or after VCB open board, Neutral
5) If ENS is not cancelled with the MC ON/OFF switch, after travelling 500 meters, VCBs will
section can be negotiated in ENS mode only. No need to open/close VCB manually.
open one by one and again all VCBs will close. This is possible only in the higher speed. But
III. Procedure for Negotiating of Neutral Section in RDM mode. in the lower speed of the train or train is stopped within the 500 meters distance after wrong
operation of ENS, LP has to cancel the ENS operation and close VCB again.
1) Ensure MR and BP pressure are adequate.
2) If MC tripped in any basic unit due to any other reason, do not try to close MC while
approaching ‘Neural Section’.
3) Gain adequate speed according to signal and section.
4) At ‘250 meter board’, give the ‘MC OFF’ (VCB open) command and pass ‘Neutral Section’.
5) After passing ‘Neutral Section’ of Give ‘MC ON’ (VCB close) command at ‘DJ close board
for EMU/MEMU’ and same to be ensured on DDU as well as indication panel.
IV. Procedure of ‘Neutral section’ negotiation is not started even after pressing
of ‘ENS’ switch.
1. Loco Pilot has to press the “ENS” push button switch at 250M warning board.
2. ENS will not be enabled in the following occasions.
a. If the Backlight of ‘ENS’ push button is not flashing
or
b. ENS lamp glowing immediately after pressing it
or
VI. In case rake is stopped just before the ‘Neutral Section’ i.e., stopped Just 2. If ENS is in active condition, Cancel ENS command by giving VCB open with MC ON/OFF
before VCB open board and all VCBs are in open position in 16 car switch & confirm the opening of both VCBs through DDU.
formation. 3. Physically ensure that raised Pantograph location whether Neutral section dead portion is
passed or not.
a. If leading Panto passed Neutral section dead portion,
1. Give VCB close command
2. Work the train normal.
b. If leading Pantograph not passed Neutral section dead portion,
1. Lower the leading Pantograph and Raise Rear Pantograph duly changing Panto
mode switch and Close VCBs.
2. Carefully pull the Formation till rear Panto approaching up to VCB open board
or ensure leading Panto passes dead wire and entered in to live OHE and then
stop the train.
3. Open VCBs through MC ON/OFF switch (If able to pass the formation up to
MEMU/T18 VCB close board, then close VCBs and work train).
4. If unable to go up to T18 VCB close board, Lower rear pantograph and raise
leading pantograph duly changing Panto mode switch and close VCB and work
the train normal.
1. Ensure train is stopped, MCH in coasting position and holding brakes are applied.
2. Isolate leading two VCBs of leading Basic units through DDU & confirm the opening of RESCUE DRIVE MODE (RDM):
VCBs of leading two units through DDU. 1. Whenever TCN lamp glows it indicates TCN failure.
3. Close the VCBs of last two Basic units with MC ON/OFF switch & confirm the closing of 2. If V max is available 160 KMPH. rake will be worked normal. It is called as working on of
VCBs of last two Basic units through DDU. Special RDM mode.
3. If V max is showing Zero force and train not moving, switch over to RDM mode.
4. Pull the train ahead till the leading Panto passed the ‘Neutral Section dead wire’ (Leading
DTC passed VCB closing board is not sufficient. Leading Panto passed the VCB close board 4. In RDM mode, all Basic units can be controlled using Hard-wired Train line wires instead of
is important here) & stop (observe leading Panto icon colour change from Blue to White and Train Communication Network.
again changes to Blue.). 5. In this mode, train line wires can only command Motoring / Braking and same will be applied
at prior configured TE/BE rates by individual Motor Coaches with overall speed restrictions
5. Isolate the rearmost VCBs of last two Basic units (which have not passed Neutral Section
of 60 KMPH.
dead wire) through DDU.
RDM MODE OPERATION:
6. Activate leading two VCBs of the leading two Basic Units through DDU and confirm the 1. Bring the Master Controller handle to ‘Coasting’ Position.
same through DDU. Close the VCBs of leading two Basic units with MC ON/OFF switch & 2. Stop the train.
confirm the closing of VCBs of leading two Basic units through DDU. 3. Bring Reverser to ‘0’ position.
7. Draw the train up to VCB close board of MEMU/T18 and stop the train. Activate the rear two 4. Turn the ‘Master key to ‘0’ Position and wait for 10 sec.
VCBs of last Basic units. Close the VCBs of last two Basic units with MC ON/OFF switch & 5. Turn the ‘Master key to ‘RDM’ position
confirm the closing of VCBs of last two Basic units through DDU. 6. Ensure that ‘RDM’, ‘MIN 1 PANTO UP’ & ‘MIN 1 MC ON’ lamps are glowing.
8. Continue the train working as per procedure. 7. Release the parking brake before taking traction.
Instructions to be followed during RDM mode working:
VII. ‘ENS’ is activated or VCBs opened with MC OFF command and Rake is 1. Three indications namely RDM (Blue), Min. one Panto UP (Blue) and Min. one MC ON
stopped before VCB open board of Neutral Section in 8 Car Formation. (Blue) glows on right hand side panel. If Min. one Panto (Blue) and Min. one MC ON (Blue)
1. In case Rake is stopped just before ‘Neutral Section’ and both of Trailer coaches indications do not glow, give Panto Raise command and MC ON Close command.
have not passed ‘Neutral Section’ with all VCBs are in opened position. 2. DDU may or may not function normal.
3. Gradual Traction / Braking not available. Train movement may be with jerks.

4. Application or releasing of parking brakes is possible. Different speeds (V max.)

5. Holding Brakes (of 1.8 to 2,2 kg./cm2 in standstill) remains applied.
6. “Entering Neutral Section” push button will not work. Description Speed
7. “Cruise Mode” push button will not work.
8. Maximum speed attainable is 60 kmph. Normal 160 kmph
9. Panto Raise/Lower, MC Open/Close and Emergency Off push button work normal.
One Bogie brakes are isolated 155 kmph in 150 kmph
10. Lights and Fans in passenger area work continuously.
16 car in 8 car
Following Procedure to be adopted to work the rake in Normal mode from RDM mode (in
Standstill condition of the rake only). One coach brakes are isolated 150 kmph 140 kmph
1. Bring MCH handle to ‘Coasting’ position. in 16 car in 8 car
2. Bring DSS switch to ‘0’ position. Special RDM Mode 160 kmph
3. Turn the ‘MCS’ key to ‘0’ position and wait for 10 sec.
4. Turn the ‘MCS’ key to ‘ON’ position. RDM Mode 60 kmph
5. Release the parking brake before taking traction. Maintenance Mode entered or not logged out from Maintenance mode 15 kmph
Note : Sudden operation of ‘Master’ key from ‘ON’ position to ‘RDM’ or vice-versa may lead to Shunting mode (NDTC) 15 kmph
trouble of ‘Rake refuse’ to move.
Pushing back 15 kmph
Trouble Shooting for Rake Refused to Move:
If Rake is refused to move due to not releasing 3.8 Kg/cm2 or 1.8Kg/cm2 brakes in entire Shunting mode from DTC 160 Kmph
Rake, following action to be taken by Motorman. Shunting mode –Speed PB operated 15 kmph
1. Check that ‘Vmax: 160’ is being shown on DDU.
2. Check availability of BP pressure 5 Kg/cm2 in DTCs through DDU brake page along with Air spring failed 60 kmph
adequate MR pressure. Parking brake applied (‘MIN 1 PB APPLIED’ lamp glowing) zero force
3. Check on DDU that Cab is occupied after switching ON of Master key.
4. If still cab is not occupied, check that all MCBs are set on CRW (ECC Panel). If any of the BCH applied and BP pressure drops to ‘0’, ALP/TMR emergency zero force
MCB is found tripped, Reset the same and work the train normal. brake operated (EMR BRAKE lamp glowing)
5. Ensure parking brakes are released.
MCH moved to ‘EB’ position (EMR BRAKE lamp glowing) zero force
6. If cab occupied MCB is tripped and not resetting, then operate ‘CAB OCCUPIED
SELECTOR’ switch to ‘HPT’ position (Override/ High priority mode). All Doors opened or any one Door not closed (‘MIN 1 DOOR zero force
7. Distinguish the type of brake application through DDU pictogram in all units OPENED’ lamp glowing)
a) If TPWS Brakes are applied, isolate TPWS by ISU (Ensure TPWS working as per
section). ‘EMR BRAKE’ push button pressed (‘EMR BRAKE’ lamp glowing) zero force
b) If Emergency Brakes are applied, isolate ‘EBL’ isolation switch on CRW (ECC panel) ‘EMR OFF’ push button pressed (‘EMR OFF’ lamp glowing) zero force
and work the train in RDM and inform to TLC.
c) If Service brakes are applied work the train in RDM and inform to TLC VCD penalty applied zero force
TPWS brakes applied zero force
Different ways of applying Emergency Brakes and Releasing:

I. Brake control handle (BCH) in application position:
1) BP pressure drops continuously as long as BCH in application position (Finally BP pressure
drops to ‘0’).
2) V Max shows “ZERO FORCE”.
3) Brake icon colour changes to pink colour with “E” letter in the centre of icon.
4) “EMY Brake triggered due to BCH in EMY position” message appears in Pop up message
area.
5) BC gauge in DTC shows 3.8 to 4.2 KG/CM2.
6) Min 1 Brake applied lamp glows in indication panel
7) Emergency Brake lamp glows in indication panel.
8) Loop icon becomes Red in all basic units.
Resetting:
1) To release Emergency brakes, Keep BCH in Release position.
2) BP pressure creates to 5 KG/CM2.
3) V Max shows 160kmph.
4) BC gauge shows “0”.
5) Pop up message area dis appears.
9) Min 1 Brake applied lamp extinguishes in indication panel. III. Opening of ALP/TMR emergency brake:
6) Brake icon becomes Blue. 1) BP pressure drops continuously as long as ALP/TMR emergency brake in open position (BP
7) Loop icon becomes blue comes nearly to ‘0’).
3) Brake icon colour changes to pink colour with “E” letter in the centre of icon
II. Keeping MCH handle in ‘EB’ (Emergency Brake) position. 4) BC gauge in DTC shows 3.8 to 4.2 KG/CM2.
1) BP pressure will not drop (BP remains 5 KG/CM2). 5) Min 1 Brake applied lamp glows in indication panel
2) V Max shows “ZERO FORCE”. 6) Emergency Brake lamp glows in indication panel.
3) Brake icon colour changes to pink colour with “E” letter in the centre of icon 7) “EMY Brake triggered” message appears in Pop up message area.
4) BC gauge in DTC shows 3.8 to 4.2 KG/CM2. 8) Loop icon becomes Red in all basic units.
5) Min 1 Brake applied lamp glows in indication panel Resetting:
6) Emergency Brake lamp glows in indication panel. 1) To release Emergency brakes, close ALP/TMR emergency brake.
7) Emergency brakes apples with MR pressure. 2) BP pressure creates to 5 KG/CM2.
8) Loop icon becomes Red in all basic units. 3) V Max shows 160kmph.
Resetting: 4) BC gauge shows “0”.
1) To release Emergency brakes, Keep MCH in coasting position. 5) Pop up message area dis appears.
2) As soon as MCH moved to coasting position, brakes releases and V Max shows 160kmph. 6) Min 1 Brake applied lamp extinguishes in indication panel.
3) BC gauge shows “0”. 7) Brake icon becomes Blue.
4) Pop up message area dis appears. 8) Loop icon becomes blue
5) Min 1 Brake applied lamp extinguishes in indication panel.
6) Brake icon becomes Blue. IV. By pressing LP side or ALP side “EMR BRAKE” mushroom type push button
7) Loop icon becomes blue switch in Section ‘B’
1) BP pressure will not drop (BP remains 5 KG/CM2).
3) Brake icon colour changes to Pink colour with “E” letter in the centre of icon.
4) “Driver EMY Brake switch operated” message appears in Pop up message area.

