Vande Bharat Course Material

Train Set 18 Course material
INDEX
S.No. Description Page No.
1. Introduction 3
2. Technical Data of Train Set 18 (VANDE BHARAT) 4-5
3. Emergency braking distance values (EBD), Weight of the formation 6
& Passenger capacity
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) 20-23
11. Non Driving trailer Coach (NDTC) 23-26
12. Driving cab equipment 27-49
13. Maintenance interval 50
14. MU cables between Coaches Train set 50
15. Major function of train control & management system (TCMS) 51
16. Batteries 52-55
17. Driver display unit (DDU) 56-75
18. Pantograph 76-81
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
24. Traction Converter 89-93
25. Auxiliary Converter 93-102
26. Train set 18 rake checking and different operations 103-105
27. Energising of Train set 18 rake 106-107
28. Starting / moving of train 107-108
29. Stopping of train 108
30. Procedure for Cab changing in Tran set 18 Rake 109
31. Cruise control 109-110
32. ENS (Entering Neutral Section) 110-114
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S.No. Description Page No.

33. Procedure of ACP reset in Train -18 114
34. Basic unit Grounding & Opening / Closing LTC compartment 115
35. Trouble Shooting for Rake Refused to Move 116
36. Rescue Drive Mode (RDM) 117
37. Different speeds (V max.) 118
38. Moving of Train -18 formation as dead (Towing dead movement and 119
passengers are not available in rake)
39. Moving of Train -18 formation as dead (Towing dead movement and 119-120
passengers are available in rake)
40. Different ways of applying Emergency Brakes and Releasing 121-124
41. Procedure for Battery Reset 124-125
42. Vigilance Control Device 126-128
43. Bell codes 129-130
44. joint brake test 130-131
45. Differences between Version 1 & Version 2 Train 18 rakes 132
46. Pneumatic system ( AAC & MAC pressure creation) 133-138
47. Brake system 138-147
48. Parking Brake system 147-149
49. Air Spring system in Train 18 150-151
50. Troubleshooting of MR & BP problems 152-157
51. Electrical failures 157-160
52. Fire detection system 161
53. Shunting Panel 162-163
54. Automatic Door system 164-169
55. Train set – 18 Bogie 170-171
56. Passenger information system (PIS) 172-177
57. Main Communication Panel 178-188
58. CCTV cum TMR’s Display Unit 189-193
59. Centralized Coach Monitoring System (CCMS) 194
60. Semi-permanent couplers 195
61. 32 Point Action plan to avoid SPAD 196
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INTRODUCTION
Concept of Multi-Unit Distributed traction i.e., train-set is not heard in Indian Railways for
Main line train operations. Even though Train-sets – Electric (EMUs)were running for almost a
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
Fully Air-Conditioned Train-sets with Distributed Power System and introduced to the public the
picture of Comfortable journey with aesthetics.
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
amount of power i.e. number of powered coaches can generally vary from 50% to 100%. In Train 18,
50% coaches are powered coaches i.e. motor coaches.
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
track wear, as traction forces can be provided through many axles, rather than just the four or six of a
locomotive.
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
amount of jerk experienced in passenger coaches.
The most important advantage of high-speed train set is the weight reduction effect. In this,
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
maximum axle load is reduced.
Train sets are the best vehicle solution for suburban and regional passenger operation and for
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
Train-sets at Half the Manufacturing cost compared to the same if imported. As ICF could make one
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
acceleration and contemporary passenger amenities. It offers both comfort and pace to the passengers
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
inter-connected by fully sealed gangways so that passengers can move from one coach to other
comfortably.
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Technical Data of Train Set 18 (VANDE BHARAT)

Particulars Details
Track gauge 1,676 mm
Length of car-body (Over Coupler) 24000 mm
Width of car-body 3240 mm
Car height above top of rail 4140 mm
Number of Coaches in Basic Unit 4 car per basic unit
DTC-MC1-TC-MC2 (End BU)
NDTC-MC1-TC-MC2 (Middle BU)
Train formation 16 coaches- 4 BU per train
8 coaches- 2 BU per train
% Motoring 50%
Maximum test speed 180 kmph
Maximum service speed 160 kmph
Wheel diameter
New 952 mm +0.5mm
Last profile 896 mm +0.5mm
Condemnation diameter 877 mm
Axle load 17T
Wheel base 2700 mm
No. of teeth in main gear 98
No. of teeth in pinion 19
Gear ratio 19:98 ( 5.157 )
Average acceleration from 0-40 kmph 0.8 m/sec2
Deceleration 0.8 m/sec2
Jerk rate 0.7 m/sec3
Time for 0-100 kmph 50 seconds (16 car rake)
Time for 0-130 kmph 85 seconds (16 car rake)
Time for 0-160 kmph 182.2 seconds (16 car rake )
Ambient temperature Max = 50o C
Min = -5o C
Traction motor Fully suspended 3 Phase AC induction motor
3phase Induction Motors Traction motor type
no.TME49-35-4 from TSA (Traktions System
Austria)
Traction motor capacity 210 KW (Continuous)
Traction motor voltage max. 1430 V
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Traction motor Current max. 175 Amps Cont.

DC Link voltage 1800 V DC
Traction Motor speed 1950 – 3340 RPM
Transformer Secondary output voltage 950
Transformer Secondary output Current 630ACont.
Transformer Primary power 2556 KVA
Transformer Secondary output Current 950 v
Auxiliary Power
AC-1 275 KVA
AC-2 235 KVA
Technology IGBT Traction & Aux. converter
OHE Voltage 25 KV
OHE Normal range 19 KV to 27.5 KV
OHE Min Voltage 16.5 KV
OHE Max. Voltage 29.5 KV
Cut OFF Voltage Below16KV & Above 30 KV
Frequency 46 Hz to 54 Hz
Max TE 800 KN
Maximum EP Braking effort during 1082.2 KN
Emergency
Maximum Braking effort with full service 866.5 KN
ED+EP brake
Regenerative Braking Effort 94 kn/Motor car
Battery Lithium-ion-Phosphate – 3 X 228 AH
RMPU in each coach 2 Units (8 tons)
Normal Light in coaches 110 V DC
Emergency Light in coaches 110 V DC
Holding brake and rollback control Available
Cruise Control (Constant speed operation) Available
Main Air Compressor scheduling control Available
Event recording Available
EMU Remote Monitoring System Available
TCMS (Train control &Management Available
system)
Wheel slip and slide control Available
Load weighing measurement for coach Available
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Emergency braking distance values (EBD)

Speed/Mode FS with ED+EP FS from Auto brake Emergency Brake
100 to 0 kmph 516 mts 419 mts 392 mts
130 to 0 kmph 858 mts 696 mts 654 mts
Effective deceleration 0.8 m/s2 1.05 m/s2 1.15 m/s2
Weight of the formation

Weight of the No of No of
Coach Total weight Total weight
coach coaches coaches
category (Tones) (Tones)
(Tones) 16 car 8 car
DTC 59.2 2 118.4 2 118.2
MC 66 8 528 4 264
TC 64 4 256 2 128
NDTC 59 2 118 -- --
1020.4 510.2
Passenger capacity
16 Car formation 8 Car formation
Type of Passengers No. of

No. of coaches Total for 8
coach Per coach coaches for Total for 16
for 8 car car
16 car car formation
formation formation
formation
DTC 44 2 88 2 88
NDTC (EC) 52 2 104 Nil -
MC 78 8 624 4 312
TC 78 4 312 1 78
1 TC as EC 52
TOTAL 1128 530
th th
8 and 9 coach from any end EC is in BU1 or BU6
of the formation is Executive
class coach for 16 car
formation
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SALIENT FEATURES
1) The train set manufactured by ICF, Chennai is a semi-high speed (160 Kmph) Multiple Unit
Train-set.
2) It has quicker acceleration ability and contemporary passenger amenities.
3) It offers both comfort and pace to the passengers.
4) It replaces intercity express trains which have travel time in six hours range.
5) All coaches are of chair car type for day travel and 180-degree revolving seats at Executive
Class.
6) Stainless steel car body with continuous window glasses for contemporary modern look.
7) All coaches are inter-connected by fully sealed gangways so that passengers can move from
one coach to other with ease.
8) All propulsion equipments are shifted from onboard to under-slung. All power components
such as line & traction converters, auxiliary converter, air compressor, battery box, battery
charger, brake chopper resister is mounted under the frame.
9) It is provided with automatic plug type doors with retractable foot step (in Version1 only)
which opens and closes by operating opening & closing switches by Guard or by ALP at the
stations.
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
informed about the travel status.
11) All coaches have one on-board mini pantry.
12) Special provisions in DTC (Driving Trailer Coach) for persons with disability and place for
wheel chair and special lavatory.
13) The train has flush interiors and diffused LED lighting.
14) The toilets of these coaches are fitted with zero discharge vacuum-based bio-toilets and touch
free fittings.
15) All coaches are air-conditioned including driving cab.
16) Equipped with improved mechanical couplers and modern bolster-less design bogies with fully
suspended traction motors, pneumatic secondary suspension and anti-roll bar.
17) The brake system is of Electro Pneumatic (EP brakes) type with brake discs mounted directly
on wheel, which reduces the braking distance, so that full speed potential of the train can be
harnessed.
18) Motor Coach is equipped with Four Fully Suspended Traction Motors.
19) The Train-18 has 50% Powering i.e., every alternate coach is powered
20) All Propulsion equipments are under slung, leaving the on-board space for passengers.
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
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24) Separate Air Conditioner for Driver’s Cab

25) PA system for announcement to passengers
26) Emergency Call/Talk back from Passengers
27) Digital Train running Informatics
28) Cruise Control system for running train in a constant speed.
29) Private access from Driver’s Cab to Passenger area so that Pilots can use Toilets in Coaches
without leaving the Train
30) Enhanced Safety Features for Drivers Cab in case of collision
31) Centre Buffer Coupler at leading end to haul the rake in case of transit or break down. The
coupler is covered with FRP cover which is to be removed for couple with Locomotive.
32) Semi Permanent coupler in between coaches (Dellner make)
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Abbreviations
S.No. Acronym Description
1) AAC Auxiliary Air Compressor
2) AC Alternating Current
3) ACU Auxiliary converter Unit
4) ADC Analog to Digital Converter
5) AIP Analog Input
6) ALC Auxiliary Line converter Control
7) ATC Auxiliary Traction Converter
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 Car Control Unit
22) CCC Central Control Computer.
23) CRW Panel Cab Rear Wall panel
24) DC Direct Current
25) DCLV DC Link Voltage
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
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36) ECN Ethernet Consist Network
37) ED Electro Dynamic
38) EEPROM Electrically Erasable and Programmable Read Only Memory
39) ELD Earth Leakage Detector
40) EMU Electrical Multiple Unit
41) EBL Emergency Brake Loop
42) EOL Emergency Off Loop
43) EP Electro pneumatic
44) EPCC Enhanced Passenger comfort computer
45) EPCU Enhanced Passenger comfort unit
46) ERCU Earth Return Current Unit
47) ETB Ethernet Train Backbone
48) EWP End Wall Panel
49) FDP Fault Data Pack
50) FQC Four Quadrant Converter
51) GCRW panel Guard Cab Rear Wall Panel
52) GDPS Gate Drive Power Supply
53) GPS Global Positioning System
54) HCD Head Code Display
55) HWTL Hard Wired Train Line
56) HSCB High Speed Circuit Breaker
57) IC Inter Communication
58) ICD In-Coach Display
59) ICF Integral Coach Factory, Chennai
60) IEC International Electro technical Commission
61) IGBT Integrated Gate Bipolar Transistor
62) IV Inter Vehicular
63) LC Line Converter
64) LCC Line Converter Computer
65) LCD Liquid Crystal Display
66) LED Light Emitting Diode
67) LIC Line Inverter Computer
68) LRMS Locomotive Remote Monitoring System
69) LTC Line and Traction Converter
70) LTCU Line and Traction Converter Computer
71) LWS Load weighing System
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72) MAE Medha AC-EMU
73) MBU Middle Basic Unit
74) MC Motor Coach
75) MCB Miniature Circuit Breaker
76) MCH Master Control Handle
77) MCS Master control switch
78) MCU Main Control Unit
79) MMI Man Machine Interface
80) MSDPL Medha Servo Drives Pvt. Ltd.
81) MU Multiple Unit
82) MVB Multifunction Vehicle Bus
83) NDE Non-Driving End
84) NDTC Non-Driving Trailer Coach
85) NVRAM Non-Volatile Random Access Memory
86) PA Public announcement
87) PA PIS Passenger Announcement and Passenger Information System
88) PC Personal Computer
89) PCC Passenger comfort computer
90) PCU Passenger Control Unit
91) PECU Passenger Enhanced Comfort Unit
92) PIS Passenger Information System
93) PLL Phase Locked Loop
94) PS Power Supply
95) PWD Person with Disability
96) PWM Pulse Width Modulation
97) RAM Random Access Memory
98) RDM Rescue Drive Mode
99) RDSO Research Development and Standards Organization
100) RMPU Roof Mounted Package Unit
101) RMS Remote Monitoring System
102) RPM Revolution per Minute
103) SDB Side Display Boards
104) SDBD Side Destination Board Display
105) TC Trailer Coach
106) TCMS Train Control and Management System
107) TCN Train communication network
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108) TE Tractive Effort
109) TFT Thin Film Transistor
110) THD Total Harmonic Distortion
111) TIC Traction Inverter Computer
112) TM Traction Motor
113) TSA Traction system Austria
114) UIC International Union of Railways
115) UPF Unity Power Factor
116) USB Universal Serial Bus
117) VCB Vacuum Circuit Breaker
118) VVVF Variable Voltage Variable Frequency
119) WTB Wire train bus
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Comparison between loco hauled trains and Train-set 18

S. No. Loco hauled Train Train set
1) Conventional train is hauled by a locomotive Distributed power i.e., traction units or
attached at the end of train formation. propulsion systems are distributed over
the train formation.
2) Reversal requirements at terminals. No reversal requirement at terminals.
3) Sluggish acceleration and deceleration. Quick acceleration & deceleration.
Reduction in travel time.
4) Inferior utilisation of platform lengths as Better utilisation of platform space as
locomotive takes up some length. locomotive is not required.
5) Concentrated weight in locomotive. Higher Uniform weight distribution. Lower
coupler forces. coupler forces.
6) Requires higher capacity mechanical coupler Because of distributed power semi-
resulting in jerks. permanent coupler can be used which is
jerk 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
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Propulsion Systems:
Train-18 is being provided with IGBT based Energy Efficient 3 Phase Propulsion system and
Regenerative braking. In each Basic Unit of Four Cars, there will be Two Motor Coaches (MCs) and
Two Trailer Coaches (2 TCs or TC and DTC).
Formation of Rake (16 coaches) Version 2 : 4 X 4 Basic Units - Each Basic Unit
with Four Cars
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DRIVING TRAILER COACH (DTC)

It is a non-powered vehicle with a driver cab at one end. The driver cab is furnished with a
pre-fabricated driver desk. All driving operations are possible from driver desk. Feedback from all
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.
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,
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
(only in Version1) 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
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Equipment in DRIVING TRAILER COACH (DTC):

1) Front side of DTC
1) LED Marker white & Red Lights,
2) LEDFlasher Lights and control unit,
3) LEDHead Light
4) Wiper,
5) FRP Cone cover
6) Cattle Guard
7) CBC coupling BP and MR pipes with Angle cocs
2) Back side of cattle guard
1) Additional BP & MR COCs
2) Wiper water tank with filling caps in both sides.
3) Under truck (Common in each coach)
1) BO-BO type Bolster less bogies -2 Nos.
4) Under truck (Air spring related) (Common in each coach)
1) 2 End pneumatic skids (LB) with Air spring 50 lts spur Reservoirs.
2) One LB panel near each truck (In each LB panel: Bogie Air spring isolation cock, Air spring
Gov &BC pressure Gov).
3) 75 Lts Air spring Reservoir
5) Under truck (Pneumatic system related)
1) MAC with attached Air dryer
2) MAC safety valve: 10.5 Kg/cm2.
3) IMAC: Main Air Compressor isolation cock
4) MR Tank: 200 lts with Auto drain valve
6) Under truck (Brake system related) (Common in each coach)
1) Disc brakes on all wheels with individual brake cylinder.
2) Wheel No. 1,4,5,8 provided with parking brake with manual release hook.
3) One Bogie brake isolating cocks-2 at the side of each LB panel (Total 2 Bogie isolating
COCs).
4) 75 liters MR tank (AR)
5) Middle Pneumatic panel with 5 Boxes. BCU, B01, B02, B07, BCU (BCU: 1 for Bogie 1 &
BCU-2 for Bogie-2).
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
3. Air spring Air isolation Cock for Coach
4. MR pressure Isolation cock for Brake system and Parking brake
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5. PB Governor
Equipment in B02
1. STV-200 for Auto brake application to coach
2. EPIC1 and EPIC-2 for isolation of EP brake to individual Bogie.
Equipment in B07
1. MR pressure Gov for Traction Cut off during MR pressure drops to 6.5 Kg/Cm2.
2. BP pressure Gov for Traction Cut off during BP pressure drops to 3.5 Kg/Cm2.
7) Under truck (Battery system related)
1) Battery Box with Battery charger
2) BD MCB outside of battery box.
8) Under truck (Water related) (Common in each coach)
1) Water Tank with 1100 lts.
2) 2 pumps to lift the water to Toilets and Pantry.
3) Under Toilet: 20 Lts Reservoir for Vacuum based operation Toilet.
9) Under truck (Door related) (Common in each coach)
1) Under frame of every door: Air supply Cock for every door for its operation.
10) Under truck (Electrical related) (Common in each coach)
1) Isolation Transformer 20 KVA for supply 230 V and 110 V single Phase Supply to that coach
pantry loads, Toilet loads and Charging Sockets.
2) Cable Junction Box,
11) Inside of DTC
1) LP desk with 3 sections
a) Section “A” with 10 panels
b) Section “B” with 5 panels.
c) Section “C” with 4 buzzers
2) CRW (cab rear wall) panel,
It consists CCU'S, LRMS, ECN Switches, MCB's, Relays & contactors, It consists PCU'S,
EBCU's, CCTV NVRs, CCTV Ethernet Switches MCB's, Relays &contactors,
3) GCRW (Guard cab rear wall) panel,
TCAS equipment.
4) EWP (End wall panel)- TBs, MCBs, MPCB,
12) Inside Passenger saloon of DTC
1) Passenger seating capacity 44
2) Reading lights,
3) mono block pump controller,
4) Passenger information system (HCD, ICD, SDB, speaker, ANM, PECU, MMI, CCTV),
5) Saloon & Gang way Lights,
6) Roof Mounted AC Package Unit (RMPU),
7) Mini Pantry Items.
13) On Roof of DTC
1) Driver’s Cab Air Conditioning Unit,
2) RMPU unit
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14) Outside of DTC

Earth Return Current Unit (ERCU),
MOTOR COACH (MC)
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 to the wheel directly. This reduces the un-sprung mass, resulting in better ride comfort.
The motor coach consists of two Lines and Traction Converter unit (LTC), one for each bogie
mounted under-slung. Brake chopper resistor is also mounted under-slung. Transformer secondary
cable for both LTCs unit (from power transformer) comes from trailer coach via under-slung
mounted IV coupler.
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.
ECC panel in MC
Equipment in MOTOR COACH

1. BO-BO type Bolster less bogies -2 Nos.
2) Under truck (TM & LTC Related):
1. Fully suspended Traction Motors 2 Nos each Bogie (Total 4 Nos.).
2. TM Gear case oil gauges (total 4 Nos).
3. Line and Traction Converter (LTC)-2 Nos,
4. Brake Chopper Resistor,
5. 2 No. of DC Link Earthing Switch in one box (common for Both LTCs),
6. Water level Indicator (Back of LTC).
7. Jumper Couplers (Power Couplers),
8. Power Coupler Junction Box,
9. Inter-Vehicular (IV) couplers,
Gov & BC pressure Gov).
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COCs).
BCU-2 for Bogie-2).
Equipment in B01
5. PB Governor
Equipment in B02
2. EPIC-1 and EPIC-2 for isolation of EP brake to individual Bogie.
Equipment in B07
8) Inside Passenger saloon of MC
2) ECC (Electrical control cubical)-It consists MCUS, EBCUS, MCB, Relays & contactor,
3) EWP (End wall panel)- Terminal Blocks & MCBs, TBs, MCBs, MPCB,
4) Reading lights,
5) Mono block pump controller,
6) Passenger information system (ICD, SDB, speaker, ANM, PECU),
7) CCTV,
8) Saloon & Gangway Lights,
9) RMPU control unit,
10) Mini Pantry Items,
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11) Power supply socket junction box for external 415 V AC,
8) Pump controller, Mono block pump
9) On Roof of MC
1) Two microprocessor-controlled Roof Mounted AC Package Unit (RMPU)
10) Outside of MC
1) Earth Return Current Unit (ERCU),
TRAILER COACH (TC)

Trailing coach has the pantograph for current collection, vacuum circuit breaker and HV
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.
Power to LTC units of both motor coaches is distributed from same power transformer. Auxiliary
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
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Equipment in TRAILER COACH:

1. BO-BO type Bolster less bogies -2 Nos.
2) Under truck (Transformer & APC Related):
1. Main transformer tank with Main Transformer and 6 Secondary transformer windings
2. Oil level Gauge
3. Oil Circulating pump for Transformer
4. Radiator with 2 oil cooling Blower
10. Oil Pressure relief valve
11. Auxiliary Converter Unit (ACU) with cooling blower.
12. Jumper Couplers (Power Couplers),
13. Power Coupler Junction Box,
3) Under truck (Pneumatic Related):
1. Oil free AAC with RS reservoir 25 lts.
2. Panto, VCB air supply isolation cocks
3. MCPA Governor
Gov & BC pressure Gov).
COCs).
BCU-2 for Bogie-2).
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Equipment in B01
5. PB Governor
Equipment in B02
2. EPIC-1 and EPIC-2 for isolation of EP brake to individual Bogie.
Equipment in B07
9) Inside Electrical panel of TC
1) Primary Current Transformer,
2) Return Current Transformer.
3) Grounding switch.
4) AAC switch
5) BD lights control switch
6) RMPU1 Man ON
7) RMPU2 Man ON
8) EMY OFF push button switch
9) EMY Brake push button switch
10) Local Panto up Illuminated push button switch
11) Local VCB ONIlluminated push button switch
10) Inside Passenger saloon of TC
1) Passenger capacity 78
2) ECC (Electrical cubical)-It consists EPCU'S, EBCU'S, MCB's, Relays & contactors,
ETTC/BZA Page 22
3) EWP (End wall panel) - Terminal Blocks & MCBs, TBs, MCBs, MPCB,
4) Reading lights, mono block pump controller.
5) Passenger information system (ICD, SDB, speaker, ANM, PECU), CCTV, Saloon &
Gangway Lights,
6) RMPU control unit,
7) Mini Pantry Items, Power supply socket junction box for external 415 V AC, HT cable,
8) Pump controller, Mono block pump.
11) On Roof of TC
1) Pantograph with insulator,
2) Vacuum Circuit Breaker (VCB),
3) Earthing switch for VCB (Roof),
4) AC Surge Arrester / Lightning arrester,
5) Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU)
6) Potential Transformer
7) Roof line VCB
8) Two microprocessor-controlled Roof Mounted ACPackage Unit (RMPU)
12) Outside of TC
1) Earth Return Current Unit (ERCU),
NON-DRIVING TRAILER COACH (NDTC)

It is similar to DTC except driver related interface. It also consists of battery box, battery
charger and compressor mounted under-slung. It also consists of passenger saloon area which
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.
All coaches are provided with LED displays for passenger information/ announcement
system. Each passenger has a power socket for mobile charging. The interior lighting is of LED with
direct light as well as diffused lighting. Reading LED lights are provided in the luggage rack.
NDTC Panel
ETTC/BZA Page 23
Equipment in NON-DRIVING TRAILER COACH (NDTC):

1) Under truck (Common in each coach) (Common in each coach)
1) BO-BO type Bolster less bogies -2 Nos.
1) 2 End pneumatic skids (LB) with Air spring 50 lts spur Reservoirs.
Gov &BC pressure Gov).
3) Under truck (Pneumatic system related)
1) MAC with attached Air dryer
2) MAC safety valve: 12.0 Kg/cm2.
3) IMAC: Main Compressor isolation cock
4) MR Tank: 200 lts with Auto drain valve
1) Disc brakes on all wheels with individual brake cylinder.
2) Wheel No. 1,4,5,8 provided with parking brake with manual release hook.
COCs).
BCU-2 for Bogie-2).
Equipment in B01
5. PB Governor
Equipment in B02
2. EPIC1 and EPIC-2 for isolation of EP brake to individual Bogie.
Equipment in B07
5) Under truck (Battery system related)
1) Battery Box with Battery charger
2) BD MCB outside of battery box.
ETTC/BZA Page 24

9) Inside Passenger saloon of NDTC
2) Reading lights,
3) Mono block pump controller,
4) Passenger information system (HCD, ICD, SDB, speaker, ANM, PECU, MMI, CCTV),
5) Saloon & Gang way Lights,
6) Roof Mounted AC Package Unit (RMPU),
7) Mini Pantry Items.
10) On Roof of NDTC
1. RMPU units
11) 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.
ETTC/BZA Page 25
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
doors remain closed till the train stops at the next station and eliminate chances of passengers
detraining from the moving train.
SLIDING DOORS (TRANSIT DOORS)

Interior sliding doors serve to separate the boarding area of the carriage from the seating area with
advantages of the solution: reliability and comfort of operation. The interior door can be controlled
either by a radar signal when the person approaches or by pressing a button on the door. In case of
power failure, the doors are freely movable manually or in case of emergency, the door is
disconnected from the power supply when emergency button is pressed and is freely movable
manually.
GANGWAYS
The gangway is the flexible part of the train, allowing the relative movements between the Coaches
and offering passengers a secure and comfortable passageway.
CAB OVERVIEW
ETTC/BZA Page 26
DRIVER DESK LAYOUT EQUIPMENT

Dfferent sections of LP Desk
LP Desk is provided in driver cab for user interface. All equipment such as switches, lamps, master
controller, DDU, PIS interface which are required for LP interfaceare mounted on LP desk. Layouts
of equipment aregiven in below sections. LPdesk is for Loco Pilot and guard. The left-hand side 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
ETTC/BZA Page 27
Section “A” of LP desk consists of 10 Panels

Panel “1” of Section “A”
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 push button 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
Speedometer
ETTC/BZA Page 28

1st Row
1 Not all Panto UP (Yellow)
2 Not all VCB closed (Yellow)
3 Emergency Brake (Red)
4 Emergency OFF (Red)
nd
2 Row
5 Minimum 1 Parking Brake Applied (Red)
6 Minimum 1 Air Spring Applied (Yellow)
7 Minimum 1 Brake Applied (Red)
8 Minimum 1 Door opened (Red)
rd
3 Row
9 AC Fault (Red)
10 Spare
11 Minimum 1 VCB Closed (Blue)
12 RDM (Rescue Driving Mode) (Blue)
4th Row
13 OHE Available (Green)
14 All Doors Closed (Green)
15 Single Unit operation (Yellow)
16 TCN (Train Communication Network)
Failure (Red)
S.No. Lamp name Description

1. Not all Panto 1) Glows immediately when Master key kept ON.
UP (Yellow) 2) After raising all Pantos, this lamp extinguishes.
3) In case of one panto failure of corresponding mode, “NOT ALL
PANTO UP” lamp becomes blinking.
4) In case of two panto failure of corresponding mode, “NOT ALL
PANTO UP” lamp becomes ON.
2. Not all VCB 1) Glows immediately when Master key kept ON.
closed (Yellow) 2) After closing all VCBs, this lamp extinguishes.
3) Out of 4 VCBs, when any one VCB is opened then this lamp
glows.
4) While negotiating Neutral section, this lamp glows and
extinguishes.
3. Emergency 1) Normally Extinguished condition
Brake (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 brake
b. Emergency stop pressing button pressing ALP side
III. VCD penalty applies.
ETTC/BZA Page 29
IV. TCAS emergency brakes applied in TCAS section.

V. Over speed
VI. If any 2 EBL loops triggered
4. Emergency 1) Normally Extinguished.
OFF (Red) 2) Glows when Emergency OFF push button is pressed on LP side.
5. Minimum 1 1) Extinguished when Parking Brakes are released
Parking Brake 2) Glows when Parking Brakes are applied.
Applied (Red)
6. Minimum 1 Air 1) Extinguished when all Air spring pressures are normal.
Spring Applied 2) Glows when any one Air spring is failed.
(Yellow)
7. Minimum 1 1) Extinguished when all pneumatic brakes are released.
Brake Applied 2) Glows when Pneumatic brakes are applied or not released.
(Red)
8. Minimum 1 1) Extinguished when all doors are closed.
Door opened 2) Glows when all doors are opened or any one door is not closed
(Red)
9. AC Fault (Red) 1) Normally Extinguished.
2) Glows when AC is not working.
10. Spare
11. Minimum 1 1) Extinguishes when all VCBs are in open position.
VCB Closed 2) Glows when all VCBs closed or any one VCB is closed.
(Blue)
12. RDM (Rescue 1) Extinguishes while working train in normal mode.
Driving Mode) 2) Glows when working in RDM mode.
(Blue)
13. OHE Available 1) After raising panto if OHE available this glow continuously.
(Green) 2) Extinguishes when panto is raised and OHE supply is not
available.
3) While negotiating neutral section, this will extinguish when Panto
comes under dead wire and again glows when Panto comes under
live wire (This can be observed only during low speeds).
14. All Doors 1) Glows continuously when all doors are closed.
Closed (Green) 2) extinguishes when all doors are opened or any one door is not
closed
15. Single Unit 1) Normally extinguishes.
operation 2) Glows only while driving with single basic unit.
(Yellow)
16. TCN (Train 1) Normally extinguishes.
Communication 2) Glows when TCN is failed.
Network)
Failure (Red)
ETTC/BZA Page 30
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
1 2 Push Button switches for Door open left side (Green) of passenger saloon. In case of TMR
is operating for doors opening, press this switch for doors opening of Right side. In case of
ALP operating for doors, press both these at a time to open lefts side doors after stopping
train at schedule halt or when required
2 2 Push Button switches for Door open Right side (Green) of passenger saloon. In case of
TMR is operating for doors opening, press this switch for doors opening of Left side. In case
of ALP operating for doors, press both these at a time to open Right side door after stopping
train at schedule halt or when required.
3 Door Enable Push Button switch (Yellow). Press this switch before closing the doors. Buzzer
& announcement will come at every door.
4 Door Close Push Button switch (Blue). Press this switch to close all door of passenger
saloon.
5 RMPU ON Lamp (Yellow)
6 RMPU Control switch rotating switch (Spring loaded) Off/ON
7 PIS Reset Rotating switch. During malfunctioning of MCP, operate Reset switch.
ETTC/BZA Page 31
Driving control switches of section “B”
VCD RESET
1stRow
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.
3. In last DTC, TMR should press.
4. For excahanging All right signals, press ths button
continuously then Green light flickers in that DTC both LP
& ALP side.
2. Push button switch for 1. For excahanging Danger Signal in Day or Night press this
Red Signal exchange button continuously.
(Red) 2. In leading DTC, LP or ALP to be pressed.
3. In last DTC, TMR should press.
4. For excahanging Danger signal, press ths button
continuously then Red light flickers in that DTC both LP &
ALP side.
3. “EMR OFF” 1. During Emergency LP can press this button.
Emergency Off 2. After pressing this buton, All Pantos lowers (2 Nos.) and all
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.
ETTC/BZA Page 32
3. BP pressure will not drop and train will not stop.