6) Min 1 Brake applied lamp glows in indication panel 5) VCD will reset (warning lamp extinguishes and buzzer stops).
7) Emergency Brake lamp glows in indication panel 6) V Max shows 160kmph.
8) Emergency brakes apples with MR pressure. 7) BC pressure reduces from 3.8 to 4.2 KG/CM2 to 1.8 to 2.2 KG/CM2 .
Resetting: 8) Pop up message area dis appears.
1) To release Emergency brakes, rotate the ‘EMY BRAKE’ switch in arrow direction on the 9) Min 1 Brake applied lamp glows since holding brakes are applied.
switch. 10) Emergency brake icon changes to pink.
2) As soon as ‘EMY BRAKE’ switch is rotated, emergency brakes releases immediately and 11) Loop icon becomes blue
V Max shows 160kmph.
3) BC gauge shows “0”. VI. TPWS penalty brake application ( Not in service in S C Rly):
4) Pop up message area dis appears.
5) Min 1 Brake applied lamp extinguishes in indication panel. 1) BP pressure will not drop (BP remains 5 KG/CM2).
6) Brake icon becomes Blue. 2) V Max shows “ZERO FORCE”.
7) Loop icon becomes blue 3) Brake icon colour changes to Pink colour with “E” letter in the centre of icon
4) Pop up message appears in DDU.
6) Min 1 Brake applied lamp glows in indication panel
7) Emergency Brake lamp glows in indication panel
8) Emergency brakes apples with MR pressure.
Procedure for Battery Reset:

Before starting ‘Battery reset’ procedure following steps of trouble shooting are to be followed
after ensuring that the rake is in standstill condition.
1. Ensure train is stopped and holding brakes are applied.
2. Keep Reverser in Neutral position.
3. Move the master key to OFF position and wait for 10 seconds.
4. Put the key in RDM and turn back to Normal mode after 30sec. If V Max is showing
160 kmph then work normal.
5. If not successful, work the train in RDM.
6. Battery Reset should be followed after consulting with TLC.
V. VCD penalty brake application: Procedure for Battery Reset:
2
1) BP pressure will not drop (BP remains 5 KG/CM ).
2) V Max shows “ZERO FORCE”. 1. Rake should be in stand still condition and Holding brakes should be in application
3) Brake icon colour changes to pink colour with “E” letter in the centre of icon. position.
4) “VCD penalty” message appears in Pop up message area. 2. Inform to TMR for giving announcement to public for safe side.
6) Min 1 Brake applied lamp glows in indication panel 3. Don’t open the doors of the coaches.
7) Emergency Brake lamp glows in indication panel 4. Operate BCH to application position and ensure BP pressure drops to ‘0’.
8) Emergency brakes apples with MR pressure.
5. Open VCBs by MC ‘ON/OFF’ Switch.
Resetting:
1) After stopping the train, bring MCH to “0” position. 6. Lower the Pantograph by Panto ‘UP/Down’ switch.
2) Keep reverser on “0”. 7. Switch OFF Master key.
3) Wait for 32 sec.
4) Press VCD reset PB switch and press once VCD foot switch. 8. Ensure Parking brakes are applied automatically.
9. Turn OFF the Battery by Battery ‘ON/OFF’ switch provided on CRW panel. Emergency Vigilance Control Device
lights in passenger area will be turned ON automatically. ➢ For the alertness of the crew electronically controlled Vigilance system is provided.
10. DDU will be OFF. Wait for 30 Seconds. ➢ Once in 60 sec LP should acknowledge the VCD.
11. Turn ON the Battery by Battery ‘ON/OFF’ switch provided on CRW panel. ➢ No need to acknowledge VCD when train is stopped and Holding brakes are applied.
12. DDU will start after about one minute. ➢ After acknowledging VCD every time, VCD counter will be incrementing in DDU.
13. Switch ON Master Key in Normal mode. ➢ To acknowledge VCD the LP only should operate the following.
14. Raise the Pantograph and confirm the same on DDU 1) By moving MCH in traction or braking side
15. Close the VCBs, by MC ON/OFF switch and confirm the same on DDU. 2) By pressing VCD Ack. PB switch provided on LP’s desk.
16. Ensure V Max is showing 160 kmph. 3) By operating any horn provided on LP’s desk
17. Switch on the RMPU. 4) By operating foot pedal switch
Important points for Loco pilot: VCD Penalty Brakes:
1) During night time before giving battery reset, switch ON Emergency light in D/cab. 1) If LP not acknowledged VCD within 60 sec, VCD warning lamp starts flickering for 8 sec
and electronic hooter with warning lamps for another 8 sec.
2) Apply auto Brakes before Battery Off.
2) At that time also LP can acknowledge VCD by pressing VCD foot switch.
3) ‘Normal light’ in TMR & Loco Pilot D/cabs goes ‘OFF’ when battery is switched ‘OFF’ and
glows again after battery is switched ‘ON’. 3) If not acknowledged after 76 +/-2 sec. VCD applies penalty brakes.
Important points for TMR: 4) Warning lamps with buzzer continues.
1) During night hours if the ‘Normal Light’ goes ‘OFF’, switch ON ‘Emergency light’ in D/cab. 5) EB lamp glows in indication panel.
2) Emergency lights will be available in passenger compartment during the entire procedure of 6) V Max shows ‘Zero Force’.
Battery Reset. 7) Emergency brake icon will be displayed in DDU.
8) Pantographs will not lower & VCBs will not open
9) ‘MIN 1 BRAKE APPLIED’ lamp glows.
10) MCH will not respond.
11) Emergency brakes applies and train stops.
12) BP pressure will not drop.
13) BC pressure raise to 3.8 to 4.2 Kg/cm2.
14) VCD activated – penalty brakes triggered message comes in DDU.
VCD Penalty Brakes Resetting:
1) After stopping train, bring MCH on ‘0’
2) Keep Reverser on ‘0’
3) Ensure Emergency brakes are applied (Observe Emergency brake icon in DDU and BC
pressure 3.8 to 4.2 Kg/cm2).
4) Wait for minimum 32 sec
5) Press VCD reset Push button switch on LP panel and press once VCD foot switch.
6) VCD will reset (Warning lamps extinguishes and buzzer stops).

7) Emergency brakes releases and Holding brakes applies.

8) BC pressure reduces to holding brake pressure (1.8 to 2.2 Kg/cm2). EB lamp extinguishes.
Emergency brake applied icon changes to EP brake applied icon.
9) Start the train as per procedure.
Isolation of VCD
1) If VCD is defective i.e., even after acknowledging VCD correctly by Loco Pilot, VCD
warning is coming and during warning period also LP acknowledging VCD and finally
penalty brakes are applied.
2) Defective VCD to be isolated by LP by keeping ‘VCD BYPASS’ switch in ‘ON’ position.
Give information to TLC. Make a remark in loco log book.
NOTE:
1) Do not press continuously either foot switch/ Horns/VCD ack PB switch, otherwise warning
and penalty brakes will apply.
2) ALP/TMR side Horn HT, Horn LT & VCD ack switches are disabled for acknowledging VCD.
BELL CODES SIGNAL BELL GIVEN BY TMR AND ACK. BY Loco Pilot
S.No. TMR Indication Ack by LP Indication
The following is the authorized Signal Bell code for communication between the Loco Pilot
and TMR in the MEMU/EMU working. 1. O Stop the train O Stop and Ack.’
SIGNAL BELL GIVEN BY LP AND ACK. BY TMR 2. OO Start the train OO 1.Ensure ATP,
S.No. Loco Pilot Indication Ack by TMR Indication 2. Condition to start in D class, Ack
1. O Signal is at ON O Ack and start
Stopping Train 3. OOOO Leaving the cab OOOO Ack. And do not leave cab
Unable to start
4. O-O Speed restricted O-O Ack. and resume speed
2. OO Signal is OFF and starting OO Ack. and Ensure condition to zone over
the train start before starting
5. OO-OO Pushback train OO-OO Ack. And pushback train
3. OO Run through signal given. OO Ack
Train is running through 6. OOO-OOO LP not to exceed OOO-OOO Ack. And reduce speed
station. prescribed speed
4. OOO GD required by LP OOO Ack’, Secure, Protect and
proceed JOINT BRAKE TEST
5. OOOO Protect the train in rear OOOO Ack’, Secure, Protect and The following joint / combined brake test has to be conducted by the Train Manager and the
proceed and repeat the bell. Loco Pilot before commencement of first trip of every day for checking working of EP, AUTO brake
6. OOOOO Before conducting and OOOOO Ack and continuity. Apply Parking brake before commencement of JBT.
after completion of JBT Loco Pilot Train Manager
7. OOOOOO GD apply brake OOOOOO Apply brakes and Ack. Release holding brake and ensure through Train Manager also ensures.
8. OO-OO Passing Automatic, Semi- OO-OO Ack. and Ensure condition to DDU. After ensuring MR is 10kg/cm²,
Auto’ (with A illum’), start before starting Preparation
After ensuring MR is 10 kg/cm², BP is 5 BP is 5kg/cm² and BC is ‘0’.
IBS, Gate signal at ON. kg/cm², BC is ‘0’, Motor man to Give bells
to commence JBT TMR to acknowledge the bells
9. OO-O-O Apply brakes and place OO-O-O Ack., apply brakes. Place
skids skids and repeat the bell
code. Motor man to apply partial EP by moving After ensuring 0.7 kg/cm² in BC
10. OO-O-OO Remove skids and wedges OO-O-OO Ack.’, and remove skids. MCH to Braking side and ensure BC pressure gauge TMR to acknowledge with
raises to 0.7 kg/cm² one bell
Repeat the bell
Motor man to apply full EP by moving MCH After ensuring 3.8to4.2 kg/cm²in
11. OOO-OOO-O Calling on signal given OOO-OOO-O Ack. and Ensure condition to EP brake
to Braking side and ensure BC pressure raises BC gauge, TM has to
start before starting test
to 3.8to4.2 kg/cm². acknowledge with one bell
12. OOOO-OO Received ATP to pass OOOO-OO Ack. and Ensure condition to Motor man to release EP brake by moving After ensuring ‘O’ in BC gauge
stop signal (or) PN to pass start before starting MCH to “0” position and ensure BC comes TM to acknowledge with one bell
IB signal at ON.
to ‘O’.

Now TM to operate ‘TM Differences between Version 1 & Version 2 Train 18 rakes
emergency brake valve’ to ‘ON’ S.No. Version 1 Train 18 Version 2 Train 18
position and observe dropping of
1) Indication lamps provided for Panto 1 Indication lamps not provided for Panto 1 & 4
BP. & 4 and Panto 2 & 3. and Panto 2 & 3.
Continuity On observing the dropping of BP, Motor man After observing BP drops to ‘0’, 2) All right signal exchange switches not All right signal exchange switches are provided.
test to apply BCH to emergency and ensure BP Release the TM emergency brake provided.
drops to ‘O’ & BC raises to 3.8to4.2 kg/cm². valve and ensure BP 3) Kavach (TCAS) equipment not Kavach (TCAS) equipment is provided.
pressure to 5 kg/cm², BC provided.
2
pressure to 0 Kg/Cm and 4) Each coach is provided with 2 No. of Name is changed as ETBU (Emergency Talk
acknowledge with one bell. PECUs. Back Unit ) and 4 No. of ETBUs are provided in
Auto brake Keep MCH handle in “0” position. After ensuring BP 3.5 kg/cm², BC each coach. 2 are inside the Passenger seating
area and one each in entrance door side
test Loco Pilot to apply auto brakes and keep 1.5 kg/cm² TMR to acknowledge
with one bell 5) In MCH is failed, portable shunting Fixed shunting panel is provided in Section B of
BCH on lap position only after ensuring BP
panel to be used for working the train. LP desk.
drops to 3.5 kg/cm² and BC raises to 1.5
6) MMI ( Man Machine interface) is Name is changed as MCP. Here TMR can accept
kg/cm² in MEMU & 1.2 kg/cm² in EMU
provided in Section A. Passenger or Reject the audio calls from the passengers
Conclusion Motor man to release auto brake and ensure TMR to acknowledge with PECU call will be indicated in DDU from ETBUs. Passenger ETBU calls will not
BP 5 kg/cm², BC ‘0’ and give bells. indicate in DDU but it will indicated in MCP
bells for completion of Joint brake panel only
test. 7) Panto selector switch has 2 positions Panto selector switch has 3 positions “POS 1”,
1& 4 and 2&3. “POS 2” & “POS 3”.
8) Battery Voltmeter and its switch are Battery Voltmeter and its switch are provided in
Note: not provided. Section a Panel 1.
9) Fire detection system is not provided. Fire detection system is provided
1) During Joint / Combined brake test,the TMR and the Motorman use ‘ pause ’ bell
10) 16 coach formation is numbered as 16 coach formation is numbered as BU1, BU2,
code to draw each other’s attention in case of any lapses.
BU1, BU2, BU3 & BU4. BU5 & BU6”.
2) Apply Holding brakes through DDU after completion of JBT.
11) In DTC, BD breaker is provided in In DTC, BD breaker is provided in under slung
GCRW panel by the side of Battery box
12) Passenger comfort screen is not Passenger comfort screen is provided in DTC
provided in DTC . (Back side of LP cab to operate Fans, Lights,
RMPU in coaches).
13) Fire detection system is not provided. Fire detection system is provided
14) OHE available lamp is provided in OHE available lamp is provided in MCP panel.
panel 6.
15) Transformer capacity is 2880 KVA Transformer capacity is 2556 KVA
16) TM capacity if 268 KW TM capacity if 210 KW
17) EP brake isolation is possible from EP brake isolation is not possible from DDU
DDU
Pneumatic system ➢ After raising Panto and closing VCB, MAC will start working and pressure will fill in MR
reservoirs and to the MR equalising pipe. From MR equalising pipe, pressure goes to Panto
Two types of Compressors are provided in each Basic unit. reservoir.
➢ Auxiliary Air Compressor (AAC) works with 110 Volts Dc supply. This compressor creates
pressure initially for raising Pantograph and for closing VCB.
➢ Main Air Compressor (MAC) works with 415 Volts 3 Phase AC supply. This compressor
works after energising rake.
MR Pressure creation with MAC