4. To reset, press & rotate this switch in arrow direction. Again
raise pano and close VCB.
5. This switch is active in rear DTC also.
4. “VCD LAMP(D)” 1. This lamp glows during VCD warning when LP not
VCD indication acknowledging VCD.
Lamp(D)
nd
2 Row
5. “ATO Enable” 1. At present not in service. It is dummy now
6. “PANTO” 1. This is spring loaded switch for Panto Raising & lowering
Panto UP/DOWN spring 2. To raise the Pantos, move this switch to “UP” side & keep
loaded rotating switch for 2 to 3 seconds and leave it.
3. To Lower the Pantos, move this switch to “DOWN” side &
keep for 2 to 3 seconds and leave it.
4. Pantos raisng and lowering can be observed in DDU.
7. “Signal Bell (D)” 1. This is yellow colour illuminated push button switch.
Signal Bell (D) Push 2. Press this switch for bell code betweel LP & TMR
Button switch (Yellow)
3rd Row
8. “Flasher (D)” 1. This is yellow colour illuminated push button switch
Illuminated push button (maintaining type).
switch FOR Flasher light 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.
9. “MC” 1. This is spring loaded switch for VCB Closing & Opening
MC ON/OFF spring 2. To Close the VCBs, move this switch to “ON” side & keep
loaded rotating switch for 2 to 3 seconds and leave it.
3. To Open the VCBs, move this switch to “OFF” side & keep
for 2 to 3 seconds and leave it.
4. VCBs Opening and Closing can be observed in DDU.
10. “Horn High tone (D)” 1. This is an electrical switch for horn. Horns works with
Electrical push button pneumatic pressure.
switch 2. For horn High tone press this switch.
3. Horn will be sounding in high tone as long as this switch is
pressed.
4. For acknowledging VCD also
4th Row
11. “FAULT RESET” 1. This is blue colour illuminated push button switch to reset
Fault Reset Push Button any fault.
Switch (Blue) 2. All faults will be displayed in the DDU in the high priority
message area. And concerned icon colour also changes in
DDU.
3. To reset the fault, press this button.
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.
ETTC/BZA Page 33
switch (Pos-1, Pos-2 & 3. In POS-2, BU2 & BU6 Pantos raises.
Pos-3) 4. In POS-3, BU1 & BU6 Pantos raises.
13. “HORN LOW TONE 1. This is an electrical switch for horn. Horns works with
(D)” pneumatic pressure.
Horn Low tone (D) 2. For horn Low tone press this switch.
Electrical push button 3. Horn will be sounding in Low tone as long as this switch is
switch pressed.
4. For acknowledging VCD also
5th Row
14. “EMR BRAKE(D)” 1. This is Mushroom type Emergency Brake push button
Emergency Brake switch.
Mushroom type push 2. LP shold press this switch to stop the train in emergency.
button 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.
7. This switch is active in rear DTC also.
15. “PAS (ACK)” 1. Illuminated push button switch for ACP.
Passenger 2. During ACP inside the coaches, light glows inside this
Acknowledgement switch.
Illuminated Push button 3. After resetting the ACP, light extinguishes inside the switch.
switch (Yellow) 4. To stop the ACP buzzer, Press this switch but light glows
continuously. After resetting the ACP, press this switch
again then only light extinuishes inside this switch.
16. “VCD ACK (D)” 1. For acknowledging VCD by Loco Pilot, press this switch.
VCD Acknowledgement
(D)
6th Row
17. “CRUISE CONTROL” 1. Yellow colour Illuminated push button switch for Cruise
Cruise control control.
Illuminated push Bitton 2. To activate Cruise control, press this switch, light glows
switch (Yellow) inside this switch as long as Cruise control is active.
3. To deactivate Cruise control, press this switch again or move
MCH again to “0”, light extinguishes inside this switch.
18. “ENS” 1. Yellow colour Illuminated push button switch for ENS
Entering Neutral section operation.
Illuminated push Bitton 2. When ENS switch is to be pressed by LP. Press at 250M
switch (Yellow) warning board of every Neutral section. When ENS is
activated, Light flickers inside ENS switch.
3. After closing VCB of the last Basic unit, light extinguishes
inside ENS switch.
19. “VCD RESET” 1. Red colour push button switch for resetting VCD.
push button switch to 2. After VCD penalty action, press this switch to reset VCD
reset VCD penalty.
ETTC/BZA Page 34
Driving control switches of section “B”
MCH
Min Coast
Brake 00 Min
FS Power
11 0
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%)
3) Direction selection switch ( FWD & REV)
4) Speed limit Illuminated push button switch (Yellow)
5) Brake Push Illuminated Button switch (RED)
6) Drive Illuminated Push Button switch (Green)
ETTC/BZA Page 35
ALP side operation Panel of section “B”
1st Row
1. “CAB LIGHT (G)” 1. Cab light rotating switch with OFF & ON positions
Cab Light rotating (OFF &
ON) switch ALP/Guard side
2. “LAMP TEST” 1. Blue colour push button switch.
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 for 5 seconds and all buzzer
sounds.
3. “SPOT LIGHT (G)” 1. Spot light rotating switch with OFF & ON positions
Spot light Rotating switch
ALP/Guard side (OFF /ON)
4. “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.
7. This switch is active in rear DTC also
ETTC/BZA Page 36
2nd Row
5. Microphone spring loaded 1. Microphone spring loaded rotating Switch (TR & PA).
rotating Switch (TR & PA) Normal is PA.
6. “LIGHTS ON” 1. Lights spring loaded rotating Switch (50% & 100%)
Lights spring loaded rotating 2. For 50% Lights OFF operate one time towards 50%
Switch (50% & 100%) 3. For 100% Lights OFF again operate towards 50%
4. For 100% lights ON rotate towards 100%.
7. “MARKER LIGHT RED” 1. Marker Light “Red” rotating switch (OFF & ON)
Marker Light Red rotating 2. In On position Red marker lights will blink ( both LP &
switch (OFF & ON) ALP side).
3. In the last DTC, TMR should switch ON in Day and Night
time.
8. “MARKER LIGHT 1. Marker Light “White” rotating switch (OFF & ON).
WHITE” 2. In On position “White” marker lights will glow steadily
Marker Light White rotating (both LP & ALP side).
switch (OFF & ON)
3rd Row
9. “MCP MICROPHONE” 1. MCP Microphone to speak
10. “SIGNAL BELL” 1. This is yellow colour illuminated push button switch.
Signal Bell Push Button 2. Press this switch for bell code betweel LP & TMR.
switch (Yellow) Guard side
11. “TCAS” 1. This is Red colour lamp.
TCAS Emergency Brake 2. This will glow during emergency brake application by
Lamp (Red) TCAS (Kavach).
3. New rakes it is dummy.
12. “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.
13. “VCD LAMP (G)” 1. VCD Lamp(Red) ALP/Guard side
VCD Lamp(Red) ALP/Guard
side
14. “AGP MICROPHONE” 1. AGP Microphone
4th Row
15. “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.
16. “SIGNAL EXCHANGE 1. For excahanging Danger Signal in Day or Night press this
ETTC/BZA Page 37
LIGHT RED (G)” button continuously.

Red 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 Danger signal, press ths button
continuously then Red light flickers in that DTC both LP &
ALP side.
17. “HORN HIGH TONE (G)” 1. This is an electrical switch for horn. Horns works with
Horn High tone electrical pneumatic pressure.
push button switch 2. For horn High tone press this switch.
(ALP/Guard) 3. Horn will be sounding in high tone as long as this switch is
pressed.
18. “HORN LOW TONE (G)” 1. This is an electrical switch for horn. Horns works with
Horn Low tone electrical pneumatic pressure.
push button switch 2. For horn Low tone press this switch.
(ALP/Guard) 3. Horn will be sounding in Low tone as long as this switch is
pressed.
19. “VCD ACK (G)” 1. For acknowledging VCD by Asst. Loco Pilot, press this
VCD Acknowledge Push switch. This is disabled (In Version -1).
Button switch ALP side 2. It is dummied it Version 2
Section C
ETTC/BZA Page 38
Cab Rear wall panel (CRW Panel):
ETTC/BZA Page 39
S.No. Name of the switch Positions Remarks

1. Driver 2 (AUTO & ON) In ON position only preprogrammed
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) During Emergency Loops failure (LOOPs
Applied Loop) Normal position icon will show in RED color in DDU),
AUTO ensure full formation availability (Train
not parted) then change the switch to
‘ON’ position. Ensure Brakes are
released before moving the train.
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
‘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) When ‘MIN 1 BRAKE APPLIED’ lamp
(Emergency Brake Normal position is glowing along with Emergency Brake
Loop) AUTO Lamp glowing and all brakes in release
position, change this switch to ‘ON’
position and work
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) by keeping this
ETTC/BZA Page 40
switch in ON position. ADCR also

bypassed through Door screen overview
in DDU, then Vmax will show 160 kmph.
11. Traction selection 2 (LOOP1 & When V Max is available but MCH not
LOOP2) responding in Driving or Braking side
Normal position then change this switch to LOOP2.
LOOP1
12. TCAS ISO 2 (AUTO & ON) During isolation of TCAS, change this
Normal position switch to ‘ON’ position. Not in service at
AUTO present.
13. Battery Supply 3 (ON, 0 & OFF) During energising the loco, move this
Normal position ‘0’ switch to ‘ON’ for 2 to 3 seconds.
During shutdown the rake, move this
switch to ‘OFF for 2 to 3 seconds.
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 OFF: In this position, Though Battery
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
ETTC/BZA Page 41
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
Brake Release Push OFF. in entire rake. During releasing green
button switch) light will blink for 3 times and then
extinguish. Ensure Parking brakes are
released before moving the rake.
19. PB Apply (Parking Press this switch to Apply parking brake
Brake Apply Push in entire rake. During application Blue
button switch) light will glow continuously and V max
will show ‘Zero Force’.
ETTC/BZA Page 42
NDTC ECC Panel

1. PANTO 3 (UP, 0 & DOWN) During shunting with single unit
Normal position ‘0’ operation, operate this switch to ‘UP’ for
raising Panto & to ‘DOWN’ for lowering
of this basic unit Panto.
2. MC 3 (ON, 0 & OFF) During shunting with single unit
Normal position ‘0’ operation, operate this switch to ‘On for
closing VCB & to ‘OFF for opening of
this basic unit VCB.
3. 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’.
4. ADCR BYPASS 2 (AUTO & ON) For moving the single basic unit, bypass
(Auto Door Closing Normal position the ADCR (Auto Door Closing Relay) by
Relay) AUTO keeping this switch in ‘ON’ position
since there is no door closing provision.
5. 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).
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coach.
8. Battery Supply. 3 (ON, 0 & OFF) During energising the rake, move this
This switch to be Normal position ‘0’ switch to ‘ON’ for 2 to 3 seconds.
operated for single During shutdown the rake, move this
unit operation or for switch to ‘OFF for 2 to 3 seconds.
rake level operation
9. RMPU1 MAN ON 2 (AUTO & ON) During rake level RMPUs OFF position
Normal position (Panel 10 switch of ALP side in DTC)
AUTO and 415 Volts 3 phase supply is available,
keep this switch in ON position in that
coach RMPU-1 will work.
11. MIN1 Panto up When any one Panto raised in the rake,
this lamp glows
12. MIN1 VCB closed When any one VCB is closed in the rake,
this lamp glows
13. OHE supply After raising Panto and OHE supply
available lamp available, this lamp glows
14. EMY OFF Normally Extinguished. Glows when
Red color lamp Emergency OFF push button is pressed
on LP side.
15. Emergency Brake 1) Normally Extinguished condition
(Red) 2) Glows when Emergency Brake is
applied
I. By LP
a. BCH to emergency
c. Emergency stop pressing button
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pressing LP side
II. By ALP.
a. By opening ALP emergency
brake
b. Emergency stop pressing button
pressing ALP side
III. VCD penalty apples.
IV. TCAS emergency brakes applied in
TCAS section.
V. Over speed
16. Major fault This lamp glows during major faults.
CONTROL SWITCHES IN TC

1. AAC Auxiliary Air 2 (AUTO & ON) To switch ON this particular Trailer
Compressor Normal position coach AAC, keep this switch to be kept in
‘AUTO’ ‘ON’ position then this will work. To
switch OFF AAC, keep the switch in
‘AUTO’ position.
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coach.
6. EMY OFF Normally Extinguished. Glows when
Red color lamp Emergency OFF push button is pressed
on LP side.
applied
I. By LP
a. BCH to emergency
pressing LP side
II. By ALP.
brake
pressing ALP side
TCAS section.
V. Over speed
8. Local Panto UP This lamp glows when this particular
Panto is raised
9. Local VCB ON This lamp glows when this particular
VCB is closed
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coach.
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applied
I. By LP
a. BCH to emergency
pressing LP side
II. By ALP.
brake
pressing ALP side
TCAS section.
V. Over speed
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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
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MAJOR FUNCTION OF TRAIN CONTROL & MANAGEMENT SYSTEM (TCMS)
1) Interface to Drive Command

2) Pantograph Control
3) VCB Control
4) Traction Control
5) Regenerative Brake Control and total brake calculation
6) Brake Blending
7) Interface to RMPU control
8) Interface to Door control
9) Interface to Brake control
10) Compressor control
11) Parking Brake control
12) Lights Control
13) Roll back Detection
14) Vigilance control (VCD)
15) Cruise Control (Speed Control)
16) Neutral Section Control
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
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BATTERIES
1) Battery box is available in each Basic unit mounted in under slung in DTC/NDTC
coach.
2) Battery box consists of
a) Battery charger
b) Battery management system (BMS)
c) Batteries
3) Battery charger is used to charge 110 V batteries.
4) One battery charger unit is provided in each DTC and NDTC coach of a basic unit.
Battery charger unit is made natural cooled design.
5) Battery charger is getting supply from DC-DC converter which is getting supply from
DC-Link of AC2 Module.
6) In case of one Basic unit BA system fails extension, feed arrangement is given from
adjacent AC2 module.
7) To connect all BA banks beside BA Bank BD circuit breaker is provided. Before
energization all BD breakers to be kept ON.
8) In CRW Panel of DTC BN switch is provided for energising rake, this switch to be
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
‘A’ of Panel-1.
10) Batteries will give 3 Hours emergency load back up in case of OHE failure
Input Voltage 115V to 125V DC (From BN Bus or BD output of ACU)

Control supply 77V to 137.5 V Dc from Battery (110V DC nominal)
Output capacity 77V to 137 V
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Batteries in Battery box
Check the healthiness (colour) of silica gel (inside the door), they should be blue, replace silica
gel if found pink
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Requirements Parameters
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
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 bus from
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 from BN 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 protecting the complete
battery charger and records the faults in the memory and also it interfaces to TCMS to get
commands and to send status to display at Loco Pilot cabin.
V. Fuses Section:
Consists of battery fuse called as BD fuse. Battery charger input & output fuse. These are
used to isolate the BCS from loads or source if any short circuit happens.
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Block diagram of the Battery charging system

Auxiliary Loads - 110 VDC
S.no Load Name Description
1) Battery Charger Battery charger is provided in Battery box to charge
the battery with C/10 rate.
2) Coach, Vestibules and Driver Coach, Vestibules and Driver Cabin lights
Cabin normal lights
3) Coach and Driver Cabin Coach and Driver Cabin Emergency lights
Emergency lights
4) Twin Beam, Marker Light, Tail Twin Beam, Marker Light, Tail Light, Flasher light,
Light, Flasher light, Spot Lights, Spot Lights, Passenger Alarm Indication Light,
Passenger Alarm Indication Light, Electronic signal bell
Electronic signal bell
5) Control Electronics Loads PIS, CCTV, Relays, Contactors, Driver desk, Brake
systems and all other control units.
6) Doors Doors
7) Auxiliary compressor Auxiliary compressor for Pantograph& VCB
8) Emergency Ventilation Blowers Emergency Ventilation Blower for coaches when
RMPU is not working.
9) Toilet Loads at 110Vdc Vacuum toilet Loads
10) Seat Lights Seat Lights for reading
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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
There are two user groups:
➢ Driver ID and
➢ Maintenance ID
These IDs and corresponding user names can be configured (add or remove) through Medha
configuration software.
Menu Description
1
2
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 sensitive buttons for different menu entries.
Section 3 – Main Screen area:
The main screen area shows the actual content of the selected screen. If required, further touch
sensitive buttonsare shown in the main screen area.
Section 4 - High Priority Message field:
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Active diagnostic events which require acknowledgement by Loco Pilot are present in high
priority message field area. For each event, the source of the event (basic unit number) and its event
text are displayed along with an acknowledgement button.
If no such event is present, the text field and acknowledge button are not displayed. The
events are presented in the order of their time of occurrence, across all event sources. When the
acknowledge button is pressed, the respective event is acknowledged and disappears from this area.
Clicking on the event is available at events list.
Section 5 - Scrolling Events area:
All pending active events are presented in scrolling events area in a scrolling pattern. For
each event, the source ofthe event (basic unit, module details) and its event texts are displayed. If no
such event is present, the text field is not displayed. Motor man can manually scroll up and down the
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 the operational status of the train. If no popup message is pending, the area shall be blank.
Section 7 - Vmax area:
Vmax area indicates the maximum available/ allowed speed 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
Type 1 Ready, Released for operation. White colour
Type 2 Fault communication. Red colour
Type 3 Displayed, OFF.
Type 4 MCB tripped
Manual isolated or blocked for operation.