➢ Main Air compressor (MAC) is provided in all
Pressure creation with AAC DTCs and in NDTCs.
➢ Auxiliary Air compressor (AAC) works with 110 Volts DC ➢ MAC is provided in underslung of DTC &
supply. NDTC.
➢ AAC is a oil free compressor.
➢ MAC is a oil free compressor.
➢ AAC is located under each TC.
➢ BD breaker should be in ON position in both DTCs & in ➢ 4 No. of MACs are provided in 16 car rake and
both NDTCs. 2 No. of MACs are provided in 8 car rakes.
➢ After moving Battery supply switch to ON position in ➢ MAC works with 415 Volts 3 phase AC supply.
working DTC, AAC will work in all TCs.
➢ After energisng T18 rake, MAC works
➢ Working of AAC can be observed in DDU. automatically. No need to close any switch.
➢ After creating pressure up to 7 KG/CM2, AAC will stop working. AAC governor cut-in 6
KG/CM2 and below pressure and cut-off 7 KG/CM2and above pressure. ➢ Compressed air passes via flexible pipe and via Air dryer.
➢ AAC creates pressure in Panto reservoir. With this pressure Pantograph can be raised and ➢ One safety valve between MAC & Air dryer set at 12 kg/cm2.
VCB can be closed. Panto reservoir is of 25 Litres capacity. Pressure creates in Panto ➢ After Air dryer one filter is provided to filter the air.
reservoir in 140 seconds.
➢ One safety valve is provided before MR reservoir which is set at 10.5 kg/cm2.

➢ On the output pipeline of MR reservoir one pressure switch & pressure sensors are provided. 4) Toilet for vacuum flush.
Pressure sensor will work first for Cut-in at 8.5 kg/cm2 & below and Cut-off at 10kg/cm2 and 5) Parking Brakes.
above. Pressure sensor is failed, Pressure switch will act as redundant Cut-in at 7.5 kg/cm2 &
6) EP brake system.
below and Cut-off at 10kg/cm2 and above.
7) Horns.
➢ MR reservoir capacity is 200 Litres.
Isolation of MAC:
➢ One auto drain valve is connected to MR reservoir. Whenever MAC is switching ON & OFF,
auto drain valve will drain out the moisture from MR reservoir.
MAC can be isolated in 2 ways
1) Through DDU or
➢ Auto drain valve is operated by a magnet vale to drain out the moister from MR tank. For 2) Through MAC isolation switch.
every Cut-in & Cut-off of MAC, magnet valve will energise and send the pilot air pressure at
the bottom of the auto drain valve and MR tank will drain out for 3 to 10 seconds. Isolation of MAC through DDU
➢ MR gauge is provided to see the MR pressure. MR pressure can also be observed in digital in 1) MCH should be in coasting position.
DDU. 2) Speed should be ‘0’.
3) Press Maintenance mode
Compressor management: 4) Press train settings
1) During initial charging i.e., when rake is energised (between 0 to 10 kg/cm2) all 4 5) Press Compressor control
compressors will work in 16 car T18 rake. Working of MACs can be observed in DDU in
Rake information screen.
6) Basic Unit1, 2 , 5 & 6 MAC isolation window will open. Select isolation button
of the required basic unit.
2) After creating full pressure and in between 8.5 kg/cm2 to 10 kg/cm2 only two MACs will
7) After isolating the MAC of a particular unit observe for the isolated MAC icon
work (alternate Basic unit compressors will work in alternate days). This is controlled by
TCMS. Working of MACs can be observed in DDU in Rake information screen. in the DDU.
8) If MAC is isolated in any basic unit, MR pressure can be maintained by other
Utilisation of MR pressure in DTC: MACs of other Basic units.
1) BCH for BP pressure creation 9) After isolating MAC, due to any reason if Battery is rest then isolated MAC will
2) Doors opening & closing come into service. To isolate MAC again isolate through DDU.
3) Air spring operation. Isolation of MAC with ‘MAC isolation’ switch.
4) Toilet for vacuum flush. 1) MAC isolation switch is provided in both DTCs & in both NDTCs.
5) Parking Brakes. 2) To isolate the particular MAC of a basic unit, go to that DTC or NDTC and then
6) EP brake system. operate MAC isolation switch.
7) Horns. 3) MAC isolation switch is having 3 positions i.e., ‘AUTO’, ‘OFF’ & ‘ON’
Utilisation of MR pressure in MC & NDTC: 4) In Auto position MAC will work according to scheduling (Compressor
1) Doors opening & closing
management).
5) In OFF position, MAC will isolate.
2) Air spring operation.
6) In ON position, MAC will work without scheduling ( Cut-in & Cut-off takes
3) Toilet for vacuum flush.
place).
4) Parking Brakes.
7) To isolate MAC of a particulars basic unit keep the MAC isolation switch in
5) EP brake system.
OFF position after going to that DTC or NDTC.
6) Horns. 8) This procedure is permanent isolation of MAC. To bring back the MAC into
Utilisation of MR pressure in TC: service, keep the same MAC switch to AUTO position then compressor will
1) Panto & VCB operation. work according to scheduling (Compressor management).
2) Doors opening & closing
3) Air spring operation.
BRAKE SYSTEM Master controller

Following are the different types of brake systems present in Train Set 18: Master controller is an interface to motor man for issuing motoring request, braking demand,
forward & reverse directions, dead man handle & emergency brake. Generally, occupied cab master
1. Regenerative brake or electro dynamic brake
2. Pneumatic brake or auto brake (Service brake and emergency brake) controller will be active to issue command.
3. Electro-pneumatic brake (Service brake and emergency brake) System overview/Architecture
4. Holding brake
5. Parking brake
Note: Brake Cylinder pressure for each coach is limitation based on train load.
Introduction:
The brake control module (BCU/EP-BGE) is a complete, compact brake control unit of modular
design. Being bogie-oriented, it is especially suitable for use in mass transit systems and long-
distance train set vehicles. Being a bogie-controlled brake system there are 02 nos. of BCUs each
controlling single bogie. In terms of functionality, safety and availability the brake control module
satisfies all the requirements on a modern brake system.
The main functions offered by the BCU/EP-BGE are:
Pre-defined pilot pressure (CV) for relays valve in case of failure of load pressure input.
Auto Brake
Auto brake is a pneumatic brake and is controlled by Auto brake handle provided in DTC.
Whenever auto brake handle is moved, BP pressure drops and equivalent difference in pressure is
developed in brake cylinder by triple valve of EP unit. Hence braking effort, equivalent to brake
cylinder pressure gets developed.
Service Brake
Service brake is a combination of ED (Electro Dynamic/Regeneration) and EP (Electro Pneumatic)
braking. Based on MCH brake command requested by motor man, CCU calculates total required
Braking Effort (BE) and this is distributed among various basic units for final brake application.
Based on the braking effort received at MCU, MCU further performs brake blending among ED
brake and EP brake for final brake application.
Following are the components or control systems used for incorporation and actuation of service
brake:

TPWS Interface Input arriving from the master controller, in conjunction with the control of magnet valves within
At present, there is no TPWS interface in Train Set. But provision is given to incorporate this the DCL-controller (B03.A) at the BCU (B03). The microprocessor control logic includes fault
feature in future. Two TPWS brake application related digital inputs are interfaced with CCU to diagnosis as well as a fault indication to facilitate maintenance and operation. Compressed air for
know the brake status/request of TPWS. One digital input gives information about service brake the operation of the friction brake system is tapped from the main reservoir equalizing pipe (MR –
request and the second digital input gives information about emergency brake applied information. A07). The pressure in the MRP is monitored by a pressure switch (B07). This pressure switch is
In case of service brake request given by TPWS through digital input, CCU considers it as full- connected to the propulsion interlock circuit and prevents the car from being moved if the pressure
service brake request. level in the main reservoir equalizing pipe is not sufficient.
CCU1 and CCU2 CAUTION - The car builder must ensure that the train cannot start traction, in case the MR-
CCU1 and CCU2 is redundant control system located in DTC and interfaced with Master controller pressure is below 6.5 kg/cm2. This pressure switch B07 is connected to the propulsion interlock
for reading brake commands. It also calculates the brake force based on the train weight (load circuit and prevents the car from being moved if the pressure level in the main reservoir equalizing
sensors), availability of different EP units and regenerative brake force available. Then it pipe is not sufficient.
redistributes all the brake force among different basic units for brake application through ETB. The cock B04 isolates the complete BCU (B03) and thus one complete bogie. The cock B04/1 and
MCU and MCUR B04/2 isolate the direct EP-Brake. Under this condition, only the indirect BP brake can be applied
MCU receives total brake force to be applied from CCU through ETB. After that MCU calculates at that isolated unit. The cock B01.3 releases the brake cylinder pressure of one complete bogie.
the available regenerative brake force and remaining are considered as EP brake. So always priority CAUTION: The air supply to the unit can be isolated by means of vented cut-out cocks (B04,
is given to ED brake while applying the service brake. Remaining brake effort is applied as EP B04/1, and B04/2). The car builder must ensure that the cocks are correctly positioned before the
brake in trailer coaches first, then in MC coach. Normally MCU will act as EP brake master and train starts service and apply necessary performance restrictions, in case the cocks are closed and
communicates with both EBCUs of that coach. In case of failure of MCU as EP brake master, the train must be moved / set in service.
MCUR will take over as EP brake master and communicates with EBCUs for EP brake application.
The EP converter (B03.A) modulates the electric friction brake demand signal from the electronic
EP brake force = Total brake force - Available regenerative brake force brake control electronics (B26) into a proportional pre-control pressure. The signals to the EP
converter are application/release signals representative of the jerk limited and fully blended friction
Application and holding valve
Application and holding valves are solenoid valves which are available in EP brake unit. brake signal corresponding to the portion of the friction braking required meeting the total braking
Application valve is energized to open solenoid valve. It is used to charge the air into brake cylinder demand. The EP converter is equipped with a charging magnet valve and a venting magnet valve.
for application of EP brake. Similarly holding solenoid valve is energized to close valve. It is used The signal of the pressure transducer (B03.J) indicates the actual pressure level in the control unit.
to discharge the air from brake cylinder for release of EP brake. If the signal from the pressure transducer does not match the commanded pressure, the charging or
venting valves are controlled by the electronic control unit (B26) to obtain the correct pressure level
The brake control module (BCU/EP-BGE) is a complete, compact brake control unit of modular in the control volume. This technique provides a high accuracy, linearity and repeatability.
design. Being bogie-oriented, it is especially suitable for use in mass transit systems and long-
distance train set vehicles. Being a bogie-controlled brake system there are 02 nos. of BCUs each
controlling single bogie. In terms of functionality, safety and availability the brake control module
satisfies all the requirements on a modern brake system.
The main functions offered by the BCU/EP-BGE are:
➢ Service brake
➢ Emergency brake
➢ Brake pressure limitation based on train load
➢ Pre-defined pilot pressure (CV) for relays valve in case of failure of load pressure input.
DIRECT BRAKE (EP Brake):
The microprocessor based electronic brake control electronics (B26 - BCE) performs the local
brake control functions. It is used for receiving and interpreting the brake demand signals as well as
other train-lined signals to control the electro-pneumatic brake system. The BCE provides a linear
brake control, according to the brake demand.
BRAKE PIPE CONTROLLED BRAKE (AUTOMATIC INDIRECT BRAKE):

The brake pipe (BP) pressure can be controlled by means of the driver’s brake valve type FB11
(D01), (time dependent) in case of failure of the electro-pneumatic direct brake or in the rescue mode
by a recovery train. The brake pipe can also be controlled from a rescue locomotive. Limitations to
speeds and decelerations must be observed in rescue cases (towing operations) and failure modes (for
continuous operation of service brake without retarder brake).
The brake pipe (BP) pressure is charged from MRP through a pressure reducing valve (D06) and
kept at a constant level of 5 bars, via a pressure reducing valve (D06). With a decrease of the BP-
pressure below 4.6 bar the first brake step will automatically be applied by the distributor valve
(B02.b41) which transforms the BP-pressure reduction into an increase of the relay valve’s pre-
control pressure. By this logic the brake is applied redundant to the normal emergency brake
application. However, the pressure-built-up times for this redundant brake application are related to
the pressure decrease in the brake pipe. Consequently - at long trains - the pressure built-up time
will increase at the last car. Due to this physical effect, the operation speed in case of shunting of
long trains is limited. With the time dependent brake valve type FB11 (D01) the brake pipe (BP)
pressure can reduce or increased depending on the time the brake lever is maintained at “braking”
or “driving”. The end-positions “braking” and “driving” are notched; thus, the brake lever will
remain in the selected position.

indirect logic e.g. (5.0 bar = 0 bar brake cylinder, 3.8 bar = max. brake cylinder pressure, limited by
the pressure reducing valve (B02.B28) corresponding to the brake pipe pressure.
The control pressure from the distributor valve (B02.B41) can flow via the duplex check valve
(B03.G) to the load dependent pressure limiting valve and relay valve to initiate a load weighed
emergency brake application (indirect brake circuit). Via the pressure governor B24, the pressure
level in BP can be monitored. The pressure governor (B24) gives the information, indirect brakes
released/ indirect brakes applied to the TMS. The car builder must ensure that the train cannot start
traction, in case the brakes are applied. Cock D0.D04 is used to isolate the air supply to the drivers
brake valve system. It is equipped with electrical switches and is connected directly to TMS.
The car builder must ensure the necessary safety precautions, in order to avoid service with isolated
driver’s brake equipment for indirect brakes. Magnet Valve WMV20 (D03) is used to disable the BP-
control in the inactive driver’s cab. For control purpose it is necessary, that the BP-control
system is only activated in the active driver’s cab.
To activate the BP control system the magnet valve needs to be de-energized, respectively it will be
de-activated when the magnet is energized. In case of failure of the magnet valve or loss of power
supply to the magnet valve the drivers brake valve can manually be isolated from the brake pipe by
means of isolating cock D02. The air supply to the brake pipe BP can be isolated by means of the
cut-out cocks D02. The car builder must ensure that the cocks are correctly positioned before the
train starts service and apply necessary safety precautions, in case the cocks are closed and the train
must be moved /set in service.
Air pressure from the main reservoir equalizing pipe is fed to the impulse magnet valve (B01.B09)
which is equipped with two magnets. The application or release of the parking brake actuators of
spring-applied type is controlled by the impulse magnet valve (B01.B09), which only needs a short
train lined impulse from the driver to apply and release the parking brake. It can be also manually
operated by push buttons at the valve in the case the control voltage missing. For manual operation
of the valve it is recommended to install it in an easily accessible location, such as inside of driver’s
cab.
The anti-compounding is realized via the double check valves B12/1, B12/2. It allows either the
brake cylinder pressure (BC) or main reservoir pressure (MR) to fill the parking brake pressure pipe
(PB), thus releasing the parking brakes. Via the isolating cock B01.B05, the parking brake pressure
PB can be released manually from the parking brake units, thus applying the parking brake force.
The isolation of PB is indicated by the pressure switch (B01.B10). A signal from the pressure
At normal service brake conditions (As long as the electro-pneumatic is operative) the brake pipe switch (B01.B10) is used to prevent the car from being moved under power until the spring-applied
pressure is kept at a constant release pressure (5 bar) as long as the handle of the drivers brake valve actuators are released. The car builder must ensure that the train cannot start traction, in case the
FB11 is maintained in “driving” position in the active drivers’ cab. The pre-control pressure is then brakes are applied (indicated by B01.B10).
fed via the duplex check valve (B03.G) and the load dependent pressure limiting valve (B03.F), Once the train is shut-off, emergency brakes are applied (due to de-energizing of the emergency
which limits the pressure level according to the actual pneumatic load signal from the secondary brake loop). Over an extended period of time, the pressure in the service brake cylinders starts to
suspension, to the relay valve (B03.D) generating the brake cylinder pressure. The spring-loaded
distributor valve type STV (pos. B02.B41) will generate a brake cylinder pre-control pressure on an
fall and simultaneously the parking brake starts to apply. This ensures that the vehicle is safely On moving MCH to train side Holding brake will release automatically.
immobilized.
Electro dynamic / Regenerative Brakes
In Medha rake, Regenerative and EP blended brakes are preferred service brakes and applied with
WHEEL-SLIDE PROTECTION EQUIPMENT: the help of MCH.
The printed circuit boards for the wheel slide control are also included in the microprocessor-based Normally as per requirement, EP and Regenerative brakes are suitably blended with the help of
brake control electronics (BCE) (B26). The BCE detects the speed of each axle and controls the microprocessor control. In case of failure of regenerative braking EP brakes takes over.
brake pressure by regulating the anti-skid valves according to the achievable deceleration dependent
on the available adhesion between wheel and rail. The microprocessor control logic includes fault
diagnosis as well as fault indication to facilitate maintenance and operation.
The wheel-slide protection system is performed on a bogie basis. The equipment also includes anti-
skid valves (G01), single channel speed sensor (G03) and pole wheels (G04) (not KB supply). The
signal of the speed sensors (G03) is differentiated and compared to preset threshold levels of
deceleration. In addition, the axle speed is compared to the electronically simulated fictive vehicle
speed. When wheel-slide is detected, the electronic control unit will release/maintain/apply the
brakes through energizing/de-energizing the magnets of the anti-skid valves. The wheel-slide
protection equipment is also operative during an emergency brake application.
MECHANICAL BRAKE ACTUATING EQUIPMENT (BOGIE-MOUNTED) :
Each axle is equipped with 2 wheel mounted brake discs per axle (C06) in all cars and brake
calliper units of compact design (C02, C03). The brake caliper units (C03) have spring-parking
brake actuators incorporated.
The units with parking brake actuators are equipped with a mechanical release device. The
manually released parking brake actuators are automatically reset by applying release pressure. The
type of brake caliper units used is of modern design which has the following technical advantages:
New suspension arrangement with a single central pin and no hangers
allowing maximum lateral movement and tilt of the axle without constraints;
Uniform brake pad pressure;
Simple standard interface to the bogie, easy bogie-side mounting bracket;
reduced number of bushes and joints;
Less wear and noise, reduced life cycle costs. 1) Parking brake is provided in all coaches to wheel No 1, 4, 5 & 8.
Holding Brakes 2) For application and release of Parking brakes in DTC –CRW panel, Apply PB and
The holding brake is the brake used to keep the train at standstill for short durations (e.g. stop at Release PB switches are provided
station) and to prevent rolling backwards during start at slope. For parking, the parking brake must 3) After rake energisation, before moving the Rake, crew has to release PB.
be used. The holding brake functionality is accomplished by usage of the EP brake. The holding 4) PB Pressure switch is connected to the propulsion interlock circuit and prevents the
car from being moved if in applied condition
brake is automatically controlled by Traction control and Brake unit control.
5) During release condition Air pressure will be admitted into PB cylinders and parking
The driver has no specific control over holding brake functionality. It is fully automatic. The aim brakes will release.
is that the EP brake system reaches the holding brake when the train reaches a speed of zero. 6) During application of PB Air pressure will exhaust and parking brakes will apply.
Holding brake pressure is 1.8 to 2.2 Kg/Cm2. 7) For individual coach either for application or for release Solenoid valve with Plunger
are provided in under frame in B0-1 Box.

8) Operate Left side plunger for application of brake and right plunger for release of Air Spring system in Train 18
brakes in that particular coach.
9) There is a lever provided at brake cylinder for manual release of parking brakes for
particular wheel.
10) Parking brakes will not apply above 10 kmph.
11) Automatically parking brakes will apply when Master key turned to OFF position.
12) Whenever parking brakes are applied in DTC, Min 1 PB applied lamp & Min 1
Brake applied lamp will glow and in DDU PB icon colour will change to Pink.
13) If PB pressure reaches above 4.5 KG/CM2 Parking brake will release and traction
allowed in PB point of view.
14) If PB pressure drops below 3.5 kg/cm2 PB will apply and traction not allowed in PB
point of view.
Air Spring used in Train 18 as a secondary suspension without Bolster to provide TROUBLESHOOTING OF MR & BP PROBLEMS:
comfort to the passenger by absorbing shocks and vibrations. Air spring is working on
totally control by air (pneumatic system). ➢ Switch OFF Master Control Key to distinguish Leakage between MR or BP leakage
Advantages of air suspension ➢ MR & BP both dropping means MR Leakage.
➢ Constant floor height of coach. ➢ MR resumes and BP dropping means BP leakage.
➢ Excellent ride comfort.
➢ Safe running of train. 1) Leakage before Main MR Cock (CIC) of DTC/NDTC
➢ Virtually Constant natural frequency from tare to full loads. Close Main MR Cock (CIC coc)
➢ Integral input signal for load dependent braking and acceleration. 1) Isolate MAC
➢ Isolation of structure borne noise. 2) Work further with other BUs MAC pressure.
➢ Improved reliability, reduced maintenance. 2) Procedure for Isolation of Main Air Compressor (MAC):
➢ High durability. MAC can be isolated in 2 ways
➢ Possibility of voluntarily choosing air spring characteristics. 1) Through DDU or
➢ In Train 18 BC pressure changes according to Air spring pressure. 2) Through MAC isolation switch.
Air Springs system
2.1) Isolation of MAC through DDU
➢ MR pressure should be 8.5 to 10 bar. 1) MCH should be in coasting position.
➢ Air spring main isolation COC inside ‘B01’ panel should be in open position. 2) Speed should be ‘0’.
➢ During initial energisation, when MR pressure created more than 7.5 bar then only 3) Press Maintenance mode
pressure goes to Air spring system. 4) Press train settings
➢ Pressure charges in the 75 Liters MR tank for Air spring, 4 Air springs via leveling 5) Press Compressor control
valve and 50L reservoirs of every Air spring in every coach. 6) Basic Unit1, 2 , 5 & 6 MAC isolation window will open. Select isolation button of the
➢ Every bogie is provided with one pressure governor to ensure availability of air required basic unit.
pressure above 1.5 bar (in both LB panel). 7) After isolating the MAC of a particular unit observe for the isolated MAC icon in the
➢ Due to any reason if pressure is dropped below 1.5 bar, a duplex valve is provided DDU.
between two air springs of bogie to compensate the pressure. 8) If MAC is isolated in any basic unit, MR pressure can be maintained by other MACs
➢ Due to any reason if the pressure falls below 1.5bar and unable to cope up, ‘MIN1AS of other Basic units.
failed’ lamp will glow on LP desk followed by message. 9) After isolating MAC, due to any reason if Battery is rest then isolated MAC will come
➢ For isolation of Air spring, each bogie is provided with Isolation COC in LB panel into service. To isolate MAC again isolate through DDU.
and for coach level isolation COC provided in ‘B01” panel.
➢ Air springs are connected with sensors which are connected to TCMS for failure
indication and load sensing which will control the brake cylinder pressure during
braking.
Troubleshooting for “MIN1AS FAILED’ lamp glowing:
➢ Check the MR pressure levels.
➢ Identify the failed air spring from the DDU Drive/Brake screen Air spring
screen.
➢ Clear block section/ stop at convenient place.
➢ Physically check the condition of Air spring and air leakages.
➢ If found any air leakages, try to arrest.
➢ If not possible, isolate that air spring by closing Air spring bogie isolation COC in
that side LB panel.
➢ Work the train further with V max 60 kmph.
➢ If pressures are not dropping, physical condition of air spring is good, and pressure
level of air spring is more than 1.8bar then override the air spring in maintenance mode.
➢