Type 5
Yellow icon with black back ground
Type 6 Alarm
Type 7 Warning. Black icon with yellow back ground
Type 8 ON or pressure OK Blue colour
Type 9 Special status
Type 10 Empty Spare
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DDU screen views

Train level view
The following figure shows the train level view of DDU. Rake level, all the important symbols (basic
unit wise), OHE voltage, OHE current, train speed, and train operational mode information are
displayed here.
Basic unit view

Basic unit view shows a graphical representation of thefront basic unit, which consists DTC, MC1,
TC, and MC2 cars. It provides a status overview of the major systems in the coaches.
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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
Tractive / braking effort. The set value is calculated by the function that distributes the desired efforts
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
different basic unit scan differ.
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
shown in orange colour gives information about braking effort whereas the blue colour gives
information about Tractive effort. The maximum available Tractive and braking effort is dependent
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. In this screen we can see EP COC isolation, PIS status, ACU, Train configuration
and Air spring also.
Air Spring Overview Screen (in Drive/Brake screen)

Air Spring Overview screen gives information about bellow wise air suspension pressure
values (in bars), end basic unit MR, and BP pressure values (in bars). The sensor healthiness
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:
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Background Colour Information

Sensor healthy and within Range
Sensor faulty
Sensor value showing out of range.
Sensor over ride from DDU
Air Spring Suspension failed
Sensor Status Isolated by System
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
travelled by train. Energy details of each basic unit are available in cumulative and trip wise. Trip
wise data is available for latest entered driver ID. Trip can be reset by using store track option in
energy overview screen or by entering a new user ID from login screen.
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Login Screen
Login screen, shown in Fig 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.
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Events Screen
Faults/ events are categorized into two types:
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Entire fault Archive Type – It consists of all logged events along with recovery details.
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

Driver Messages screen, displays only the active fault/ event information which is required for motor
man. HMI fault reset option is also available in this screen.
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Brake
Brake screen, 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.
Brightness Control
When user press ‘Brightness’ soft key, then the brightness control appears on the screen. Touch on
the bar chart, controls the brightness of the screen. This brightness control disappears when user
touches again the same brightness button.
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Maintenance Mode Screen

Different options available in the maintenance mode.
Test Modes
Test Modes are defined to validate train level wiring verification, train lines checking, DTC-CAB
wiring, brakerelated tests, etc. All test modes have few entry conditions. Before entering into any
test, these entry conditions are to be satisfied.
RDM Operation Test

In RDM Operation test, two sub tests are available i.e., Frequency Input Test: Frequency Input test
is defined to validate Frequency generator unit functionality. Based on selected MCH%,
FGUgenerates the frequency to train line. All MCC, MCCR nodes which are available in basic units
ofthe train monitors the frequency and sends back the status to CCC for validation. Finally, CCC
gives final results with validity information to DDU.
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Train Line test: It is defined to check the present status of important train line covers Panto, VCB
switches, MCH Inputs (Direction – FWD, REV, Mode- Drive, Brake, Coast) routing to MCC and
MCCR nodes which are available in all basic units of the train.
Detailed View
Detailed View
Detailed view option is defined to give information about sub system level parameter monitoring for
train level functional checking. The parameters which are available in the screens can be changed or
re-arranged through configuration software.
Date & Time

Date and Time feature is defined to set date and time intrain. User is requested to change the date &
time through navigation keys and press ‘Enter’ for final configuration. All TCMS systems update the
date and time locally. Following screen gives information about date & time settings.
Software Version
This screen used to view software version details of various modules of MAE675V2
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DIO
This screen is used to view digital inputs and outputs of various 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
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Idle Stop
This option to be used to allow the pen drive safe removal function
Train Settings
Train settings are defined to forcibly change the normal functionality of EMU operation. Some of
these setting scans 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.
Panto and VCB Settings

Panto and VCB setting are used to open VCB and to down the pantograph of any particular basic
unit in the rake formation. But VCB close operation and raising of pantograph operation are not
possible.
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Bogie Cut-out
Bogie cut-out 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 not available.
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 is as good as basic unit isolation switches functionality which are
available on ECC panel of DTC Cab.
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Compressor Control
Compressor Control setting is used to control the compressor from DDU. In this setting, we can
switch ON or switch OFF compressor of any of basic unit. Once compressor ON command is
received from this setting, then the corresponding compressor shall be ON until pressure is reached
to healthy range. ‘ALL MAC ON’ is also available in the same setting (through Train selection).
EP Brake Isolation (in Version 1 only)

EP Brake Isolation setting is used to isolate the EP unit (bogie/ coach level) functionality of any
basic unit in the rake formation. Once EP unit is isolated coach wise, then MCC/ MCCR prohibits EP
brake to that coach and considers coach EP brake availability as Zero.
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Parking Brake Override
Parking Brake Override setting is used to override the parking brake status in the selected basic unit.
Once override is selected, then TCMS ignores parking brake status of that basic unit for parking
brake lamp driving, stuck brake condition checking, Vmax limitation due to parking brake stuck, etc.
Air spring Override Settings

Air spring override setting is used to override the air spring status in the selected coach in a basic
unit. Once over ride is selected, then TCMS ignores air spring failure status of selected coach, so that
speed restriction due to suspension failure feature gets bypassed.
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BP override settings
BP override setting is used to override the BP status in the selected coach in a basic unit. Once
override is selected, then TCMS ignores corresponding BP status of selected coach, so that speed
restriction due to BP failure feature gets bypassed. Air continuity test to be conducted after
overriding BP.
RPMU Control Screen

RPMU control screen can be used to give forced RMPU command either 50% or 100% or OFF
command in any coach for any RMPU.
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Door Control Settings

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 door proving loop, provision is given to override the ADCR relay, so
that Door Proving Loop can be ignored for traction. ADCR Bypass soft key is available in
Version1 only.
Door control setting in Version-1 Door control setting in Version-2
PIS Route Selection

There is a provision to select the train route through TCMS display by feeding Train No. This feature
can be useful, in case of PIS MMI is non functional and unable to select the train route.
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Display Legends Information
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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
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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
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by checking the ‘down’ digital input signal pulse status and sends to all MCC units through ETB
communication for final action. At the same time, corresponding train lines are generated from
occupied cab.MCC also determines up, down commands through train lines. MCC ignores these
commands in case of normal mode. Train line commands are accepted only during RDM mode.
Panto control at Basic unit level

Based on panto 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 panto up digital output by
considering following conditions.
1) Panto selector switch mode
2) No EOL loop condition triggered
3) No Panto low pressure switch is detected
4) Panto up command detected
5) No basic unit isolation is selected and
6) No VCB contactor stuck at high-level condition occurred.
EPCC drives the panto down digital output based on panto down command detected or if any
above conditions are not satisfied. In case VCB trip condition occurs in the basic unit, EPCC downs
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 unit 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
➢ ADD triggered with BU No. and Panto lowered message displayed in high priority message area
of DDU
➢ Panto icon changes as Red background with black icon colour of Panto with lower symbol.
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Over Reach Detector (ORD)

➢ The pantograph is equipped with an ORD system to avoid damages to pantograph when
pantograph reaches un wired section.
➢ ORD feature is to lower the pantograph automatically in case pantograph raises beyond the set
height limit.
➢ This ORD feature status can be detected by EPCU through ORD pressure switch.
➢ The over reach detection provides a pneumatic signal (pressure) to the vehicle in the case that the
pantograph reaches a certain height
➢ The over reach detection mainly consists of a 3/2-way valve mounted on the base frame, a clamp
with a cam clamped to the lower frame and an insulating tube.
➢ In case pantograph healthy operation, which means no ORD detected, pressure switch status
becomes ON (pressure is about 0 bar).
➢ In case, pantograph lowers by ORD feature, the pressure switch status become OFF (pressure is
greater than 1 bar).
➢ On detection of pressure switch status OFF by EPCU, EPCU opens VCB
➢ Immediately and generate fault message and sends the same information to CCU.
➢ EPCU disables pantograph UP control operation until fault can be reset by maintenance person.
➢ PRD triggered with BU No. and Panto lowered message displayed in high priority message area
of DDU
➢ Panto icon changes as Red background with black icon colour of Panto with lower symbol.
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VACUUM CIRCUIT BREAKER (VCB)

VCB is used as a line circuit breaker to close and open the power circuit and also to break the
circuit under overload and short circuit conditions or any other abnormal working conditions defined
and implemented for the application. It provides connection between catenary and propulsion
equipment. In Train set it is mounted in roof of Trailer Coach (TC).It is an electro pneumatic control.
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 to all 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
determines VCB close, open commands through train lines. But EPCC ignores these commands
in case of normal mode, but considers only in RDM mode.
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 VCB ON 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 above condition 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 unit 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.
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Earthing Switch for VCB

Earthing switch for VCB is provided on the roof of Trailer coach (TC) adjacent to VCB to
protect the operating personal during maintenance schedule from OHE Voltage. These two poles
earthing switch is used to earth the circuits on both sides of the air operated vacuum circuit breaker
(VCB) of electric traction vehicle, to ensure the safety of the loco pilots and maintenance personnel
safety during checking and faultfinding operations.
Lightning/ Surge Arrestor

Two nos. Surge Arresters are provided on the roof of the Trailer Coach (TC) of Train set.
These surge arresters serve to protect the insulation of the power system or one of its components
from undue stresses resulting from over voltages.
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ELECTRICAL EQUIPMENT IN TRAIN-18

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
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Power circuit
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Line and Traction Converter
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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 feed 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.
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Transformer Winding Specifications

Description HT Traction Auxiliary
Quantity 1 4 2
Capacity (kVA) 2880 603 234
Voltage (V) 22500 855 343
Current (A) 128 705 682
Insulation Class A A A
Traction transformer voltage ratings
Primary Traction x 4 Auxiliary x 2
U line Power Current Power Voltage Current Power Voltage Current
(kV) (kVA) (A) (kVA) (V) (A) (kVA) (V) (A)
Exceptional 16 2109 132 429 608 705 197 240 820
19 2505 132 509 722 705 234 285 820
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 Force Air Forced (OFAF):
➢ One aluminium coolers with stone protection grids + two fans supported by steel frame
➢ A 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.
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Traction Converter
Each basic unit has 2 motor coaches and each motor coach has 4 traction motors. Each motor
coach has 2 nos. of line and traction converter (LTC) mounted underslung and each control two
traction motors of a bogie. Input power to line converter comes from transformer kept in adjacent
trailer coach. Line and traction converters are forced air-cooled.
Parameters of LTC
Description Rating
Input voltage 950 V AC at 25 kV AC
Input current 639 A

Weight <800+/-50 Kg
Dimension 2250*1220*700 mm
Line and traction converter rating 554 KVA
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Line Converter
➢ Each traction converter cubicle consists of one line converter, DC link, one traction
inverterand line & traction control unit.
➢ The line converter interfaces with transformer secondary traction winding AC voltage
onone side and DC link on the other side.
➢ Main function of line converter is to maintain stable DC link voltage at 1800 V
irrespectiveof line and load variations at unity power factor.
➢ The line converter consists of single-phase full bridge rectifier with IGBTs as active
switching devices.
➢ 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
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.
5) Performs various fault diagnostics.
Traction Inverter protections:
1) Output over current protection.
2) Output short circuit protection.
3) IGBT heat sink over temperature protection.
4) Traction motor over temperature protection.
5) Traction motor over speed protection.
6) Phase imbalance protection.
Line & Traction Control Unit (LTCU)
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
similar in construction.
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DC Link Capacitor
DC link capacitor has following functions:
1) DC link capacitor is used to buffer the energy differences between line-side and motor-side of
the converter.
2) DC link capacitor absorbs the harmonic currents produced by line side and motor-side of the
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.
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.
Brake Chopper Resistor
1. Brake chopper Resistor is used to limit the DC Link voltage during dynamic conditions
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
two independent Brake Chopper Resistors. But both these resistors are placed in a single
cubicle.
2. Each Resistor is connected across DC link of Line and Traction Converter unit. The Brake
chopper resistor unit is under-slung mounted.
3. Brake chopper circuit comprises of BCH IGBT module and BCH resistor.
4. The Brake chopper circuit is used to limit the over-voltages in DC link capacitors during
abnormal conditions or during transients.
5. Over voltages in the DC link capacitors may occur due to:
a. Non receptive OHE during regeneration
b. Transient Load Conditions.
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6. Resistance value calculations are described below:
Sr.No. Description Value

1. Resistance (nominal) 3.6 Ω
2. Resistance (minimum) 3.42 Ω
3. Resistance (Maximum) 3.85 Ω
4. Power Rating 719 kW for 2.5 sec
5. Energy Rating 1.8 MW-sec
DC Link Capacitor
DC link capacitor has following functions:
1. DC link capacitor is used to buffer the energy differences between line-side and motor-side of
the converter.
2. DC link capacitor absorbs the harmonic currents produced by line side and motor-side of the
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.
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.
D.C. Link Earthing Switch Unit:
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1. Each motor coach has two LTC units and has one common DC link earthing switch
to protect 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
connectedto a common earthing switch.
3. The operation is through a key interlocking system similar to the EMU. When
the earthing 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
the 25kV VCB earthing switch and two yellow keys will be released.
5. With this the panto will not raise as there will be no pressure and even if OHE comes
the 25kV earthing switch will make it earth.
6. To operate the DC link earthing switch the master yellow key from 25kV VCB
earthing switch is needed.
7. After inserting the yellow key in the DC link earthing switch, it can be moved
to earthing 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
reverse order 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
various loads.
➢ A 20 KVA isolation transformer is provided in each coach to convert 415 Volts AC supply to
230 Volts AC & 110Volts AC. 230 Volts AC is used for Pantry related loads, Toilet related
loads like shaver and hand dryer. 110 Volts AC is used for Laptop and mobile charging for
passengers
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Auxiliary Power Supply

1) All auxiliaries and controls of coaches are required to work on two voltages415VAC, 3phase,
50Hz and 110VDC.
2) Auxiliary converter unit is required to generate these types of voltages to servethese loads.
3) It gets power directly from 2 nos. of secondary windings of transformer.
4) Transformer and auxiliary converter are mounted in trailer coach (TC).
5) It is mounted under-slung and forced air cooled system type.
6) Auxiliary converter is a PWM based IGBT converter, which converts 285VAC –450V AC
into two outputs:
i. Output-1: 415 V ac (line to line), 3 phase, 50Hz
ii. Output-2: DC output is isolated from input by using DC -DC isolation Transformer.
DC output is connected to BN Bus.
415VAC, 3phase, 50Hz loads for one Basic unit

1) RMPU-2 Nos
2) CAB AC-1 No.
3) Main compressor-1 No.
4) Traction converter cooling blowers-4 Nos.
5) LTC water circulating pump-4 Nos.
6) Transformer radiator fan-2 No.
7) Transformer oil pump-1No.
8) Water pump for toilet tank-8 Nos.
9) Aux converter cooling blower-1No.
110VDC Loads
1) Battery charging
2) Coach, vestibules and driver cabin normal lights
3) Coach and driver cabin emergency lights
4) Twin beam LED 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.
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)
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Important Parameters of Auxiliary Converter

Table 2: Parameters of Auxiliary Converter
Requirement Parameters
AC input voltage 285 V to 450 V, 1 phase, AC input from auxiliary secondary winding
of main transformer
Control supply 77V to 137.5 V DC from battery (110V DC nominal)
AC-1 output capacity 275 kVA, 415V±5% (L-L), 50 Hz±3%, 3 Phase, Sine wave (at
>19kV AC OHE) at <19kv AC OHE, output voltage shall drop by
maintaining V/F ratio constant.
AC-2 output capacity 235kVA, 415V±5% (L-L), 50Hz±3%, 3 Phase, Sine wave (at >19kV
AC OHE) at <19kV AC OHE, output voltage shall drop by
maintaining V/F ratio constant.
DC converter output 115 V to 130 V DC (It is varying as per DC load sharing current
capacity requirement) DC Power: 30kW at 110V DC (BN, BD & battery
charger loading on this).
Efficiency 92%
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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 secondary windings 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 for regulating DC link
voltage & to maintain unity power factor at input.
5) The purpose of pre- charging contactor & resistor is to limit the DC link capacitor charging
current at source sudden ON. It will be switched off when DC link voltage reaches to defined
value.
6) The purpose of input main contractor is to isolate the unit from source if any abnormalities in
ACU.
AC-1 & AC-2 Modules
AC-1 & AC-2 modules consist 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 by controlling pulses of the
IGBT's by using DSP controller.
2) Line converter maintains unity power factor at AC input. Full bridge architecture is used for
the line converter.
3) Transformer primary, secondary, DC link voltages and input AC current sensors are used for
feedback control, display the parameters and protect the line 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.
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3) Temperature sensors are provided for sensing the heat sink temperatures of the IGBT
modules and for protecting it.
4) DSP controller is used for PWM control of line converter &inverter.
Master Control Section
1) There is a controller which controls the line converter &inverter. It is also responsible for
monitoring and protecting the complete auxiliary converter unit and records the faults in the
memory.
2) It also interfaces to TCMS to get commands and to send status to display at driver cabin
through Ethernet communication.
3) It is also responsible for driving the contactors & to monitor it's healthiness by taking their
feed backs.
4) It is also responsible for handling & processing the hardwired signals which are coming from
LCC.
ACU 415VAC Output Section
1) It consists of sine filter inductor, capacitor, current transformers, ELD sensor &output
contactor.
2) 3Ph 415V AC, which is passing through Sine filter capacitors for filtering PWM Sine
waveform to pure Sine wave form. After filtering, the output is connecting to output terminal
through output contactor.
3) ELD sensor is used to measure the earth leak current if any AC output live terminal touches
to the body & to isolate the faulty section by tripping the contactor.
4) Current transformer is used to feedback control, display the output AC current and protects
the inverter.
5) The purpose of output contactor is to isolate the AC module from load when AC module
fails.
ACU DC Converter Module
1) DC converter takes supply form common DC-link of AC2 and converts DC link voltage to
isolated and regulated 110Vdc output by controlling pulses of IGBTs by using DSP
controller.
2) DC converter consists of H-bridge converter, isolation transformer, rectifier and filter.
3) DC converter shall also regulate output voltage to maintain current share at output.
4) An IGBT based DC-DC Converter is controlled by using DSP. Output voltage and output
current sensors are used for feedback control, display the parameters and protect the DC
Converter.
5) Temperature sensors are provided for sensing the heat sink temperatures of the IGBT
modules and for protecting it.
6) It communicates with AC-2 module through CAN Communication.
ACU DC Converter Output Section
1) DC converter output section consists of DC output contactor, DC output reverse polarity
sense & BN-bus voltage indication (for both forward &reverse direction).
2) The output of DC converter is fed to BN (Battery Normal) loads, BD (Battery Direct) loads
as well as battery charger. DC converter output is connected to BN bus terminals through DC
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.
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3) Contactor driving, monitoring, DC output reverse polarity check is done by AC-2 master
controller.
4) Voltage indication card is used for visual indication of BN bus voltage availability & if any
reverse connections on BN bus.
ACU DC Link Voltage Indicators
Voltage indicators are used to indicate voltage availability at DC link of AC-1,AC-2 &input
of DC converter module by visual to avoid touching the power modules while servicing.
ACU Cooling System
1) Self-contained blower is used for air cooling of the auxiliary converter.
2) This blower takes 3phase 415V ac supply from AC-2 inverter output.
3) Blower will take supply from AC-1 inverter output if AC-2 inverter fails.
4) This action will be done by using change over contactors based on health feedback of other
AC.
Auxiliary Loads
Auxiliary systems in all coaches work on two different voltages- 415VAC 3-phase,50Hz and
110VDC. Major equipment working with these power sources are as below-
Auxiliary Loads - 415V AC, 3 phase for one Basic Unit
S.No Load Name Description
1) RMPU Air conditioning unit for coaches. 2 Nos. Cooling rating –
each 8TR
2) CAB AC (only in DTC) Air Conditioning unit for LP cabin. 1 No. Cooling rating
–each 2TR
3) Main compressor Main compressor for brake system. 1 No. FAD – 920
LPM
4) Traction converter cooling Blower for cooling of traction converter unit. One cooling
blower Blower In each LTC. Total 4 Nos
5) Traction converter Water One for each LTC. 4 for one basic unit.
coolant circulation pump
6) Transformer radiator fan Radiator fan for cooling of main Transformer Total 2
Nos.
7) Transformer oil pump Oil pump for cooling of main transformer 1No
8) Water pump for toilet tank For water pumping for toilet tank. Each coach 2 No.s
Total 8 in Basic unit
9) 230V supply for coach Wi-Fi TV screen (8 nos.)
and TV Wi-Fi control unit (1no.)
Wi-Fi router (2nos.)
10) Pantry appliances load at Microwave Oven (1no.), Hot case (1no.)
230V Soup Warmer (1no.), Mini Refrigerator (1no.) Water
Boiler (1no.) (in each coach)
11) Toilet Loads at 230Vac Per Toilet loads are as below-
Hand drier (1no.), Shaver socket (1no.), Exhaust fan
(1no.)
12) 110Vac sockets for mobile 110Vac single phase sockets in coaches for
& Laptop charging Mobile and Laptop charging.
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Auxiliary Loads - 110 VDC