2.2) Isolation of MAC with ‘MAC isolation’ switch. 4) MR Leakage after CIC in any NDTC:
1) MAC isolation switch is provided in both DTCs & in both NDTCs. 1) Close both rear MR End cocs of NDTC.
2) To isolate the particular MAC of a basic unit, go to that DTC or NDTC and then
2) Isolate concern MAC as per the procedure.
operate MAC isolation switch.
3) MAC isolation switch is having 3 positions i.e., ‘AUTO’, ‘OFF’ & ‘ON’ 3) Isolate and Release PB for that NDTC.
4) In Auto position MAC will work according to scheduling (Compressor management). 4) Ensure all brakes are release before moving (MIN one brake apply lamp extinguish)
5) In OFF position, MAC will isolate. 5) Work with Vmax 60Kmph since air suspension not working in that NDTC.
6) In ON position, MAC will work without scheduling (Cut-in & Cut-off takes place).
7) To isolate MAC of a particulars basic unit, keep the MAC isolation switch in OFF 6) Since MR pressure is not available doors will not operate in that NDTC.
position after going to that DTC or NDTC. 7) Leading portion MR pressure maintains by leading MACs and trailing portion MR pressure
8) This procedure is permanent isolation of MAC. To bring back the MAC into service, maintains by trailing MACs.
keep the same MAC switch to AUTO position then compressor will work according to 5) MR Leakage in TC/MC
scheduling (Compressor management).
1) Close both MR End cocks of concern TC.
3) MR Leakage after Main MR Cock (CIC) in leading DTC: 2) Isolate and Release PB for that NDTC.
1) Close MR addition Cocks back of Cattle Guard. If unsuccessful, 3) Ensure all brakes are release before moving (MIN one brake apply lamp extinguish)
2) Close MR End cocs of DTC and MC 4) Work with Vmax 60Kmph since air suspension not working in that TC.
3) MR will be ‘0’, BP cannot charge from leading DTC. 5) Since MR pressure is not available doors will not operate.
4) Isolate concern MAC as per the procedure.
6) MR Leakage after CIC in trailing DTC:
5) Close PB isolation Cock and Release PB for that DTC.
1) Close MR End cocs of DTC.
6) Energize rear DTC and create MR, BP pressures, push the train carefully to next block
station (15 kmph). 2) Isolate concern MAC as per the procedure.
7) TMR has to travel in leading DTC. 3) Isolate and Release PB for that DTC.
8) Horns will not work. TMR has to use mouth whistle. 4) Ensure all brakes are release before moving (MIN one brake apply lamp extinguish)
9) Ensure all brakes are release before moving (MIN one brake apply lamp extinguish) 5) Clear block section carefully with 15 kmph or less.
10) V max will be 15kmph, clear section cautiously since Horns will not work in DTC. 6) After clearing to block station attach loco in rear duly removing FRP cover. Connect BP Pipe
with loco.
After clearing section:
7) Close A-8/E70/Mode switches to trail in RE. Create BP pressure from Lading DTC and work
1) Attach Relief loco with CBC duly removing FRP covers. up to destination.
2) Connect BP pipe of loco with Train set, Close BPIC cocks in both DTCs. 8) With relief engine max speed 60 kmph (air suspension not working)
3) Energize rake from leading DTC. 9) Since MR pressure is not available doors will not operate in that DTC.
4) Occupy the cab duly turning the cab occupation switch into ‘HPT’ mode.
7) MR hose pipe damaged:
5) Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in both
leading & trailing DTCs. 1) Close both side MR End cocs of DTC.
6) Create BP pressure in rake. 2) Work normal.
7) Release holding brake through DDU. 3) Leading portion MR pressure maintains by leading MACs and trailing portion MR pressure
maintains by trailing MACs.
8) Except leading DTC remaining coaches Auto brakes will apply.
9) With relief engine max speed 60 kmph (air suspension not working)
10) Energize rake from leading DTC for working of Passenger amenities.
11) Crew must be in train set for opening and closing of VCB in Neutral section.
12) Only in leading DTC, since MR pressure not available doors will not operate.
7. Ensure releasing of Parking rakes. And ensure ‘Miin 1 brake lamp’ extinguishes before
8) BP leakage in DTC, NTDC, MC and TC: starting.
8.1) BP leakage in leading DTC: 10) BP leakage in rear DTC:
1. Close BP additional COCs back of Cattle Guard. If unsuccessful 1. Close both BP end COCs of front side of rear DTC.
2. Close both BP end COCs of rear side of DTC & leading side of MC. 2. Attach loco in rear, Crate BP pressure up to Loco duly bypassing the BP-MR and BP in
3. Release brakes in that coach by closing both BIC by the side of LB panel. rear DTC and adjacent motor coach.
4. Energize the rake from Rear DTC and charge BP and MR pressures. 3. Release brakes in that coach
5. Guard has to travel in leading DTC to clear section. Horns will work. 4. BP over ridding to be done for traction in maintenance mode.
6. Detrain the passengers in the leading DTC and inform them to sit in the next 5. SR 60 kmph to be maintained for Air spring will not have pressure.
coach.
11) BP leakage in any BP hose pipe:
7. Clear section with maximum speed 15 kmph, since leading DTC auto
brake will not apply (V max also 15 kmph because pushing from rear DTC). 1. Change the hose pipe and work the train.
After clearing section, 12) Release/Isolation of parking brake

Causes:
1. Attach Relief loco with CBC duly removing FRP covers in front of DTC.
1. Parking Brake apply command given from DTC or TMR’s cab.
2. Attach the loco with Train set formation.
2. MR Pressure less (less than 2 Kg/cm2).
3. Couple RE loco BP with DTC MR pipe and again MR pipe to BP at rear MC
3. Parking brake MCB in one or more coaches may be tripped
(By passing of pressure).
4. Parking brake Cock close under one or more coaches.
4. Close BPIC cocks and MR pressure COC to BCH (left side of LP console
area) in both leading & trailing DTCs 5. Parking Brake Magnet Valve de-energised.
5. Occupy the cab duly turning the cab occupation switch into HPT mode. Indication:
6. Close MAC isolation COC in DTC and isolate MAC. 1. Parking brake applied symbol will appear on DDU for one or more coaches.
7. Energize rake form leading DTC for passenger amenities working. 2. PB apply push button may show blue colour backlight steady.
8. Release holding brake through DDU. Action:
9. Open BP cock in between loco and DTC of Train set. Create BP by Loco and 1. Release the parking brakes by pressing the ‘parking brake release’ push button in
MR pressure by Train set. D/Cab and observe parking brake status on DDU, parking brake gauge.
10. Except lading DTC in reaming coaches Auto brakes applies. 2. Ensure parking brake MCB, if found tripped, reset the same. Apply and release parking
11. Crew must be in train set for opening and closing of VCB at every Neutral brakes once and ensure that blue light 'Apply Push Button' is extinguished.
section. 3. Ensure Parking Brake isolating cocks are open in ‘B0-1’ panel.
12. SR 60 kmph to be maintained for Air spring will not have pressure. 4. If Parking Brakes are still not releasing, go to that coach open ‘B01’ panel, press
Release Plunger in Solenoid valve. If still not releases, isolate PB isolation Cock,
9) BP leakage in any TC/MC/NDTC release manually by pulling the lever at each PB cylinder of that coach.
1. Connect BP air hose with MR air hose of defective coach and further connect MR Air hose 5. Inform to TLC
to BP air hose of other end good coach. (BP-MR-BP connection-By pass).
Note: Parking brakes can only be released from driving cab where master key is
2. Release brakes in that coach by closing both BIC by the side of LB panel. switched ON
3. Crate BP pressure up to last DTC.
13) Isolation of Brake binding in one Coach:
4. In case of NDTC close CIC and isolate MAC (since MR pipe is used for BP pressure
bypassing). Cause: Brake unit defective.
5. SR 60 kmph to be maintained for Air spring will not have pressure. Indication:
6. BP over ridding to be done for traction in maintenance mode. 1. Brake applied indication on DDU and Min One Brake applied lamp glow

2. Text Message ‘Stuck brake detection’. 5. If BP pressure is not sufficient find out leakage in BP pipeline and attend.
Action to be taken: 6. If brake binding observed, isolate brake binding as per given procedure.
1. Identify the affected coach on DDU. Ensure parking brakes are released. 7. In case of failure of Air suspension in one or more coaches, inform TLC.
2. Apply and release EP 2-3 times and check on DDU whether brake binding is released. 16) Failure of Head light during night:
3. Close bogie cock and ensure brake is released and Open BIC again. 1. Head light ON/OFF switch is defective.
4. If again brake binding takes place, isolate again with the above procedure and close 2. Head light MCB tripped in DTC.
5. bogie cock. Action
6. V MAX drops 5 kmph for 16 car formation and 10 kmph drops for 8 car formation. 1. Operate Headlight ON/OFF switch 2-3 times.
7. If not successful, inform TLC 2. Check BA voltage above 90 V in leading DTC.
3. Ensure all MCBs are SET.
ELECTRICAL FAILURES: 4. If there is total failure of Head light circuits, switch on Marker lights work as per G&SR.
14) DDU display dark: 17) Failure of flasher light:
1. DDU supply TCMS Display MCB is tripped. 1. Flasher light ON/OFF switches LP and ALP side may be operated.
2. Display is defective. 2. Flasher light MCB tripped in DTC. Operate flasher light ON/OFF switch 2-3 times.
3. Ring switch to DDU communication failed. 3. Ensure all MCBs are SET.
Indication: 4. Ensure Flasher supply unit of ‘C’ panel is in ON position and operate selector switch to
1. DDU display is dark. ‘Standby’ position.
2. Operate switch over in CCTV computer for DDU indication. 5. In case Flasher light starts, work normal.
3. Train may work normal even if DDU display is dark 6. If flasher light still not working contact TLC.
Action 18) Failure of signal bells:
1. Ensure that the DDU supply TCMS Display MCB in is SET position. 1. Push button is defective.
2. Trip & SET above MCB. 2. MCB may be tripped.
3. Try for traction, if coming work normal duly informing TLC. Action:
1. Ensure all MCBs are SET.
15) Train moving sluggish / desired speed not achieved:
MR or BP pressures less. 2. Operate push buttons 2-3 times both LP & ALP side.
1. DDU in Maintenance mode (Speed will be restricted to 15 Kmph). 3. If all fails, Use IC communication or Flags and work the train.
2. Brake binding in one or more units. 19) Failure of Lights and RMPU in passenger area:
3. Air suspension failure (Speed will automatically restricted to 60 Kmph) 1. Failure of lights and RMPU circuit.
Indication: 2. Failure of control technology.
1. In case of brake binding and air spring failure, fault message will appear on DDU with Indication:
coach no. 1. Lights and RMPUs not working in one coach.
Action 2. Lights and RMUs are not working in full train.
1. If MR pressure is less, Action:
2. Ensure compressors are working by selecting ‘Air Supply’ screen on DDU' 1. Check the Lights BN MCBs position. If trip reset.
3. If compressors are not working switch ON them through DDU or ‘START ALL MAC’ 2. Ensure RMPU control switch is in ON position and glowing of RMPU light in DTCs.
switch provided CRW panel.
3. Operate the switch 1 or 2 times and try.
4. If MR pressure not building up despite working of compressors, find out leakage and
attend it. 4. Check MCBs of RMPU in defect coach.
5. If not successful, inform TLC/AC technician and work normal. isolation” OR “MAC management failure” resulting in drop / reduction of MR and BP
20) Pneumatic Horn: pressure. This failure may be due to failure of Air Dryers resulting into isolation of
1. There are two pneumatically operated horns on DTC MAC).
2. In DTC both horns can be activated with either at LP or ALP/TMR side 2. Observe the Overview / rake Information screen of DDU.
3. To isolate Horns, Horn COC is available at LP side below BCH. 3. The pictogram of MAC is in ‘Red’ colour on DDU. PRESS “FAULT
4. Follow G&SR 4. If there is no specific message appears on DDU and the pictogram of all MAC is ‘White’
and MAC not starting even on ‘Low MR Pressure’ (below 6.0Kg/cm2).
21) Tail Light:/Marker light 5. Turn the “Start All Main Air Compressor” push button provided on Cab Rear Wall
1. At ALP/TMR side, white marker and Red Marker lights switches are provide.
(ECC) panel. Observe that sufficient pressure is buildup.
2. Leading White marker lights are to be kept in working.
6. Inform TLC for further assistance.
3. Trailing: Red flashing lights are to be kept in working. •
4. If Marker lights are not working: Check MCB available in CRW panel for Healthiness. •
22) Points to be remembered while trouble shooting:

1. Ensure Control supply is available in DTC. Switch ON Battery from DTC, if required.
2. Ensure all MCBs are SET and all Isolation switches at 11’O clock position.
3. Check DDU, Gauges and Indication panel for abnormal indication or reading.
4. In case all Pantographs are dropped, Emergency OFF push button is in released position
in both the cabs,
5. DDU is active (ON) in all modes, i.e. Normal/ Special RDM or Override mode, in both
the cabs except during Battery Reset procedure. (In RDM DDU may not work)
6. Inform TLC as early as possible about abnormal indications/readings.
7. Reset fault using FAULT RESET push button.
8. In case of ADD/ODD activation, ensure OHE is intact and press Reset fault button before
raising Pantographs.
9. If rake is held up in between stations, try to pull the train up to first available platform in
RDM or Override mode.
10. Seek help of Guard for simple checks in his cab.
11. After trouble shooting, when train is to be moved, ensure Starter signal or en-route signal
ahead is OFF before starting the train.
23) Driving from rear DTC.
1. If train does not move in Normal mode, inform to TLC operate Cab Occupied Selector
switch from 11O clock position to 13O clock position on ECC panel.
2. If train does not move in Override mode also, work the train in RDM, inform TLC.
3. If still unsuccessful clear from rear DTC.
24) Resetting of ‘Main Air Compressor’ (MAC) through Fault Reset Push
Button
1. Whenever, Low MR and BP pressure is observed during train working, following action
to be taken to restore the MR & BP pressure, in addition to isolation of Air leakage, if
any. (Some time all Main Air Compressors (MACs) stop running due to all “MAC

FIRE DETECTION SYSTEM SHUNTING PANEL

Shunting panel is a small panel used to drive the individual basic
unit. This panel consists of few important switches which are required to
move the Basic unit. This shunting panel is located in NDTC ECC panel.
This panel has an open cable end with assembled connector to get
interfaced with NDTC ECC panel.
Main components of the shunting panel are:

1) Direction selection switch
2) Cab occupation switch
3) Drive Push button
4) Brake push button
5) Emergency OFF push button.
Driving from NDTC for shunting:

Whenever Basic units are separately needs to do shunting.
In NDTC ECC panel mobile Shunting panel is provided.
1. Take the Shunting panel attach at slot.
2. Switch On BD in that NDTC
3. Keep BN switch at ON for 2-3 seconds.
1. Train 18 is having automatic fire/smoke detection system. This is capable of detecting a
4. At ECC panel, Switch On AAC, create RS pressure.
smoke/fire in any Car. On detection of a possible smoke/fire by means of suitable
detection, the system shall have different levels of response. 5. Due to MU cables are in disconnected condition EBL will trigger. To overcome this,
keep Single unit operation switch in ON position. Single unit lamp will glow.
2. In the event of detection of a smoke/fire, the air conditioning system will be controlled 6. Raise the Pantograph and close VCB.
to minimize the spread of fire to promote the escape of passenger. In the event of
7. MAC will start working and MR pressure will buildup.
detection of smoke outside the Train (may be part of air- conditioning), an alarm is
provided to the LP/TMR. The LP/TMR shall then be able to remotely close the air 8. Keep ADCR switch in Bypass if required.
conditioning system fresh air intake if not done automatically. The entire control panel 9. Raise Panto graph, Close VCB by using switches at EEC.
is secured through mechanical keys & access to software is also secure through Access 10. After creation of MR pressure, Rake is ready to move.
Keys/ Passwords. Communication of the data being monitored is being enabled through 11. In shunting panel select the Cab.
a RS485 and RS232 protocol board mounted on the Control Panel Motherboard.
12. Select the Direction
3. The power supply to the Control Panel & ASD & Ancillary circuits within the control 13. Operate Drive /Brake Push buttons are per the requirement.
panel is ensured through a 110V ± 30% to 24V DC-DC converter designed & mounted
14. If require press Emergency Brake push button for stopping.
within the Local control panel.
15. Move the Unit slowly for shunting duly standing at appropriate location.
4. The field wiring for wiring of the control panel through the coach power supply circuit 16. Horn is not available.
and the instrument cable required for connecting the audible alarm etc.
17. Speed is restricted to 15 kmph.
18. Only EP brake is available.
Driving from DTC by using Shunting panel: Automatic Door system

Whenever MCH handle is struckup or Basic unit is seperated, drive the Each car isequipped with 4 single leaf automatic sliding plug doors.
train by using shunting panel of DTC. The door control unit controls the following:
➢ Automatic Operation of Door leaf
Rake level operation. ➢ Automatic Operation of Step
1) Energise the rake in normal procedure. TechnicalSystemData:
Voltage supply 110VDC+25/-30%
2) Insert shunting panel key ( not master key) and turn to
Pressuresupply 5 –9bar (IFE pressure regulator is pre-set at 6bar)
‘Shunting’ mode.
Dooropeningtime 4±1 seconds
3) Select the TE/BE limitation (mode selection) as per requirement Doorclosingtime 4±1seconds
(33% or 67% or 100%) Stepopeningtime 2±1seconds
4) Select the direction. Stepclosingtime 2±1seconds
Average power consumption of thedoor 140W(openingandclosingsequence)
5) For driving press ‘DRIVE’ push button. Maximum power consumption of 500W(foratimeof 500ms)during
6) For braking press ‘BRAKE’ push button. Only EP brake will thedoor locking,unlocking&reopening.
apply. Freeopeningwidthdoor 800+5/-0mm
7) BCH, EMR BRAKE, EMR OFF & ALP emergency brake are in Freeopeningwidthstep 150+5/-0mm
service. Squeezing force <150Neffectiveforthefirstclosingsequence
<200Neffectivefor thefollowingclosingsequences
8) Normal speed is possible until and unless speed limit switch is not pressed. If Speed limit <300Npeak
switch is pressed, speed is restricted to 15 kmph.
For Shunting movement of only End basic unit when MCH is inoperative (other Basic
units are not connected):
1) Whenever MCH handle is struckup of seperated End Basic unit, drive the train by using
shunting panel of DTC.
2) Due to MU cables are in disconnected condition EBL will trigger. To overcome this, keep
Single unit operation switch in ON position. Single unit lamp will glow.
3) Energise the End basic unit in normal procedure.
4) Insert shunting panel key ( not master key) and turn to ‘Shunting’ mode.
5) Select the TE/BE limitation (mode selection) 33%.
6) Select the direction.
7) For driving press ‘DRIVE’ push button.
8) For braking press ‘BRAKE’ push button. Only EP brake will apply.
9) BCH, EMR BRAKE, EMR OFF & ALP emergency brake are in service.
10) Press Speed limit switch to restrict the speed to 15 kmph.

Emergency egress / access device 4) Door status via RS485 :

a) Door closed
➢ Rotary handle, to turn 90°out of normal position for b) Door fully open
emergency operation, spring loaded to normal position. c) Door emergency device activated
➢ Including limit switch “emergency access device operated”. d) Door out of service
Doors can be opened manually. e) Step out of service
f) Door Obstruction detection
5) Opening the doors:
a) Step is energized to open direction.
b) Solenoid valve “close” will be switched off.
c) Solenoid valve “Open” will be switched On & unlocking cylinder will be supplied
Door Control Operations with compressed air
1) Activation of Door control unit 6) Closingthedoors d) Door motor will be switched ON, to control the door in open direction.
2) Safety concept 7) Door closed loop 6) Closing the Doors:
3) No motion 8) Doorobstacledetection a) After receiving Door warning bell, DCU will flash internal & external door indicator.
4) Door status via RS485 9) Door Emergency device (inside) b) Solenoid valve “Open” will be switched off.
c) Solenoid valve “Close” will be switched On
5) Openingthedoors 10) Door Emergency device (outside)
d) Door motor will be switched ON, to control the door in close direction.
e) Door reaches locked & closed position; motor will be switched off.
1) Activation of Door Control Unit f) Step is energized to close direction.
a) Door and step are closed and locked
b) The door and step stays in the closed and locked position 7) Door closed loop:
c) Door not closed and locked
d) The door will be closed automatically independent on the train line status. Signal Signal level
2) Safetyconcepts Closed if:
General Issues Door safety loop ➢ Door closed and locked and
Each door entrance is equipped with a solenoid valve, which ensures that the ➢ Safety relay at POM deactivated and
unlocking cylinder will not be supplied with pressure supply if Speed more than ➢ Door 98% closed and
5kmph =“1”. In this case the door cannot be unlocked and opened electrically. ➢ Door not emergency operated ( Inside and outside)
Activation of DCU safety relay OR
The condition must be fulfilled to energize the safety relay: ➢ Door mechanically isolated
-hardwired no motion active and hard-wired signal Speed more than 5 kmphinactive AND
3) No motion: ➢ Step closed and
DCU will get speed signal from both network and hardwire. And it will be ➢ Step not emergency operated and
considered as “no motion” only if the following requirements are met, otherwise it ➢ Safety relay at SMM2 deactivated
will be considered non-no motion. OR
TCMS communication in normal operation: ➢ Step electrically isolated
a) Hardwire signal” no motion” is active and
b) Hardwire signal Speed more than 5 kmph is inactive And 8) Door obstacle detection
c) Network signal” zero speed” indicates zero speed signal enable 9) Door Emergency device (inside)
10) Door Emergency device (outside)
TCMS communication fails:
a) Hardwire signal” no motion” is active and
b) Hardwire signal Speed more than 5 kmph is inactive
ETTC/BZA Page 166

ETTC/BZA Page 165
Lamp indications for Doors

Doors opening and closing:
Opening of the doors:
a) It is the responsibility of Train manager (TMR) to open the doors on platform side only
after stopping the train at schedule stops. Doors to be opened only on platform side of the
train.
b) In case of emergency, TMR has to open the doors after stopping the train (such as Fire in
train and any other unusual occurrences). Doors to be opened on one side by keeping
passengers’ safety in mind. Both side doors can be opened duly ensuring passengers
safety.
c) Door control is not available for both DTC cab doors.
d) For the direction of the train, if the platform is coming on the left-hand side, TMR has to
press the both theof Door open Right-1 & Door open Right-2 Push button switches at a
time.
e) If the platform is coming on the Right-hand side, TMR has to press the both the Door
open Left-1 & Door open Left-2 Push button switches at a time.
Closing of the doors:

f) It is the responsibility of Train manager (TMR) to close the doors after ensuring that
signals are taken off.
g) TMR shall operate first ‘Door enable’ Push button switch (Audio information will come
at every door for the public), then press Push button ‘doors close’ Push button switch. All
doors will close. In loco pilots DDU, Vmax will become 160 kmph after closing all doors.
h) Door control is not available for both DTC cab doors.
Note:
➢ If all doors are not closed or any one door not closed the Vmax area will show “Zero Force” then
throttle will not respond.
➢ Inform the TMR (through intercom) to close the doors again.
➢ If still any one of door not closed, inform TMR to operate 2 or 3 time to open & close doors. If
still door is not closed, TMR should ensure physical closing of door before starting the train
(TMR also can confirm the same in CC TV screen). If all doors are closed but “Min 1 Door
Opened” lamp is glowing bypass the ADCR (Auto Door Closing Relay) relay through Door
screen overview screen, then Vmax will show 160 kmph.