S.No Load Name Description
1) Battery Charger Battery charger is provided in Converter unitto charge

the battery with C/10 rate.
2) Coach, Vestibules and Coach, Vestibules and Driver Cabin lights

Driver Cabin normal lights
3) Coach and Driver Cabin Coach and Driver Cabin Emergency lights
Emergency lights
4) Twin Beam LED Headlight, Twin Beam LED Head light, Marker Light, Tail Light,
Marker Light, Tail Light, Flasher light, Cluster Light, Spot Lights, Passenger
Flasher light, Cluster Light, Alarm Indication Light, Electronic signal bell
Spot Lights, Passenger Alarm
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
7) Auxiliary compressor Auxiliary compressor for Pantograph.
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
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Cooling
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
from outside through air inlet filter panel. Inside the Auxiliary converter one blower is used for
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
through two louvered doors
.
Traction Motor
Conventional EMUs use DC traction motors which are directly connected to the rectifier. In
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.
Traction motor type no. TME 49-35-4 from TSA (Traktions Systeme Austria) is being
used for Train Set (Train 18).
Technical Data of Traction Motor

S. No Description Details
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 %
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11. Power factor 0.9

12. Power (Electrical) 280.75 kW
13. Voltage 1430V
14. Current 131 Amp
15. Frequency 111.2 Hz
16. 1 Hour rating Slip 0.95%
17. Shaft output 267 kW
(Mechanical)
18. Power Factor 0.9
19. Rotation speed (rpm) 3304 rpm
20. Wheel axle speed 640.56 rpm
21. Starting Torque on axle 12920.79 Nm
22. Efficiency 95.1%
23. Maximum frequency 167.5 Hz
24. Speed at 160 kmph with full worn wheels 4992 rpm
(877mmdia)
25. Protection system IP 20
26. Class of insulation material Class 220
27. Terminal box protection degree IP 65
28. Type of cooling Self-ventilated, air cooled
.
TECHNICAL DATA FOR GEAR DRIVE
Sr. No. Characteristics Value
1. Main Gear 98 Teeth
2. Gear Pinion 19 Teeth
3. Ratio 5.158
4. Weight of With half coupling 990 kg ± 3%
5. traction Weight of gear unitwith half 480 kg ± 5%
motor drive coupling (without oil)
6. Lubricants used in gear case Servo Syn Gear 75W-99LL
7. Type of suspension Fully suspended motor with
partlysuspended gear drive
8. Over all dimensions (mm) 1431 (L) x 1157(W)x 701(H)
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Train set 18 rake checking and different operations:

1) Ensure rake is on track and under OHE.
2) Take the master key, Panel door opening key, ACP resetting key, FDU resetting key and log
book from the Shed/CC/Dy SS.
3) Check T18 log book for any previous remarks.
4) Check the under gear of DTC, MC1 & 2 and TC of all 4 basic units.
5) Switch ON the Battery Direct (BD) MCB in all DTCs & NDTCs.
6) In both leading & Trailing DTCs the following points to be ensured.
a. BCH handle in release position.
b. ALP/TMR emergency brake in close position.
c. “EMR OFF” button in release potion in LP side of Section ‘B’.
d. “EMR BRAKE” button should be in release position in both LP & ALP side of
Section ‘B’.
e. Ensure all MCBs are in ON position in CRW panel.
f. Ensure all isolating switches are at 11o clock position except Battery supply switch.
g. Switch ON the Marker Red light in the last DTC.
h. Check the Flasher light.
i. Check Head light Bright & Dim.
j. Check wipers working.
k. Ensure BPIC cocks in both DTCs are in open position.
7) Check the BA voltage in Panel ‘1’ of section ‘A’. It should be more than 90 Volts
8) In DTC, In CRW panel turn Battery supply switch to ON position for 2 to 3 seconds.
9) Now SPM, TCAS, MCP and DDU will switch ON within few seconds.
10) In DDU first leading BU pictorial diagram will display in main area and after few sec.
remaining BUs will display.
11) AAC will start in all MCs and can be view from DDU. (Inside AAC icon blue colour and
surrounding white colour).
12) ‘Panto pressure low detected’ message displays in high priority message area (if no
pressure).
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.
16) Now all signal lamps will glow in LP desk and ALP/TMR panel for 5 sec. and extinguishes
with hooter sound except
a) ‘NOT All PANTO up” lamp
b) ‘NOT ALL VCB CLOSE’ lamp
c) ‘MIN 1 PB APPLIED’ lamp with parking brake icon with pink colour.
d) ‘MIN 1 DOOR OPENED’ lamp (If doors in open condition).
e) ‘MIN 1 BRAKE APPLIED’ lamp.
17) Ensure CAB occupancy icon in DDU display glowing with blue background (either in BU1
or in BU6).
18) Select pantograph from panto mode switch
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a) Position 1: BU1 & BU5 panto raises.

b) Position 2: BU2 & BU6 panto raises.
c) Position 3: BU1 & BU6 panto raises.
19) After cab occupation selected pantos icon shows back ground white (Panto ready to raise).
20) Give panto raising command (Rotate and hold for 2-3 sec towards ‘UP’).
21) Now in pantos icon up going arrow mark will appear side of pantos.
22) After touching to OHE and when OHE is available the panto icons turns to Blue colour.
23) OHE available lamp glows continuously in indication panel.
24) OHE Voltage and current also displays in DDU.
25) Not all Panto up lamp extinguishes in panel 6 and Min. 1 panto up lamp glows above MCP
panel.
26) Roofline VCB closes and icon turns to blue colour in BU1 and BU6.
27) Lower Pantos and change the Panto mode switch and raise pantos again and observe raising
of pantos according to Panto mode switch. Finally select the required Pantos and raise
Pantos.
28) Main VCB icon turns to white colour (VCB ready to close).
29) Turn MC (VCB) switch to ON position briefly for 2 second and observe VCB close icon
(VCB close indication with blue icon).
30) Now VCB closes in all TCs and all VCB icons back ground turns to blue colour.
31) Ensure Two Pantographs are raised and all 4 VCBs are closed in 16 car formation. In 8 car
formation only one Panto raises and Two VCBs will be closed. Same can be checked in
DDU.
32) Not all VCB closed lamp extinguishes and Min 1 VCB closed lamp glows continuously in
indication panel.
33) Now 25 KV supply comes to all Main transformers and ACU comes in service.
34) LTC 1 & 2 , ACM 1 & 2, MAC icons are changed to Blue colour.
35) All MAC starts and MR pressure will build up.
36) MAC will work automatically (MAC icon back ground shows blue color) and if all MAC is
required press Start All MAC button. Now all four MAC will start till pressure reaches 10
Kg/cm2. After that only three MAC will work as per schedule.
37) Observe BC pressure in BC gauge (3.8 - 4.2 kg/cm2)
38) Keep BCH in ‘Forward’ position (Release) and create BP pressure 5 Kg/cm2, Brake
Cylinder pressure drops to 1.8 to 2.2 Kg/cm2 from 3.8 to 4.2 Kg/cm2.
39) MR pressure and BP pressure also can view in DDU.
40) Now Holding brake pressure reduces to 1.8 - 2.2 Kg/cm2.
41) Press the “LAMP TEST” illuminated push button switch in section ‘B’ of ALP side panel
and observe that all lights are glowing and extinguishes.
42) Test Signal Bell.
43) Ensure 160 kmph appears in V max area of DDU.
44) Check working of EP with MCH moving to Braking side and observe increasing of BC
pressure to 3.8 to 4.2 Kg/cm2. Move MCH to “0” position and observe Brake Cylinder
pressure drops to 1.8 to 2.2 Kg/cm2 from 3.8 to 4.2 Kg/cm2.
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45) Check working of Auto brakes with BCH moving to Reverse side (Application) and observe
dropping of BP pressure and increasing of BC pressure to 3.8 to 4.2 Kg/cm2. Move BCH to
‘LAP’ position and observe BP pressure neither creates nor destroys. Move BCH to Forward
position (Release) and create BP pressure i.e., 5 Kg/cm2. Brake Cylinder pressure drops to
1.8 to 2.2 Kg/cm2from 3.8 to 4.2 Kg/cm2.
46) Press the “EMR BRAKE” button and observe the following.
a. BP Pressure will not drop.
b. Emergency brakes applies with MR pressure. Observe Brake Cylinder pressure
increases from 1.8 to 2.2Kg/cm2 to 3.8 to 4.2 Kg/cm2.
c. V Max shows ‘Zero Force’
d. Brake icon indicates Pink colour with “E” letter in the icon.
47) Press the “EMR OFF” button and observe the following.
a. BP Pressure will not drop.
b. Both Pantos lowers & all Four VCBs opens in 16 car formation. In 8 car formation
Panto lowers and both VCBs will open.
c. V Max shows ‘Zero Force’
d. Rotate “EMR OFF” switch in arrow direction (clock wise) to reset the switch.
Selected Panto icons show White background. Raise Panto and close VCBs. V Max
shows 160 kmph.
48) Conduct ALP’s Emergency brake and observe the following.
a. BP Pressure will drop to ‘0’.
b. Emergency brakes applies. Observe Brake Cylinder pressure increases from 1.8 to
2.2Kg/cm2 to 3.8 to 4.2 Kg/cm2.
c. V Max shows ‘Zero Force’.
d. Brake icon indicates Pink colour with “E” letter in the icon.
e. Close ALP’s emergency brake. BP pressure creates to 5 Kg/cm2. Observe Brake
Cylinder pressure drops to 1.8 to 2.2Kg/cm2 from 3.8 to 4.2 Kg/cm2. V Max shows
160kmph.
49) Check both High tone & Low tone horns.
50) Check the microphone testing with TMR and check the outgoing & incoming voice.
51) Conduct JBT & ACP test in the first trip of the day.
52) Press Signal exchange Green & Red push button switches and check Exchanging lights are
blinking outside the DTC (both LP & ALP side).
53) Check working of Head light, Flasher, Marker white and Red lights.
54) Enter the Train No in MCP panel by TMR.
55) Ensure correct destination board on Head Code.
56) Note down the energy meter reading in ‘Energy Over View screen’.
57) Release Parking Brakes and ensure lamp extinguishes inside ‘PB APPLY SWITCH’ in
CRW panel. Again, apply parking brake. When PB is applied, V max shows “0”.
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ENERGISING OF TRAIN SET 18 RAKE:

1. Ensure rake is on track and under OHE.
2. Get in rear DTC and ensure all controlling switches are normal and BCH in release/lap
position.
3. Ensure BD braker in both DTC and in both NDTC is in ON position.
4. Check the BA voltage in Panel ‘1’ of section ‘A’. It should be more than 90 Volts
5. In DTC, In CRW panel turn Battery supply switch to ON position for 2 to 3 seconds.
6. Now SPM, TCAS, MCP and DDU will switch ON within few seconds.
7. In DDU first leading BU pictorial diagram will display in main area.
8. After few sec. remaining BUs will display.
9. AAC will start in all MCs and can be view from DDU. (Inside AAC icon blue colour and
surrounding white colour)
10. ‘Panto pressure low detected’ message displays in high priority message area (since no
pressure)
11. Vmax shows ‘0’.
12. Except TCMS, Loops, PIS and BMC remaining icons shows grey colour.
13. Insert Master key in OFF position and turn to ON position.
14. Now all signal lamps will glow in LP desk and ALP/TMR panel for 5 sec. and extinguishes
with hooter sound except
a) Not all panto up lamp
b) Not all VCB closed lamp
c) PB applied lamp with parking brake icon with pink colour.
d) Min 1 door is opened lamp (If opened condition)
e) Min 1 Brake applied lamp.
15. Ensure CAB occupancy icon in DDU display glowing with blue background (either in BU1
or in BU6).
16. All AAC working can be viewed from DDU and ensure AAC icons back ground showing
blue colour.
17. Select pantograph from panto mode switch
a) Position 1: BU1 & BU5 panto raises.
b) Position 2: BU2 & BU6 panto raises.
c) Position 3: BU1 & BU6 panto raises.
18. After cab occupation selected pantos icon shows back ground white. (Means ready to raise)
19. Give panto raising command (Rotate and hold for 2-3 sec towards ‘UP’)
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20. Now in pantos icon up going arrow mark will appear side of pantos.
21. After touching to OHE and when OHE is available the panto icons turns to Blue colour.
22. OHE available lamp glows continuously. in indication panel.
23. OHE Voltage and current also displays in DDU.
24. Not all Panto up lamp ext. and Min. 1 panto up lamp glows above MCP panel.
25. Roofline VCB closes and icon turns to blue colour in BU1 and BU6.
26. Main VCB icon turns to white colour. (Means ready to close)
27. Turn MC (VCB) switch to ON position briefly for 2 second and observe VCB close icon
(VCB close indication with blue icon)
28. Now VCB closes in all TCs and all VCB icons back ground turns to blue colour.
29. Not all VCB closed lamp ext. and Min 1 VCB closed lamp glows cont. in indication panel.
30. Now 25 KV supply comes to all Main transformers and ACU comes in service.
31. LTC 1&2, ACM1&2, MAC icons are changed to Blue colour.
32. All MAC starts and MR pressure will build up.
33. MAC will work automatically and if all MAC is required press Start All MAC button. Now
all four MAC will start till pressure reaches 10 Kg/cm2. After that only three MAC will
work as per schedule.
34. MAC icon back ground shows blue colour.
35. Observe BC pressure in BC gauge (3.8 - 4.2 kg/cm2)
36. Now keep BCH in Release position and BP charges to 5 kg/cm2.
37. MR pressure and BP pressure also can view in DDU.
38. Now Holding brake pressure reduces to 1.8 - 2.2 kg/cm2
39. Before moving MCH release PB from CRW panel.
NOTE: If CAB occupancy icon not displayed even after operating Master key, operate Cab Selector
switch from LPT to HPT position (Operate switch from 11 O’ clock to 1 O’ clock position)
Starting / moving of train:

1) Ensure BP is 5 Kg/cm2 and MR 7.5 to 10 Kg/cm2.
2) Ensure cab occupation in DDU.
3) Ensure the signals are taken off for starting the train.
4) Ensure V Max are ais showing 160 kmph.
5) Note down the energy meter reading in ‘Energy Over View screen’.
6) Release Parking Brakes and ensure lamp extinguishes inside ‘PB APPLY SWITCH’ in CRW
panel.
7) Ensure correct destination board on Head Code.
8) Place Direction selection switch to forward.
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9) Exchange all right signal from Guard.

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.
11) Move MCH handle to traction side slowly.
12) Holding brake will release automatically, ‘MIN 1 BRAKE APPLIED’ lamp extinguishes and
train starts moving.
13) Running of train at lower speed to be adjusted through MCH.
14) For constant speed, cruise control switch can be pressed when required speed is attained.
Stopping of train:
1. Bring MCH from ‘Driving’ to coasting i.e., to ‘0’
2. Then move MCH to braking side.
3. Now Regeneration brake will work with first priority and EP brake will apply if RG brake is
insufficient.
4. If demanded brake effort is available through RG, EP brake may not apply.
5. Move MCH further to braking side to increase brake effort.
6. In case of emergency move MCH to EB position. Emergency brakes will apply without
dropping of BP pressure.
7. If any failure of EP brake experienced apply auto brake using brake controller handle
(BCH).
8. ‘MIN-1 BRAKE APPLIED’ lamp will glow if EP or Auto brake applies in formation. When
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
according to MCH handle position (if RG brake is insufficient) and according to that BC
pressure is shown. ‘MIN-1 BRAKE APPLIED’ lamp will glow as long as Holding brakes
are applied.
10. When train comes to a stop, holding brake comes into service and BC pressure will show 1.8
to 2.2 kg/cm2. BC gauge indicates the BC pressure of that particular DTC only. Brake icon
indicates Pink colour in rake information screen. Each coach BC pressure can be seen in
Brake screen in DDU.
11. Open the doors by pushing both Door open switches at a time in Panel 10 of section ‘A’
(Opening doors is the duty of TMR).
Note: After stopping the train, holding brakes will apply when train speed is “0” and MCH on
“0” position. By mistake if MCH is moved to Driving side after stopping the train,
holding brakes releases and train moves according to gradient and MCH position. So for
safe side, keep Reverser on “0” position after stopping the train.
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Procedure for Cab changing in Tran set 18 Rake:

1. Stop the train.
2. Keep Master control handle to ‘0’ position
3. Ensure Holding brakes are applied (1.8 to 2.2 Kg/cm2).
4. Min 1 brake apply lamp glows in indication panel.
5. Keep the Direction selection switch in ‘0’ position.
6. “Apply Auto brakes” via ‘Brake Controller’ by dropping BP pressure till ‘Emergency brake’
indication appears on DDU.
7. Ensure brake cylinder gauge is showing 3.8 to 4.2 Kg/cm2 pressure.
8. Open Brake screen in DDU and ensure that all coaches brakes is applied. (3.8 to 4.2 Kg/cm2)
9. Switch off master key and ensure Parking brakes are applied automatically. Parking brake
apply lamp glows in CRW panel and Parking brake icon shows pink colour in DDU.
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
both VCBs remains close position), Main Air compressor works according to scheduling. Fans,
Lights & RMPU works in all coaches for passengers.
11. Cab occupancy icon turns i.e., Inside icon blue colour and outside of icon white colour (last cab
occupancy).
12. Switch on the marker RED lamps. Get down and ensure Red marker lights are blinking.
13. Take the Master key, panel door key and ACP Resetting Key.
14. Move the ‘Brake controller’ handle to Release position.
15. Close the cab doors and proceed to the other cab.
16. Now switch on the Master key.
17. Ensure CAB occupancy icon in DDU display glowing with blue background
18. Ensure BCH in Release position.
19. Ensure Brake pipe is fully charged i.e., 5 Kg/cm2.
20. After creating BP pressure, BC gauge comes from 3.8 to 4.2 Kg/cm2 (Emergency brakes) to 1.8
to 2.2 Kg/cm2 i.e., Holding brakes applied.
21. Release the parking brake before taking traction by MCH.
22. Ensure Brakes are Released in all Units on DDU while taking traction.
23. Conduct brake feel test after starting.
CRUISE CONTROL
1) Cruise control means constant speed control.
2) After bringing required speed manually press cruise control PB switch 2-3 sec.
3) Cruise control can be activated in traction side only.
4) Cruise control activation:
a) MCH should be in powering side only.
b) Speed should be above 5 KMPH.
c) EP brake & Auto brake should be in Release condition.
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d) Press Cruise control push button, an illuminated lamp glows inside Cruise control
push button switch.
e) “Cruise control mode requested” message displays in POP-UP message area in DDU.
4) Cruise control deactivation:
a) To cancel cruise control again press illuminated cruise control PB or bring MCH to
‘0’ position.
b) Cruise control will be cancelled and the lamp also extinguishes.
c) Application of EP brake or Auto brake.
d) Move MCH should to “0” position.
NOTE:
1) After activation of Cruise control, if MCH moving in powering side cruise control will not
deactivate.
2) If ENS is enabled during cruise control both operations will work parallelly only in 16 car
rake. But 8 car rake both will not work at a time.
3) Even one Basic Unit is isolated cruise control will work.
4) For cancelling cruise control when cruise control PB is pressed traction comes automatically
as per MCH position.
ENS (ENTERING NEUTRAL SECTION)
In Train Set 18 rakes sequential opening & closing of VCBs takes place automatically after
pressing the “Entering Neutral Section” push button switch (ENS).
I. Procedure for Negotiating of Neutral Section with ENS enabled (DDU is

healthy).
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) Select Rake information screen on DDU.
4) Gain adequate speed according to signal and section.
5) At ‘250 meters board’ press ‘Entering Neutral Section’(‘ENS’) push button provided at
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
steadily ‘ON’, until all basic units have passed the ‘Neutral Section’.
6) Text message ‘Neutral Section Mode Enabled’ will also appear on the DDU.
7) When the leading BU’s VCB opens, “NOT ALL VCB CLOSED” lamp glows.
8) Observe closing of all VCBs on DDU after passing of Neutral section (“NOT ALL VCB
CLOSED” lamp will extinguish). If not, close MC by MC ‘ON’ switch manually.
9) No need to keep MCH on coasting position.
10) 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.
11) VCD to be acknowledged as per procedure.
12) If required, train speed can be controlled by applying MCH or BCH.
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13) Once ENS is activated (light blinking inside ENS & ‘Neutral Section Mode Enabled’
message appeared in DDU) and if train is stopped before or after VCB open board, Neutral
section can be negotiated in ENS mode only. No need to open/close VCB manually.
Note: If already one VCB is in Opened position, on pressing ENS, lamp starts glowing
continuously.
II. Procedure for Negotiating of Neutral Section with ENS enabled (DDU is not
working /Responding
4) At ‘250 meters board’ press ‘Entering Neutral Section’(‘ENS’) push button provided at
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
steadily ‘ON’, until all basic units have passed the ‘Neutral Section’.
5) When the leading BU’s VCB opens, “NOT ALL VCB CLOSED” lamp glows.
6) After closing all VCBs, “NOT ALL VCB CLOSED” lamp will extinguish. If not, close MC
by MC ‘ON’ switch manually.
7) No need to keep MCH on coasting position.
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.
9) VCD to be acknowledged as per procedure.
10) If required, train speed can be controlled by applying MCH or BCH.
11) Once ENS is activated (light blinking inside ENS & ‘Neutral Section Mode Enabled’
message appeared in DDU) and if train is stopped before or after VCB open board, Neutral
section can be negotiated in ENS mode only. No need to open/close VCB manually in 16 car
rake..
III. Procedure for Negotiating of Neutral Section in RDM mode.
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.
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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. ‘Neutral Section Mode Enabled’ message not displayed in DDU
3. LP has to follow the following procedure to negotiate Neutral section.
a. Neutral section to be negotiated like conventional trains.
b. MCH to be kept in coasting position.
c. If VCB trips in any one Basic Unit then don’t try it.
d. Cruise control will be de-activated if already activated.
e. VCD to be acknowledged as per procedure.
f. For opening VCB of all Basic Units, move the MC ON/OFF switch to “OFF” position
(keep the switch in OFF position for 2 seconds).
g. Observe opening of VCBs of all Basic Units. This can be observed in DDU. “NOT
ALL VCB CLOSED” lamp glows. When all VCBs are in open position, traction not
possible with MCH in driving side.
h. After passing VCB close board of MEMU/T18, move the MC ON/OFF switch to
“ON” position. All VCBs will close at a time. “NOT ALL VCB CLOSED” lamp
extinguishes.
V. Cancellation of ENS command (If ENS is pressed by mistake):
In case ‘ENS’ push button is wrongly pressed or ENS is active, then following procedure is to be
adopted to cancel the ‘ENS’ command.
1) Give ‘MC OFF’ (VCB open) command. (VCBs will open in all motor coaches)
2) Wait for a few seconds.
3) Give ‘MC ON’ (VCB close) command. (VCBs will close in all motor coaches)
4) Ensure the same on DDU and Work the train normal.
5) If ENS is not cancelled with the MC ON/OFF switch, VCBs will open one by one and after
opening of VCBs, it will travel 500 meters in VCBs open condition, and again all VCBs will
close one by one as per logic. This is possible only in the higher speed. But 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.
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VI. In case rake is stopped just before the ‘Neutral Section’ i.e., stopped Just
before VCB open board and all VCBs are in open position in 16 car
formation.
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
VCBs of leading two units through DDU.
3. Close the VCBs of last two Basic units with MC ON/OFF switch & confirm the closing of
VCBs of last two Basic units through DDU.
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
is important here) & stop (observe leading Panto icon colour change from Blue to White and
again changes to Blue.).
5. Isolate the rearmost VCBs of last two Basic units (which have not passed Neutral Section
dead wire) through DDU.
6. Activate leading two VCBs of the leading two Basic Units through DDU and confirm the
same through DDU. Close the VCBs of leading two Basic units with MC ON/OFF switch &
confirm the closing of VCBs of leading two Basic units through DDU.
7. Draw the train up to VCB close board of MEMU/T18 and stop the train. Activate the rear two
VCBs of last Basic units. Close the VCBs of last two Basic units with MC ON/OFF switch &
confirm the closing of VCBs of last two Basic units through DDU.
8. Continue the train working as per procedure.
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VII. ENS’ is activated or VCBs opened with MC OFF command and Rake is
stopped before VCB open board of Neutral Section in 8 Car Formation.
1. In case Rake is stopped just before ‘Neutral Section’ and both of Trailer coaches
have not passed ‘Neutral Section’ with all VCBs are in opened position.
2. If ENS is in active condition, Cancel ENS command by giving VCB open with MC ON/OFF
switch & confirm the opening of both VCBs through DDU.
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.
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 and also Red line display
shows in SSD (Single side display) board inside the coach.
7) BP pressure will not drop and train will not stop.
Resetting procedure:
1) Stop the train.
2) Identify the ACP pulled coach in detailed BU information or Side light.
3) Go to that affected coach, find out the reason.
4) Reset ACP push button with key.
Note:
1) To stop the ACP buzzer Press PAS ACK Push button in LP desk. But illuminated lamp will
extinguish only after reset of ACP. If ‘PAS ACK’ is in pressed condition even after reset of
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ACP, Buzzer sound will not come when again ACP happens but outside Light glows and
other ACP icon becomes red in DDU.
Basic unit Grounding & Opening / Closing LTC compartment:

TC Grounding
1) Open VCB and Lower panto graph from working DTC.
2) Proceed to the required Trailer coach.
3) Ensure that the Pantograph is lowered.
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
lock of AC Earthing switch.
6) Operate AC Earthing switch to 1800 for earth position. Turn both Yellow keys through 900
and take them out. Now AC Earthing switch is locked in earth position.
7) Roof and Main transformer are earthed.
LTC Grounding
8) Insert yellow key into the slot near DC Earthing switch in MC which is required of that
grounded basic unit.
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.
11) Turn Green Kaba key near DC Earthing switch through 900 and take it out. Now DC Earthing
switch is locked to earth position.
12) Open LTC by using green key for maintenance.
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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
Rake, following action to be taken by Motorman.
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
adequate MR pressure.
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
MCB is found tripped, Reset the same and work the train normal.
5. Ensure parking brakes are released.
6. If cab occupied MCB is tripped and not resetting, then operate ‘CAB OCCUPIED
SELECTOR’ switch to ‘HPT’ position (Override/ High priority mode).
7. Distinguish the type of brake application through DDU pictogram in all units
a) If TCAS Brakes are applied, isolate TCAS by ISU (Ensure TCAS working as per
section).
b) If Emergency Brakes are applied, isolate ‘EBL’ isolation switch on CRW (ECC panel)
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
d) If still traction not coming, Change Traction selection switch switch and try in CRW
panel.
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RESCUE DRIVE MODE (RDM):

1. Whenever TCN lamp glows it indicates TCN failure.
2. If V max is available 160 KMPH. rake will be worked normal. It is called as working on of
Special RDM mode.
3. If V max is showing Zero force and train not moving, switch over to RDM mode.
4. In RDM mode, all Basic units can be controlled using Hard-wired Train line wires instead of
Train Communication Network.
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
of 60 KMPH.
RDM MODE OPERATION:
1. Bring the Master Controller handle to ‘Coasting’ Position.
2. Stop the train.
3. Bring Reverser to ‘0’ position.
4. Turn the ‘Master key to ‘0’ Position and wait for 10 sec.
5. Turn the ‘Master key to ‘RDM’ position
6. Ensure that ‘RDM’, ‘MIN 1 PANTO UP’ & ‘MIN 1 MC ON’ lamps are glowing.
7. Release the parking brake before taking traction.
Instructions to be followed during RDM mode working:
1. Three indications namely RDM (Blue), Min. one Panto UP (Blue) and Min. one MC ON
(Blue) glows on right hand side panel. If Min. one Panto (Blue) and Min. one MC ON (Blue)
indications do not glow, give Panto Raise command and MC ON Close command.
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.
5. Holding Brakes (of 1.8 to 2,2 kg./cm2 in standstill) remains applied.
6. “Entering Neutral Section” push button will not work.
7. “Cruise Mode” push button will not work.
8. Maximum speed attainable is 60 kmph.
9. Panto Raise/Lower, MC Open/Close and Emergency Off push button work normal.
10. Lights and Fans in passenger area work continuously.
Following Procedure to be adopted to work the rake in Normal mode from RDM mode (in
Standstill condition of the rake only).
1. Bring MCH handle to ‘Coasting’ position.
2. Bring DSS switch to ‘0’ position.
3. Turn the ‘MCS’ key to ‘0’ position and wait for 10 sec.
4. Turn the ‘MCS’ key to ‘ON’ position.
5. Release the parking brake before taking traction.
Note : Sudden operation of ‘Master’ key from ‘ON’ position to ‘RDM’ or vice-versa may lead to
trouble of ‘Rake refuse’ to move.
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Different speeds (V max.)

Description Speed
Normal 160 kmph
One Bogie brakes are isolated 155 kmph in 150 kmph
16 car in 8 car
One coach brakes are isolated 150 kmph 140 kmph
in 16 car in 8 car
Special RDM Mode 160 kmph
RDM Mode 60 kmph
Maintenance Mode entered or not logged out from Maintenance mode 15 kmph
Shunting mode (NDTC) 15 kmph
Pushing back 15 kmph
Shunting mode from DTC 160 Kmph
Shunting mode –Speed PB operated 15 kmph
Air spring failed 60 kmph
Parking brake applied (‘MIN 1 PB APPLIED’ lamp glowing) zero force
BCH applied and BP pressure drops to ‘0’, ALP/TMR emergency zero force
brake operated (EMR BRAKE lamp glowing)
MCH moved to ‘EB’ position (EMR BRAKE lamp glowing) zero force
All Doors opened or any one Door not closed (‘MIN 1 DOOR zero force
OPENED’ lamp glowing)
‘EMR BRAKE’ push button pressed (‘EMR BRAKE’ lamp glowing) zero force
‘EMR OFF’ push button pressed (‘EMR OFF’ lamp glowing) zero force
VCD penalty applied zero force
TCAS brakes applied zero force
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Moving of Train -18 formation as dead (Towing dead movement and passengers
are not available in rake) (Empty rake dead movement)
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).
Removed FRP cover to be kept in leading DTC cab.
2. Close all doors of the dead rake.
3. Open all VCBs by giving MC Off command
4. Lower Pantographs
5. Turn off Master key from ON to off. Now parking brakes will apply automatically.
6. Keep Brake control handle in LAP position.
7. Switch off Emergency lights.
8. Give BA off command at BA supply switch in CRW panel for 2 to 3 seconds. After few
seconds CE will off with DDU off indication.
9. In Formation open All Coaches “B02” panel and close EPIC1 and EPIC 2 cocks
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
wheels parking brakes to be released manually. For 8 car rake, 32 wheels parking brakes to be
released manually).
12. Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in both
leading & trailing DTCs.
13. Couple relief loco BP to T18 rake BP and relief loco FP to T18 rake MR pressure 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. If MR
pressure is available in T18 dead rake then only brake system will work inT18 dead rake.
14. Conduct Air continuity test before starting train.
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.
Moving of Train -18 formation as dead with Relief Engine (Towing dead
movement and passengers are available in rake)
Train set 18 rake is able to energize (passengers are available in rake):
1. Attach Relief loco with CBC duly removing FRP covers where the locomotive to be
attached.
2. Connect BP pipe of Relief loco with Train 18. No need to connect FP pipe of Relief loco
with MR pipe of Tran 18 since Train 18 rake is in energise condition and MR pressure is
creating by Compressors.
3. Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in both
4. Energize rake from leading DTC & maintain MR pressure by train set. If not, connect FP
pipe of Relief loco to MR pipe of Train set.
5. Occupy the cab duly turning the cab occupation switch into ‘HPT’ mode.
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.
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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.
11. Crew must be in train set for opening and closing of VCB in Neutral section.
12. Opening and closing of doors to be done by TMR.
13. Conduct Air continuity test by relief loco
Train set 18 rake is unable to energize (passengers are available in rake):
1. Attach the Relief 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). Removed FRP cover to be kept in leading DTC cab.
2. Open all VCBs by giving MC Off command.
3. Lower Pantographs and ensure all Pantos are in lower position
4. Turn off Master key from ON to off. Now parking brakes will apply automatically.
5. Keep Brake control handle in LAP position.
6. Keep all BD breakers in ON position and give Battery supply ON command in
leading DTC.
7. Now DDU will be ON.
8. In Formation open All Coaches “B02” panel and close EPIC1 and EPIC 2 cocks
9. In Formation open All Coaches “B01” panel and close Parking brake cocks.
10. Release Parking brakes of wheel No. 1, 4, 5 & 8 in all coaches manually (For 16 car
rake 64 wheels parking brakes to be released manually. For 8 car rake, 32 wheels
parking brakes to be released manually).
11. Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in
both leading & trailing DTCs.
12. Couple relief loco BP to T18 rake BP and relief loco FP to T18 rake MR pressure
pipes between Loco and formation and secure with wire and open their cut off angle
COCs. 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.
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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) Emergency brakes releases and Holding brakes applies.
5) Pop up message area dis appears.
6) Loop icon becomes blue
II. Keeping MCH handle in ‘EB’ (Emergency Brake) position.