➢ If ADCR is in bypassed position, at every stop and start confirmation in DDU about ADCR Train Set 18 Bogie
bypass to be given to get traction.
➢ Doors can’t be opened above 5 kmph.
➢ Due to any reason if any door is in open position and started the train with ADCR bypass, ensure
closing of door above 5 KMPH speed. If still not closed, stop the train and check the reason.
➢ When ADCR is bypassed, “All Doors Closed” lamp glows continuously.
DoorControlSettings
Door control settings screen can be
used to provide door open/close
command to any door in any coach. In
case of failure of All doors proving
loop, provision is given to override
the ADCR relay (Auto Door Closing
Relay), so that Door Proving Loop
can be ignored for traction.
The important feature in this Train-set is New Bogie Design with Fully Suspended Traction Motors.
The Bogie is being designed with following Contemporary Features:
➢ Fit for 160 kmph Operation
➢ Fully Suspended Traction Motors - wherein the Traction Motor weight is not loaded on to the
axle directly. This reduces the un-sprung mass, resulting in better ride comfort.
➢ The bogie is bolster less design with Fabricated Y-type bogie frame.
➢ Air Springs in Secondary suspension and Coil Spring with Control Arm in Primary
suspension for better stability.
➢ Vertical, lateral and YAW dampers for jerk free ride.
➢ Wheel mounted disc brake system for better reliability, space utilization and less
maintenance.
➢ Stabilizer (Anti -Roll Bar) mechanism for better passenger comfort.
➢ Parking brakes provided for each bogie in 50% wheels.
PASSENGER INFORMATION SYSTEM (PIS)

INTRODUCTION
➢ The Passenger Information System for Train set gives required information to the passengers in
a train throughout the journey in both visual and audio information.
➢ It has provision for public announcement where LP/TMR can address all the passengers in the
train, Inter Communication (IC) between LP and TMR communication.
➢ The main aim of this system is to provide convenience to the passengers by providing the
station information and other required information.
➢ Main Communication Panel (MCP) is the master for the entire PIS system.
➢ The MCP and all the devices in PIS network communicates through Ethernet.
➢ The MCP in the Trailing coach behaves as Global Master based on direction of the journey and
other MCP becomes Follower.
The leading and trailing Coaches consist of
➢ Man Machine Interface Unit (MCP) with GPS Antenna,
➢ One Head Code,
➢ One Car Control (CC) with built in audio amplifier unit,
➢ Two Side Destination Board Displays (SDBD),
➢ Two ANMs,
➢ One cab speaker,
➢ Four Emergency Talk Back Units (ETBU),
➢ Two LCD displays (common for PIS and infotainment),
➢ Six Saloon Loud Speakers and One microphone.
All other coaches other than leading and trailing coaches have
➢ Two Side Destination Board Displays (SDBD),
➢ One Car Control (CC) with built in audio amplifier unit,
➢ Four Emergency Talk Back Units (ETBU),
➢ Two LCD displays (common for PIS and infotainment),
➢ Two ANM (Ambient Noise Measurement).
➢ SIX Saloon Loud Speakers.
➢ The 6 watts R.M.S. speaker of reputed make Ahuja/Philips/Boston is being used.

Block diagram 16 CAR FORMATION

DTC MC 1 TC MC 2 NDTC Total
S.No Sub-System (02 nos.) (4 nos.) (4 nos) (4 nos) 2 Nos
1 Main communication panel (MCP) 1 x x x x 2
2 Car controller (CC) 1 1 1 1 1 16
3 Emergency talk back unit 4 4 4 4 4 64
4 Side destination board 2 2 2 2 2 32
5 Head code display 1 0 0 0 0 2
6 LCD Display 2 2 2 2 2 32
7 Single Side Display 2 2 2 2 2 32
8 Ambient Noise measurement 2 2 2 2 2 32
(ANM)
9 Saloon Loud Speakers (SLS) 6 4 4 4 4 68
10 Cab Loud Speaker (CLS) 1 x x x x 2
11 GPS module 1 x x x x 2
12 Microphone 1 0 0 0 x 2
13 Cameras 13 8 8 8 10 142
8CAR FORMATION
DTC MC 1 TC MC 2 Total
S.No Sub-System (02 nos.) (2 nos.) (2 nos) (2 nos)
1 Main communication panel (MCP) 1 x x x 2
2 Car controller (CC) 1 1 1 1 8
3 Emergency talk back unit 4 4 4 4 32
4 Side destination board 2 2 2 2 32
5 Head code display 1 X X X 2
6 LCD Display 2 2 2 2 16
7 Single Side Display 2 2 2 2 16
8 Ambient Noise measurement (ANM) 2 2 2 2 16
9 Saloon Loud Speakers(SLS) 6 4 4 4 36
10 Cab Loud Speaker (CLS) 1 x x x 2
11 GPS module 1 x x x 2
12 Microphone 1 0 0 0 2
13 Cameras 13 8 8 8 74
Note: In coach LCD display is a part of infotainment system
Side Destination Board Display Unit (SDBD)

Main Communication Panel
➢ Side Destination Board Display System is
➢ MCP has 7” touch screen based TFT LCD Display for user interface. provided at each side of the coach.
➢ This Module is mounted on the driver desk. ➢ It displays the following information in two
➢ This module is mainly used for windows
● Route selection ● in one window, Coach number and Train
● Displaying the route information to the user (LP/TMR) number,
● Displaying the Menu Options ● In second window, Train name, Source to
● Accessing the audio features like PA, IC and ETBU Destination, Via stations in English, Hindi and Regional language.
➢ It has GPS interface to get real time GPS co-ordinates. Single Side Display
➢ Train route database of the PIS system is stored in MCP. ➢ The In-coach LED Display unit comprises of 16x144 matrix Multi Colour LED boards.
➢ It has Ethernet interface with CCTV Display through Ethernet switch for displaying ➢ It displays the route related information like present station and next station to the passengers
● Nearby cameras when ETBU is operated and throughout the journey.
● To show the rear-view camera when station is arrived. ➢ In addition to the route related data, it will display
➢ It has RS422 interface with Train Radio for future purpose. Coach ID, Speed of the train.
➢ It has an interface with Microphone to enable the PA, IC and ETB feature. ➢ It receives the journey information from MCP.
➢ It records the audio conversation of ETBU call with GPS time stamp and sends the data to
MAR system to store the data.
In coach LCD Display
➢ In-coach displays are 32” LCD displays.
Car Control Unit (CC) ➢ They are interfaced to IFTCU unit through Ethernet interface.
➢ The Car Control (CC) unit acts as an amplifier for driving the Saloon loud speakers which are ➢ They are used to display the following information to the passengers sitting inside the coach.
placed in each car of the train. ● Default Welcome and farewell messages
➢ It gets the information from MCP for announcement. ● Originating and destination station
➢ It has an interface with two ANM's to capture the ambient noise level in the coach. ● Current Date & Time
➢ Based on the ambient noise level in the coach, the volume is adjusted automatically. ● Current location of the train
➢ Speakers are routed from CC in each coach by 50% audio sharing from next coach. ● Name of approaching station
Head Code Display (HCD) ● Current and next Halting Station
➢ The Head Code Display comprises of LED boards. ● Next interchange point
➢ HCD is provided at the front end of the driving coach (leading and trailing) above the lookout ● Running speed
glass. ● Platform side
➢ It is placed at the front side of each end of the ● Advertisements
Driving Coach (Leading and Trailing). ● Safety Messages
➢ It will display the following information in Hindi, ● Dynamic Route Map
English and regional languages ● Onboard facilities
● Destination station.
● Approximate distance to next station
➢ In case of communication failure to HCD, destination can be selected from TCMS display
Emergency Talk Back Unit (ETBU)
➢ The purpose of Emergency Talk Back Unit is to provide the emergency communication
between LP/TMR and Passengers.
➢ When a Emergency Talk Back Unit is operated by passenger in any particular coach, an
indication of the location of the operated device will be given on MCP.
➢ The LP/TMR will acknowledge the ETBU request by pressing ‘Accept’ icon in MCP to
enable the communication with passenger. MAIN COMMUNICATION PANEL

➢ When ETBU request is received to MCP, MCP will give the information to CCTV display to
enable the nearby cameras of the ETBU. Menu Screens
Power-Up & Initialization
Ambient Noise Measurement Module (ANM) After Powering up the system, MCP Menu screen After pressing Menu Access button on the
➢ ANM is basically a noise measurement module to adjust the announcements volume level in appears as shown below above screen, then MCP Menuscreen appears
passenger area based on the surrounding noise with comprised as below.
microphone.
➢ It detects the background noise, measures the noise level and
sends the same to CC.
➢ The CC will adjust the volume level based on the background
noise received from ANM.
➢ It is operated at 110V DC supply.
Saloon and Cab Loudspeakers
➢ The 6 watts R.M.S. speaker of reputed make Ahuja is used in the system.
➢ 50% of sharing is provided for the speakers between coaches in case of single power
amplifier failure, at least half of the speakers are still operative in the Enter the Password (Ex:1) and press the Enter After pressing Operational mode, MCP
coach. Button, then MCP Screen appears as shown below Screen appears as shown below
➢ Speakers are distributed in equal distance diagonally for even coverage
of the sound in the coach.
Microphone
➢ Microphone is a professional high quality goose neck microphone.
➢ It is suitable for various PA applications.
➢ It is interfaced to MCP for PA, IC, ETBU operations.
➢ Driver can talk through the microphone.
GPS Module After selecting the Operational Mode button then Select Manual Message on the MCP and
the default screen appears as shown in below verify the MCP Screen
➢ A rugged GPS module with inbuilt antenna is located on the roof of DTC.
➢ GPS module has RS485 communication with MCP unit for acquiring
● Latitude,
● Longitude,
● Date & time information.
● Speed
Press on Select option (select Manual Message After selecting the Operational Mode button DVA Volume Control Selection DVA Volume Control Selection
by using Up & Down Arrows) as shown below. then default screen appears as shown below After selecting the operational mode button then select DVA Volume Option on the MCP then
Observe the selected manual message displaying default screen appears as shown BELOW MCP Screen appears as shown in Fig.
in ICD - LCD/SSD display.
Select Manual Audio message on the MCP and Observe the manual message on ICD -
DVA Volume Control Selection Public Announcement
verify the MCP Screen. Press on Select option LCD/SSD display and listen manual audio
Change the Volume level by pressing + and - After selecting the Operational Mode button
and verify the MCP Screen (select Manual messages over saloon speakers.
symbols then Press the Select button on MCP then the default screen appears as shown in
Audio by using Up & Down Arrows) as shown
shown in Fig, based on that volume, level will vary Fig.
below.
in Saloon speaker.

Press PA option on the MCP Screen shown below During PA Enable MCP screen appears as
IC Communication (Cab - Cab Communication)
below
After selecting the Operational Mode button then Press IC option on the MCP Screen shown
the default screen appears as shown below below. Jingle Sound is played from both the
Cab Loudspeakers.
On Both MCP’s, PA Indication options is changed Press the End option on MCP and observe
to Green Color and Jingle Sound is played from the MCP Screen. After PA call end then the
other end Cab and all Saloon Loudspeakers. Speak MCP screen appears as shown in Fig. During IC Call, both MCP IC Indication option Press the IC option on MCP and Press on End
through enable side of MCP Microphone. Voice is Speak through disable side of MCP is changed to green color as shown below. Speak option
heard from Cab loudspeaker of other cab and Microphone and observe no voice is heard through Cab 1 of MCP Microphone. Voice is
Saloon loudspeakers of all coaches Press PA button from any of the Cab and Saloon heard from Cab-2 loudspeaker. Speak through
again on MCP then the MCP Screen as shown in loudspeakers. Cab 2 of MCP Microphone. Voice is heard from
Fig. Cab-1 loudspeaker.
After ending the 'IC' call then, both MCP IC Emergency Talk Back Unit check (Guard - After accepting the ETBU call verify the MCP Press the ETBU option again on MCP to End
Indication option is changed to default color as Passenger Communication) screen of Cab 1 appears as shown below. the ETBU call, to end the ETBU call Press on
shown below. Speak through Microphone of Cab After selecting the Operational Mode button ETBU option on MCP is changed to green color End button and verify the MCP Screen appears
1 and Cab 2, No Voice is heard from any of the Check the default screen appears as shown and ETBU LED also changes to green color. as shown below.
Cab loudspeakers. below
Press Push to Talk switch on ETBU any one of After pressing ETBU option on the MCP of Cab 1, Verify the default Screen of MCP appears as Press Push to Talk switch on ETBU of any
cars and verify the MCP screen ETBU Option as The MCP of Cab 1 appears as shown below shown below. Once ETBU call is rejected or coach and verify the MCP screen as shown
shown below. ended the data related to that particular ETBU call below.
is removed from the Queue list and ETBU option
on MCP changes to normal state and ETBU LED
also changed to OFF state.