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
7) Emergency brakes apples with MR pressure.
Resetting:
1) To release Emergency brakes, Keep MCH in coasting position.
2) As soon as MCH moved to coasting position, brakes releases and V Max shows 160kmph.
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III. Opening of ALP/TMR emergency brake:

1) BP pressure drops continuously as long as ALP/TMR emergency brake in open position (BP
comes nearly to ‘0’).
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.
Resetting:
1) To release Emergency brakes, close ALP/TMR emergency brake.
2) BP pressure creates to 5 KG/CM2.
3) V Max shows 160 kmph.
IV. By pressing LP side or ALP side “EMR BRAKE” mushroom type push button
switch in Section ‘B’
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.
7) Emergency Brake lamp glows in indication panel
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Resetting:
1) To release Emergency brakes, rotate the ‘EMY BRAKE’ switch in arrow direction on the
switch.
2) As soon as ‘EMY BRAKE’ switch is rotated, emergency brakes releases immediately and
V Max shows 160kmph.
V. VCD penalty brake application:

3) Brake icon colour changes to pink colour with “E” letter in the centre of icon.
4) “VCD penalty” message appears in Pop up message area.
Resetting:
1) After stopping the train, bring MCH to “0” position.
2) Keep reverser on “0”.
3) Wait for 32 sec.
4) Press VCD reset PB switch and press once VCD foot switch.
5) VCD will reset (warning lamp extinguishes and buzzer stops).
6) V Max shows 160kmph.
7) BC pressure reduces from 3.8 to 4.2 KG/CM2 to 1.8 to 2.2 KG/CM2 .
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9) Min 1 Brake applied lamp glows since holding brakes are applied.
10) Emergency brake icon changes to pink.
VI. TCAS penalty brake application:

3) Brake icon colour changes to Pink colour with “E” letter in the centre of icon
4) Pop up message appears in DDU.
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 Master 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.
Procedure for Battery Reset:
1. Rake should be in stand still condition and Holding brakes should be in application
position.
2. Inform to TMR for giving announcement to public for safe side.
3. Don’t open the doors of the coaches.
4. Operate BCH to application position and ensure BP pressure drops to ‘0’.
5. Open VCBs by MC ‘ON/OFF’ Switch.
6. Lower the Pantograph by Panto ‘UP/Down’ switch.
7. Switch OFF Master key.
8. Ensure Parking brakes are applied automatically.
9. Turn OFF the Battery by Battery ‘ON/OFF’ switch provided on CRW panel.
10. DDU will be OFF. Wait for 30 Seconds.
11. Turn ON the Battery by Battery ‘ON/OFF’ switch provided on CRW panel.
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12. DDU will start after about one minute.

13. Switch ON Master Key in Normal mode.
14. Raise the Pantograph and confirm the same on DDU
15. Close the VCBs, by MC ON/OFF switch and confirm the same on DDU.
16. Ensure V Max is showing 160 kmph.
17. Switch on the RMPU.
Important points for Loco pilot:
1) During night time before giving battery reset, switch ON Emergency light in D/cab.
2) Apply auto Brakes before Battery Off.
3) ‘Normal light’ in TMR & Loco Pilot D/cabs goes ‘OFF’ when battery is switched ‘OFF’ and
glows again after battery is switched ‘ON’.
4) LP should inform to TMR through intercom that Battery reset will be done and all lights in
passenger area will be OFF for 1 to 2 minutes and again will ON.
Important points for TMR:
1) During night hours if the ‘Normal Light’ goes ‘OFF’, switch ON ‘Emergency light’ in D/cab.
2) TMR should give public announcement that all lights in passenger area will be OFF for 1 to 2
minutes and again will ON.
ETTC/BZA Page 125

Vigilance Control Device

➢ For the alertness of the crew electronically controlled Vigilance system is provided.
➢ Once in 60 sec LP should acknowledge the VCD.
➢ No need to acknowledge VCD when train is stopped and Holding brakes are applied.
➢ After acknowledging VCD every time, VCD counter will be incrementing in DDU.
➢ To acknowledge VCD the LP only should operate the following.
1) By moving MCH in traction or braking side
2) By pressing VCD Ack. PB switch provided on LP’s desk.
3) By operating any horn provided on LP’s desk
4) By operating foot pedal switch
VCD Penalty Brakes:
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) At that time also LP can acknowledge VCD by pressing VCD foot switch.
3) If not acknowledged after 76 +/-2 sec. VCD applies penalty brakes.
4) Warning lamps with buzzer continues.
5) EB lamp glows in indication panel.
6) V Max shows ‘Zero Force’.
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).
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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.
ETTC/BZA Page 127

ETTC/BZA Page 128

BELL CODES
The following is the authorized Signal Bell code for communication between the Loco Pilot
and TMR in the MEMU/EMU working. This is as per Ref. G&SR 4.51.
SIGNAL BELL GIVEN BY LP AND ACK. BY TMR
S.No. Loco Pilot Indication Ack by TMR Indication
1. O Signal is at ON O Ack
Stopping Train
Unable to start
2. OO Signal is OFF and starting OO Ack. and Ensure condition to
the train start before starting
3. OO Run through signal given. OO Ack
Train is running through
station.
4. OOO GD required by LP OOO Ack’, Secure, Protect and
proceed
5. OOOO Protect the train in rear OOOO Ack’, Secure, Protect and
proceed and repeat the bell.
6. OOOOO Before conducting and OOOOO Ack
after completion of JBT
7. OOOOOO GD apply brake OOOOOO Apply brakes and Ack.
8. OO-OO Passing Automatic, Semi- OO-OO Ack. and Ensure condition to
Auto’ (with A illum’), start before starting
IBS, Gate signal at ON.
9. OO-O-O Apply brakes and place OO-O-O Ack., apply brakes. Place
skids skids and repeat the bell
code.
10. OO-O-OO Remove skids and wedges OO-O-OO Ack.’, and remove skids.
Repeat the bell
11. OOO-OOO-O Calling on signal given OOO-OOO-O Ack. and Ensure condition to
start before starting
12. OOOO-OO Received ATP to pass OOOO-OO Ack. and Ensure condition to
stop signal (or) PN to pass start before starting
IB signal at ON.
ETTC/BZA Page 129

SIGNAL BELL GIVEN BY TMR AND ACK. BY Loco Pilot

S.No. TMR Indication Ack by LP Indication
1. O Stop the train O Stop and Ack.’
2. OO Start the train OO 1.Ensure ATP,
2. Condition to start in D class, Ack
and start
3. OOOO Leaving the cab OOOO Ack. And do not leave cab
4. O-O Speed restricted O-O Ack. and resume speed

zone over
5. OO-OO Pushback train OO-OO Ack. And pushback train
6. OOO-OOO LP not to exceed OOO-OOO Ack. And reduce speed
prescribed speed
JOINT BRAKE TEST

The following joint / combined brake test has to be conducted by the Train Manager and the
Loco Pilot before commencement of first trip of every day for checking working of EP, AUTO brake
and continuity. Apply Parking brake before commencement of JBT.
Loco Pilot Train Manager
Release holding brake and ensure through Train Manager also ensures.
DDU. After ensuring MR is 10kg/cm²,
Preparation After ensuring MR is 10 kg/cm², BP is 5 BP is 5kg/cm² and BC is ‘0’.
kg/cm², BC is ‘0’, Motor man to Give bells to
commence JBT TMR to acknowledge the bells
Motor man to apply partial EP by moving After ensuring 0.7 kg/cm² in BC

MCH to Braking side and ensure BC pressure gauge TMR to acknowledge with
raises to 0.7 kg/cm² one bell
Motor man to apply full EP by moving MCH After ensuring 3.8to4.2 kg/cm²in
EP brake
to Braking side and ensure BC pressure raises BC gauge, TM has to
test
to 3.8to4.2 kg/cm². acknowledge with one bell
Motor man to release EP brake by moving After ensuring ‘O’ in BC gauge
MCH to “0” position and ensure BC comes TM to acknowledge with one bell
to ‘O’.
ETTC/BZA Page 130

Now TM to operate ‘TM

emergency brake valve’ to ‘ON’
position and observe dropping of
BP.
Continuity On observing the dropping of BP, Motor man After observing BP drops to ‘0’,
test to apply BCH to emergency and ensure BP Release the TM emergency brake
drops to ‘O’ & BC raises to 3.8 to 4.2 valve and ensure BP
kg/cm². pressure to 5 kg/cm², BC pressure
to 0 Kg/Cm2 and acknowledge
with one bell.
Auto brake Keep MCH handle in “0” position. After ensuring BP 3.5 kg/cm², BC
test Loco Pilot to apply auto brakes and keep 3.8 kg/cm² to 4.2 kg/cm².TMR to
BCH on lap position only after ensuring BP acknowledge with one bell
drops to 3.5 kg/cm² and BC raises to 3.8
kg/cm² to 4.2 kg/cm².
Conclusion Motor man to release auto brake and ensure TMR to acknowledge with
BP 5 kg/cm², BC ‘0’ and give bells.
bells for completion of Joint brake
test.
Note:
1) During Joint / Combined brake test, the TMR and the Motorman use ‘ pause ’ bell code to
draw each other’s attention in case of any lapses.
2) Apply Holding brakes through DDU after completion of JBT.
ETTC/BZA Page 131

Differences between Version 1 & Version 2 Train 18 rakes

S.No. Version 1 Train 18 Version 2 Train 18
1) Indication lamps provided for Panto 1 Indication lamps not provided for Panto 1 & 4
& 4 and Panto 2 & 3. and Panto 2 & 3.
2) All right signal exchange switches not All right signal exchange switches are provided.
provided.
3) Kavach (TCAS) equipment not Kavach (TCAS) equipment is provided.
provided.
4) Each coach is provided with 2 No. of Name is changed as ETBU (Emergency Talk
PECUs. Back Unit) and 4 No. of ETBUs are provided in
each coach. 2 are inside the Passenger seating
area and one each in entrance door side
5) In MCH is failed, portable shunting Fixed shunting panel is provided in Section B of
panel to be used for working the train. LP desk.
6) MMI (Man Machine interface) is Name is changed as MCP. Here TMR can accept
provided in Section A. Passenger or reject the audio calls from the passengers from
PECU call will be indicated in DDU ETBUs. Passenger ETBU calls will not indicate
in DDU but it will indicate in MCP panel only
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
not provided. Section A Panel 1.
9) Fire detection system is not provided. Fire detection system is provided in all coaches
10) 16 coach formation is numbered as 16 coach formation is numbered as BU1, BU2,
BU1, BU2, BU3 & BU4. BU5 & BU6”.
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) CCMS (Centralized coach monitoring CCMS (Centralized coach monitoring system)
system) screen is not provided in DTC. screen is provided in DTC (Back side of LP cab
to operate Fans, Lights, RMPU in coaches by
maintenance staff).
13) Transformer capacity is 2880 KVA Transformer capacity is 2556 KVA
14) TM capacity if 268 KW TM capacity if 210 KW
15) EP brake isolation is possible from EP brake isolation is not possible from DDU
DDU
ETTC/BZA Page 132

Pneumatic system
Two types of Compressors are provided in each Basic unit.
➢ 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.
Pressure creation with AAC

➢ Auxiliary Air compressor (AAC) works with 110 Volts DC
supply.
➢ AAC is a oil free compressor.
➢ AAC is located under each TC.
➢ BD breaker should be in ON position in both DTCs & in
both NDTCs.
➢ After moving Battery supply switch to ON position in
working DTC, AAC will work in all TCs.
➢ Working of AAC can be observed in DDU.
➢ 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.
➢ AAC creates pressure in Panto reservoir. With this pressure Pantograph can be raised and
VCB can be closed. Panto reservoir is of 25 Litres capacity. Pressure creates in Panto
reservoir in 140 seconds.
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➢ 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
reservoir.
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➢
MR Pressure creation with MAC
➢ Main Air compressor (MAC) is provided in all
DTCs and in NDTCs.
➢ MAC is provided in underslung of DTC &
NDTC.
➢ MAC is a oil free compressor.
➢ 4 No. of MACs are provided in 16 car rake and
2 No. of MACs are provided in 8 car rakes.
➢ MAC works with 415 Volts 3 phase AC supply.
➢ After energisng T18 rake, MAC works
automatically. No need to close any switch.
➢ Ensure working of MAC from DDU.
➢ Compressed air passes via flexible pipe and via Air dryer.
➢ One safety valve between MAC & Air dryer set at 12 kg/cm2.
➢ After Air dryer one filter is provided to filter the air.
➢ 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.
Pressure sensor will work first for Cut-in at 8.5 kg/cm2 & below and Cut-off at 10 kg/cm2 and
ETTC/BZA Page 135

above. Pressure sensor is failed, Pressure switch will act as redundant Cut-in at 7.5 kg/cm2 in
RDM mode & below and Cut-off at 10kg/cm2 and above.
➢ MR reservoir capacity is 200 Litres.
➢ 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.
➢ Auto drain valve is operated by a magnet vale to drain out the moister from MR tank. For
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.
➢ MR gauge is provided to see the MR pressure. MR pressure can also be observed in digital in
DDU.
➢ MAC isolation COC is provided to isolate MAC air supply into MR equalising pipe
Compressor management:
1) During initial charging i.e., when rake is energised (between 0 to 10 kg/cm2) all 4
compressors will work in 16 car T18 rake. Working of MACs can be observed in DDU in
Rake information screen.
2) After creating full pressure and in between 8.5 kg/cm2 to 10 kg/cm2 only two MACs will
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.
3) To start all MACs, press ‘start all MAC’ push button switch in CRW panel.
Utilisation of MR pressure in DTC:

1) BCH for BP pressure creation
2) Doors opening & closing
3) Air spring operation.
4) Toilet for vacuum flush.
5) Parking Brakes.
6) EP brake system.
7) Horns.
Utilisation of MR pressure in MC & NDTC:
4) Parking Brakes.
5) EP brake system.
6) Horns.
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Utilisation of MR pressure in TC:

1) Panto & VCB operation.
5) Parking Brakes.
6) EP brake system.
7) Horns.
Isolation of MAC:
MAC can be isolated in 2 ways
1) Through DDU or
2) Through MAC isolation switch.
Isolation of MAC through DDU
1) MCH should be in coasting position.
2) Speed should be ‘0’.
3) Press Maintenance mode
4) Press train settings
5) Press Compressor control
6) Basic Unit1, 2 , 5 & 6 MAC isolation window will open. Select isolation button of the
required basic unit.
7) After isolating the MAC of a particular unit observe for the isolated MAC icon in the DDU
(Black background with yellow icon colour).
8) If MAC is isolated in any basic unit, MR pressure can be maintained by other MACs of other
Basic units.
9) After isolating MAC, due to any reason if Battery is reset then isolated MAC will come into
service. To isolate MAC again isolate through DDU.
Isolation of MAC with ‘MAC isolation’ switch.
1) MAC isolation switch is provided in both DTCs & in both NDTCs.
2) To isolate the particular MAC of a basic unit, go to that DTC or NDTC and then operate
MAC isolation switch.
3) MAC isolation switch is having 3 positions i.e., ‘AUTO’, ‘OFF’ & ‘ON’
4) In Auto position MAC will work according to scheduling (Compressor management).
5) In OFF position, MAC will isolate.
6) In ON position, MAC will work without scheduling (Cut-in & Cut-off takes place).
7) To isolate MAC of a particular basic unit, keep the MAC isolation switch in OFF position
after going to that DTC or NDTC.
8) This procedure is permanent isolation of MAC. To bring back the MAC into service, keep the
same MAC switch to AUTO position then compressor will work according to scheduling
(Compressor management).
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BRAKE SYSTEM
Following are the different types of brake systems present in Train Set 18:
1. Regenerative brake or electro dynamic brake
2. Pneumatic brake or auto brake (Service brake and emergency brake)
3. Electro-pneumatic brake (Service brake and emergency brake)
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.
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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 relay valve BCU. 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:
Master controller
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
controller will be active to issue command.
TCAS Interface
At present, there is no TCAS interface in Train Set. But provision is given to incorporate this
feature in future. Two TCAS brake application related digital inputs are interfaced with CCU to
know the brake status/request of TCAS. One digital input gives information about service brake
request and the second digital input gives information about emergency brake applied information.
In case of service brake request given by TCAS through digital input, CCU considers it as full-
service brake request.
CCU1 and CCU2
CCU1 and CCU2 is redundant control system located in DTC and interfaced with Master controller
for reading brake commands. It also calculates the brake force based on the train weight (load
sensors), availability of different EP units and regenerative brake force available. Then it
redistributes all the brake force among different basic units for brake application through ETB.
MCU and MCUR
MCU receives total brake force to be applied from CCU through ETB. After that MCU calculates
the available regenerative brake force and remaining are considered as EP brake. So always priority
is given to ED brake while applying the service brake. Remaining brake effort is applied as EP
brake in trailer coaches first, then in MC coach. Normally MCU will act as EP brake master and
communicates with both EBCUs of that coach. In case of failure of MCU as EP brake master,
MCUR will take over as EP brake master and communicates with EBCUs for EP brake application.
EP brake force = Total brake force - Available regenerative brake force
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System overview/Architecture
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Application and holding valve