Press ETBU option on the MCP as shown below. After pressing on Reject option on MCP and Enter the train no and Press on Select button and Press on Yes button to continue the journey
observed the Screen appears as shown below. verify MCP screen appears as shown below. selection.
ETBU call is rejected or Ended the data related Verify MCP screen after route selection
to that particular ETBU call is removed from appears as shown in Fig.
the Queue list and ETBU option on MCP
changed to normal state and ETBU LED also
changed to OFF state.
Verify the announcements and Display messages after route selection.

Route start messages:
➢ Played Audio:
Journey Selection ➢ Route start messages is played from all saloon loudspeakers in English, Hindi and Regional
After selecting the Operational Mode button Press Journey Selection Option on MCP then Language.
Check the default screen appears as shown in the MCP Screen appears as shown below. Example:
Fig. ➢ “Welcome To Kota Junction Laban Vande Bharat Express”.
ICD-LCD:
➢ Route Start Messages is displayed in English, Hindi and Regional Language followed by
Dynamic Route Map, Facilities and Advertisements.
Head Code Display:
➢ Destination Station Name is displayed in English, Hindi and Regional Language
Side Destination Boards :
➢ Source Station Name, Destination Station Name, via station names and Train Name is
displayed in English, Hindi and Regional Language and Train number followed by Coach
Commercial abbreviation is displayed (Alpha numerical) in English.
Note:
Language sequence and regional language will vary based on user railways
INFOTAINMENT 15. Two Wi-Fi Access Points provided in each car to for streaming audio and video.
16. IFTCU consists of System On Module (SOM) with high-end processor and DDR RAM.
INTRODUCTION
17. IFTCU has SATA based 512GB SSD storage for audio and video contents.
The main function of the System is streaming of Wi-Fi based entertainment Content on
Demand (CoD) for passengers using their personal gadgets like Laptop / Tab / Mobile phone and 18. 32” LCD/LED Displays are interfaced with Ethernet Through Wifi Access Points
LCD / LED displays for Travel Information 19. It has PoE based GbE (Giga bit Ethernet) port for communicating with Wi-Fi Access Points.
1. The system supports to play 20. It will receive following travel related information from the MCP through Ethernet switch
➢ Movies in at least 4 languages (Hindi, English and 2 regional languages. ➢ Default welcome and farewell messages
➢ Animation movies for kids ➢ Originating & Destination station/Route map
➢ Songs in at least 4 languages (Hindi, English and 2 regionallanguages) ➢ Date and time
2. The W-Fi System has GPS based train information such as ➢ Speed
➢ Current location, ➢ Current and next station
➢ Next location, ➢ Onboard facilities available
➢ Estimated Time of Arrival, ➢ Approximate distance to next station
➢ Delay, and ➢ Late running status
➢ Speed. ➢ Train arrival and departure times with route map
3. Provision for on board assistance services for Meals, Linen, Cleanliness etc., over Wi-Fi ➢ Safety messages
4. Emergency messaging services over Wi-Fi for Medical emergencies, security and any ➢ Time to Next Station
untoward incidences will be provided
5. Multiple streaming solution to support content play on Laptop, Android devices and IOS ➢ Next Interchange Points
devices are provided ➢ Platform Side
6. The system is having Browser based solution which is commonly used on all devices
➢ Passenger related Safety Information
7. Provision for Video and static advertisement insertion options
➢ Pictures/ Video Messages for Advertisement or other purposes
8. Content protection methods is provided to avoid any illegal content downloads by the
passengers 21. Each coach consists of two WiFi Access points for streaming the content to passengers mobile
/ laptops.
9. Provision to upload content from one place to other even though the coaches work
independently without inter coach couplers 22. WiFi access point is connected through IFTCU using PoE (Power Over Ethernet).
10. Provision of Internet support, which can be enabled whenever the system is connected to
external internet service providers (l) Provision of Internet support, which can be enabled
whenever the system is connected to external internet service provider.
11. Provision of 2 LCD/LED displays of 32”size (supply of all the 02 LCD/LED displays will be
of same size) in each coach to display
12. Entertainment,
13. Advertisement
14. Travel information on these screens

CCTV cum TMR’s Display Unit

1) Introduction
10.4” LCD display will be provided in driver cab to display the live views from all cameras. This
display software is developed for CCTV as primary functionality and there is a provision for TCMS
and PIS functionality in case of emergency
as mentioned below.
For particular coach
➢ Train overview cameras viewing, that
particular coach needs to
➢ Door system
be selected from coaches
➢ Comfort systems list.
➢ Emergency brake
➢ Passenger alarm system
➢ PA & PIS
2) Options
Menu Single camera can be
Menu On Left side of the display viewed by clicking on that
shows two options, camera name which is on
◦ Coaches top of that camera live
◦ Diagnosis Screen view screen.
a) Coaches
• Shows the all-coaches names.
• Live view page is four
window split screen.
BUs
representation
Single Camera View
Coaches
representation
Coach Names are denoted as below
1) EXT – External Cameras (Track Monitoring Camera, Platform Monitoring Cameras)
2) CAB – Cab Monitoring Cameras
3) DOORS – Door Monitoring Cameras
4) PA – Passenger Area Monitoring Cameras (Includes Gangway Monitoring Cameras)
Camera Names are denoted as below
1) GWCAM – Gangway Camera
2) DWCAM – Doorway Camera
3) PAC – Passenger Area Camera
4) LPFCAM – Left Side Platform Camera
Diagnosis
5) RPFCAM – Right Side Platform Camera Screen
6) FCAM – Front/Track View Camera
b) Diagnosis Screen
1) Network diagnosis screen will provide the health status of total CCTV system including
Ethernet switch, NVR and cameras.
2) Diagnosis is displayed in Coach level. By selecting particular BU and particular Coach
diagnosis screen can be viewed. Refresh
➢ This option is used to display the updated/Current status of diagnosisscreen.
Live View
➢ This option is used to switch from Diagnosis screen to cameras live views window.
a) In flip mode, camera by camera will be displayed automatically with user defined time
interval (Flip time).
b) For going back to normal mode, Normal option to be selected.
c) In coach flip mode, coach by coach cameras will be displayed automatically with user
defined time interval (Flip time)
Flip Time: This option is used for selecting time interval duration for flip and coach flip modes
Next/Previous Button

a) This option is enabled when viewing single camera.

b) This option is used to switch to Previous/Next camera view manually. CENTRALIZED COACH MONITORING SYSTEM (CCMS)
Centralized Coach Monitoring System (CCMS) for monitoring, recording and control of the air-
Switch conditioning and other faults e.g., power supply failure etc. CCMS shall also run diagnostic routines
a) This option is used to switch from one application to other application on the AC plant and generate alerts like low gas pressure in compressors, faulty sensors etc. CCMS
Platform Cameras is available in Driver Trailer Car.
a) Station arrival/departure information will be received from PIS system. 1) The CCMS shall have touch screen display and have suitable communication to micro
b) When station arrival information received to CCTV display, it will automatically switch to controller of RMPUs of each Car. The CCMS can use the same communication backbone as of
rear/platform (Left Side or Right Side) view cameras. TCMS.
1) When station departure information is received, display will go back to default mode. 2) The CCMS shall also have GSM/GPRS based wireless modem through which information/alert
2) Possibility of selecting other coach cameras is available in between station arrival and to control center/maintenance staff shall be communicated. Information should also be
departure. available to the maintenance staff on a mobile application.
3) CCMS shall monitor the following:
ETBU Cameras a. Auto/bypassed mode working of Air Conditioning unit
1) If any ETBU (Emergency Talk Back Unit) is operated in any of the coach, immediately b. Temperature (return air, supply air temperature and ambient temperature)
nearby two camera views are override on priority on CCTV display unit. c. LP & HP tripping
2) These ETBU nearby camera views are displayed immediately after getting the call from d. Compressor tripping
passenger. e. AC motors tripping
3) If LP /TMR rejects the call, display will go back to the previous screen. These data shall be transmitted to the control center through GPRS/GSM regularly at suitable
4) If LP /TMR accept the call, ETBU nearby camera views are continuously displayed till the intervals
ETBU call ends.
5) Possibility of selecting other coach cameras is not available in between ETBU call.

PDF Resize

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

PDF Resize

Uploaded by

Copyright:

Available Formats

Train Set 18 Course material Train Set 18 Course material

South Central Railway S.No.

Vijayawada 3. Emergency braking distance values (EBD), Weight of the formation

4. Salient features 7-8

VANDE BHARAT 24.

2023 26. Train set 18 rake checking 103-107

ETTC/BZA Page 1 ETTC/BZA Page 2

Train Set 18 Course material Train Set 18 Course material

29. Stopping of train 109-110 INTRODUCTION

ETTC/BZA Page 3 ETTC/BZA Page 4

ETTC/BZA Page 5 ETTC/BZA Page 6

Train Set 18 Course material Train Set 18 Course material

Emergency braking distance values (EBD) SALIENT FEATURES

ETTC/BZA Page 7 ETTC/BZA Page 8

25) PA system for announcement to passengers Abbreviations

ETTC/BZA Page 9 ETTC/BZA Page 10

Train Set 18 Course material Train Set 18 Course material

S.No. Acronym Description S.No. Acronym Description

ETTC/BZA Page 11 ETTC/BZA Page 12

End basic unit is DTC+ MC1+ TC + MC2

DTC MC1 TC MC2

Middle basic unit is - NDTC+MC1+TC+MC2

NDTC MC1 TC MC2

ETTC/BZA Page 13 ETTC/BZA Page 14

Train Set 18 Course material Train Set 18 Course material

Propulsion Systems: DRIVING TRAILER COACH (DTC)

DTC external view DTC cab internal view

DTC cab internal view

ETTC/BZA Page 15 ETTC/BZA Page 16

Equipment in DRIVING TRAILER COACH (DTC): 5. PB Governor

ETTC/BZA Page 17 ETTC/BZA Page 18

Train Set 18 Course material Train Set 18 Course material

VIII. Outside of DTC COCs).

ETTC/BZA Page 19 ETTC/BZA Page 20

Pantograph on Trailer Coach RMPU on Trailer Coach

ETTC/BZA Page 21 ETTC/BZA Page 22

Train Set 18 Course material Train Set 18 Course material

Equipment in each BCU ( Brake control unit):

ETTC/BZA Page 23 ETTC/BZA Page 24

ETTC/BZA Page 25 ETTC/BZA Page 26

Train Set 18 Course material Train Set 18 Course material

PLUG DOORS (ENTRY DOORS)

ETTC/BZA Page 27 ETTC/BZA Page 28

DRIVER DESK LAYOUT EQUIPMENT

SECTION-C 1 Cab light ON/OFF switch ( Short Lever)

MR & BP Gauge DDU Driver Display Unit Train Collision Avoidance

Panel “5” of section “A”

ETTC/BZA Page 29 ETTC/BZA Page 30

Train Set 18 Course material Train Set 18 Course material

ETTC/BZA Page 31 ETTC/BZA Page 32

MCP ( Main Communication CC TV cum Guard Display ALP/Guard side BP

Panel “10” of section “A”

ETTC/BZA Page 33 ETTC/BZA Page 34

Train Set 18 Course material Train Set 18 Course material

ETTC/BZA Page 35 ETTC/BZA Page 36

ALP side operation Panel of section “B”

Shunting operation Panel of section “B”

1) Mode selection Master Key ( Normal & Shunting)

2) TE/BE switch ( 33%, 67% & 100%)

ETTC/BZA Page 37 ETTC/BZA Page 38

Train Set 18 Course material Train Set 18 Course material

Illuminated Push Button 3. In last DTC, TMR should press.