Application and holding valves are solenoid valves which are available in EP brake unit.
Application valve is energized to open solenoid valve. It is used to charge the air into brake cylinder
for application of EP brake. Similarly holding solenoid valve is energized to close valve. It is used
to discharge the air from brake cylinder for release of EP brake.
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.
Input arriving from the master controller, in conjunction with the control of magnet valves within
the DCL-controller (B03.A) at the BCU (B03). The microprocessor control logic includes fault
diagnosis as well as a fault indication to facilitate maintenance and operation. Compressed air for
the operation of the friction brake system is tapped from the main reservoir equalizing pipe (MR –
A07). The pressure in the MRP is monitored by a pressure switch (B07). This pressure switch is
connected to the propulsion interlock circuit and prevents the car from being moved if the pressure
level in the main reservoir equalizing pipe is not sufficient.
CAUTION - The car builder must ensure that the train cannot start traction, in case the MR-
pressure is below 6.5 kg/cm2. This pressure switch B07 is connected to the propulsion interlock
circuit and prevents the car from being moved if the pressure level in the main reservoir equalizing
pipe is not sufficient.
The cock B04 isolates the complete BCU (B03) and thus one complete bogie. The cock B04/1 and
B04/2 isolate the direct EP-Brake. Under this condition, only the indirect BP brake can be applied at
that isolated unit. The cock B01.3 releases the brake cylinder pressure of one complete bogie.
CAUTION: The air supply to the unit can be isolated by means of vented cut-out cocks (B04,
B04/1, and B04/2). The car builder must ensure that the cocks are correctly positioned before the
train starts service and apply necessary performance restrictions, in case the cocks are closed and
the train must be moved / set in service.
The EP converter (B03.A) modulates the electric friction brake demand signal from the electronic
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
brake signal corresponding to the portion of the friction braking required meeting the total braking
demand. The EP converter is equipped with a charging magnet valve and a venting magnet valve.
The signal of the pressure transducer (B03.J) indicates the actual pressure level in the control unit.
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
in the control volume. This technique provides a high accuracy, linearity and repeatability.
ETTC/BZA Page 141

ETTC/BZA Page 142

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 STV200 (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.
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At normal service brake conditions (As long as the electro-pneumatic is operative) the brake pipe
pressure is kept at a constant release pressure (5 bar) as long as the handle of the drivers brake valve
FB11 is maintained in “driving” position in the active drivers’ cab. The pre-control pressure is then
fed via the duplex check valve (B03.G) and the load dependent pressure limiting valve (B03.F),
which limits the pressure level according to the actual pneumatic load signal from the secondary
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
ETTC/BZA Page 144

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.
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WHEEL-SLIDE PROTECTION EQUIPMENT:

The printed circuit boards for the wheel slide control are also included in the microprocessor-based
brake control electronics (BCE) (B26). The BCE detects the speed of each axle and controls the
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.
Holding Brakes
The holding brake is the brake used to keep the train at standstill for short durations (e.g. stop at
station) and to prevent rolling backwards during start at slope. For parking, the parking brake must
be used. The holding brake functionality is accomplished by usage of the EP brake. The holding
brake is automatically controlled by Traction control and Brake unit control.
The driver has no specific control over holding brake functionality. It is fully automatic. The aim
is that the EP brake system reaches the holding brake when the train reaches a speed of zero.
Holding brake pressure is 1.8 to 2.2 Kg/Cm2.
On moving MCH to train side Holding brake will release automatically.
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Electro dynamic / Regenerative Brakes

In Medha rake, Regenerative and EP blended brakes are preferred service brakes and applied with
the help of MCH.
Normally as per requirement, EP and Regenerative brakes are suitably blended with the help of
microprocessor control. In case of failure of regenerative braking EP brakes takes over.
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
switch (B01.B10) is used to prevent the car from being moved under power until the spring-applied
ETTC/BZA Page 147

actuators are released. The car builder must ensure that the train cannot start traction, in case the
brakes are applied (indicated by B01.B10).
Once the train is shut-off, emergency brakes are applied (due to de-energizing of the emergency
brake loop). Over an extended period of time, the pressure in the service brake cylinders starts to
fall and simultaneously the parking brake starts to apply. This ensures that the vehicle is safely
immobilized.
1) Parking brake is provided in all coaches to wheel No 1, 4, 5 & 8.
2) For application and release of Parking brakes in DTC –CRW panel, Apply PB and
Release PB switches are provided
3) After rake energisation, before moving the Rake, crew has to release PB.
4) PB Pressure switch is connected to the propulsion interlock circuit and prevents the
car from being moved if in applied condition
5) During release condition Air pressure will be admitted into PB cylinders and parking
brakes will release.
6) During application of PB Air pressure will exhaust and parking brakes will apply.
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
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.
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ETTC/BZA Page 149

Air Spring system in Train 18
ETTC/BZA Page 150

Air Spring used in Train 18 as a secondary suspension without Bolster to provide

comfort to the passenger by absorbing shocks and vibrations. Air spring is working on
totally control by air (pneumatic system).
Advantages of air suspension
➢ Constant floor height of coach.
➢ Excellent ride comfort.
➢ Safe running of train.
➢ Virtually Constant natural frequency from tare to full loads.
➢ Integral input signal for load dependent braking and acceleration.
➢ Isolation of structure borne noise.
➢ Improved reliability, reduced maintenance.
➢ High durability.
➢ Possibility of voluntarily choosing air spring characteristics.
➢ In Train 18 BC pressure changes according to Air spring pressure.
Air Springs system
➢ MR pressure should be 8.5 to 10 bar.
➢ Air spring main isolation COC inside ‘B01’ panel should be in open position.
➢ During initial energisation, when MR pressure created more than 7.5 bar then only
pressure goes to Air spring system.
➢ Pressure charges in the 75 Liters MR tank for Air spring, 4 Air springs via leveling
valve and 50L reservoirs of every Air spring in every coach.
➢ Every bogie is provided with one pressure governor to ensure availability of air
pressure above 1.5 bar (in both LB panel).
➢ Due to any reason if pressure is dropped below 1.5 bar, a duplex valve is provided
between two air springs of bogie to compensate the pressure.
➢ Due to any reason if the pressure falls below 1.5bar and unable to cope up, ‘MIN1AS
failed’ lamp will glow on LP desk followed by message.
➢ For isolation of Air spring, each bogie is provided with Isolation COC in LB panel
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.
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TROUBLESHOOTING OF MR & BP PROBLEMS:

➢ Switch OFF Master Control Key to distinguish Leakage between MR or BP leakage
➢ MR & BP both dropping means MR Leakage.
➢ MR resumes and BP dropping means BP leakage.
1) Leakage before Main MR Cock (CIC) of DTC/NDTC
Close Main MR Cock (CIC coc)
1) Isolate MAC
2) Work further with other BUs MAC pressure.
2) Procedure for Isolation of Main Air Compressor (MAC):
MAC can be isolated in 2 ways
1) Through DDU or
2) Through MAC isolation switch.
2.1) Isolation of MAC through DDU
1) MCH should be in coasting position.
2) Speed should be ‘0’.
3) Press Maintenance mode
4) Press train settings
5) Press Compressor control
6) Basic Unit1, 2, 5 & 6 MAC isolation window will open. Select isolation button of the
required basic unit.
7) After isolating the MAC of a particular unit observe for the isolated MAC icon in the
DDU.
8) If MAC is isolated in any basic unit, MR pressure can be maintained by other MACs
of other Basic units.
9) After isolating MAC, due to any reason if Battery is reset then isolated MAC will
come into service. To isolate MAC again isolate through DDU.
2.2) Isolation of MAC with ‘MAC isolation’ switch.
1) MAC isolation switch is provided in both DTCs & in both NDTCs.
2) To isolate the particular MAC of a basic unit, go to that DTC or NDTC and then
operate MAC isolation switch.
3) MAC isolation switch is having 3 positions i.e., ‘AUTO’, ‘OFF’ & ‘ON’
4) In Auto position MAC will work according to scheduling (Compressor management).
5) In OFF position, MAC will isolate.
6) In ON position, MAC will work without scheduling (Cut-in & Cut-off takes place).
7) To isolate MAC permanently of a particular basic unit, keep the MAC isolation switch
in OFF position after going to that DTC or NDTC.
8) To bring back the MAC into service, keep the same MAC switch to AUTO position
then compressor will work according to scheduling (Compressor management).
ETTC/BZA Page 152

3) MR Leakage after Main MR Cock (IMAC) in leading DTC:

1) Close MR End cocs of DTC and MC
2) MR will be ‘0’, BP cannot charge from leading DTC.
3) Isolate concern MAC as per the procedure.
4) Close PB isolation Cock and Release PB for that DTC. And also override the parking
brake of that coach in maintenance mode otherwise traction will not come.
5) Energize rear DTC and create MR, BP pressures, push the train carefully to next block
station (15 kmph).
6) TMR has to travel in leading DTC.
7) Horns will not work. TMR has to use mouth whistle.
8) Ensure all brakes are release before moving (MIN one brake apply lamp extinguish)
9) V max will be 15kmph, clear section cautiously since Horns will not work in DTC.
After clearing section:
1) Attach Relief loco with CBC duly removing FRP covers.
2) Connect BP pipe of loco with Train set, Close BPIC cocks in both DTCs.
3) Energize rake from leading DTC.
4) Occupy the cab duly turning the cab occupation switch into ‘HPT’ mode.
5) Close BPIC cocks and MR pressure COC to BCH (left side of LP console area) in both
6) Create BP pressure in rake.
7) Release holding brake through DDU.
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.
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4) MR Leakage after CIC in any NDTC:

1) Close both rear MR End cocs of NDTC.
3) Isolate and Release PB for that NDTC. And also override the parking brake of that coach in
maintenance mode otherwise traction will not come.
5) Work with Vmax 60Kmph since air suspension not working in that NDTC.
6) Since MR pressure is not available doors will not operate in that NDTC.
7) Leading portion MR pressure maintains by leading MACs and trailing portion MR pressure
maintains by trailing MACs.
5) MR Leakage in TC/MC
1) Close both MR End cocks of concern TC.
2) Isolate and Release PB for that TC/MC. And also override the parking brake in maintenance
mode otherwise traction will not come.
4) Work with Vmax 60Kmph since air suspension not working in that TC.
5) Since MR pressure is not available doors will not operate.
6) MR Leakage after CIC in trailing DTC:
1) Close MR End cocs of DTC.
3) Isolate and Release PB for that DTC. And also override the parking brake of that coach in
maintenance mode otherwise traction will not come.
5) Clear block section carefully with 15 kmph or less.
6) After clearing to block station attach loco in rear duly removing FRP cover. Connect BP Pipe
with loco.
7) Close A-8/E70/Mode switches to trail in RE. Create BP pressure from Lading DTC and work
up to destination.
8) With relief engine max speed 60 kmph (air suspension not working)
9) Since MR pressure is not available doors will not operate in that DTC.
7) MR hose pipe damaged:
1) Close both side MR End cocs of DTC.
2) Work normal.
3) Leading portion MR pressure maintains by leading MACs and trailing portion MR pressure
maintains by trailing MACs.
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8) BP leakage in DTC, NTDC, MC and TC:

8.1) BP leakage in leading DTC:
1. Close BP additional COCs back of Cattle Guard. If unsuccessful
2. Close both BP end COCs of rear side of DTC & leading side of MC.
3. Release brakes in that coach by closing both BIC by the side of LB panel.
4. Energize the rake from Rear DTC and charge BP and MR pressures.
5. Guard has to travel in leading DTC to clear section. Horns will work.
6. Detrain the passengers in the leading DTC and inform them to sit in the next
coach.
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).
After clearing section,
1. Attach Relief loco with CBC duly removing FRP covers in front of DTC.
2. Attach the loco with Train set formation.
3. Couple RE loco BP with DTC MR pipe and again MR pipe to BP at rear MC
(By passing of pressure).
4. Close BPIC cocks and MR pressure COC to BCH (left side of LP console
area) in both leading & trailing DTCs
5. Occupy the cab duly turning the cab occupation switch into HPT mode.
6. Close MAC isolation COC in DTC and isolate MAC.
7. Energize rake form leading DTC for passenger amenities working.
8. Release holding brake through DDU.
9. Open BP cock in between loco and DTC of Train set. Create BP by Loco and
MR pressure by Train set.
10. Except lading DTC in reaming coaches Auto brakes applies.
11. Crew must be in train set for opening and closing of VCB at every Neutral
section.
12. SR 60 kmph to be maintained for Air spring will not have pressure.
9) BP leakage in any TC/MC/NDTC
1. Connect BP air hose with MR air hose of defective coach and further connect MR Air hose
to BP air hose of other end good coach. (BP-MR-BP connection-By pass).
2. Release brakes in that coach by closing both BIC by the side of LB panel.
3. Create BP pressure up to last DTC.
4. In case of NDTC close CIC and isolate MAC (since MR pipe is used for BP pressure
bypassing).
6. BP over ridding to be done for traction in maintenance mode.
ETTC/BZA Page 155

7. Ensure releasing of Parking rakes. And ensure ‘Miin 1 brake lamp’ extinguishes before
starting.
10) BP leakage in rear DTC:
1. Close both BP end COCs of front side of rear DTC.
2. Attach loco in rear, create BP pressure up to Loco duly bypassing the BP-MR and BP in
rear DTC and adjacent motor coach.
3. Release brakes in that coach
4. BP over ridding to be done for traction in maintenance mode.
11) BP leakage in any BP hose pipe:
1. Change the hose pipe and work the train.
12) Release/Isolation of parking brake
Causes:
1. Parking Brake apply command given from DTC or TMR’s cab.
2. MR Pressure less (less than 2 Kg/cm2).
3. Parking brake MCB in one or more coaches may be tripped
4. Parking brake Cock close under one or more coaches.
5. Parking Brake Magnet Valve de-energised.
Indication:
1. Parking brake applied symbol will appear on DDU for one or more coaches.
2. PB apply push button may show blue colour backlight steady.
Action:
1. Release the parking brakes by pressing the ‘parking brake release’ push button in
D/Cab and observe parking brake status on DDU, parking brake gauge.
2. Ensure parking brake MCB, if found tripped, reset the same. Apply and release parking
brakes once and ensure that blue light 'Apply Push Button' is extinguished.
3. Ensure Parking Brake isolating cocks are open in ‘B0-1’ panel.
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,
release manually by pulling the lever at each PB cylinder of that coach. If PB isolation
coc is closed and Parking brakes are released manually, override the parking brake of
that coach in maintenance mode otherwise traction will not come.
5. Inform to TLC
Note: Parking brakes can only be released from driving cab where master key is
switched ON
13) Isolation of Brake binding in one Coach:
Cause: Brake unit defective.
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Indication:
1. Brake applied indication on DDU and Min One Brake applied lamp glow
2. Text Message ‘Stuck brake detection’.
Action to be taken:
1. Identify the affected coach on DDU. Ensure parking brakes are released.
2. Apply and release EP 2-3 times and check on DDU whether brake binding is released.
3. Close bogie cock and ensure brake is released and Open BIC again.
4. If again brake binding takes place, isolate again with the above procedure and close
5. bogie cock.
6. V MAX drops 5 kmph for 16 car formation and 10 kmph drops for 8 car formation.
7. If not successful, inform TLC
ELECTRICAL FAILURES:
14) DDU display blank:
1. DDU supply TCMS Display MCB is tripped.
2. Display is defective.
Indication:
1. DDU display is dark.
2. Operate switch over in CCTV computer for DDU indication.
3. Train may work normal even if DDU display is dark
Action
1. Ensure that the DDU supply TCMS Display MCB in is SET position.
2. Trip & SET above MCB.
3. If MCB is not tripped, switchover the DDU to CCTV by touching the “SWITCH” soft
key in CCTV. Now CCTV will not show CCTV screen.
4. Try for traction, if coming work normal duly informing TLC.
15) Train moving sluggish / desired speed not achieved:
MR or BP pressures less.
1. DDU in Maintenance mode (Speed will be restricted to 15 Kmph).
2. Brake binding in one or more units.
3. Air suspension failure (Speed will automatically restricted to 60 Kmph)
Indication:
1. In case of brake binding and air spring failure, fault message will appear on DDU with
coach no.
Action
1. If MR pressure is less,
2. Ensure compressors are working by selecting ‘Air Supply’ screen on DDU'
ETTC/BZA Page 157

3. If compressors are not working switch ON them through DDU or ‘START ALL MAC’
switch provided CRW panel.
4. If MR pressure not building up despite working of compressors, find out leakage and
attend it.
5. If BP pressure is not sufficient find out leakage in BP pipeline and attend.
6. If brake binding observed, isolate brake binding as per given procedure.
7. In case of failure of Air suspension in one or more coaches, inform TLC.
16) Failure of Head light during night:
1. Head light ON/OFF switch is defective.
2. Head light MCB tripped in DTC.
Action
1. Operate Headlight ON/OFF switch 2-3 times.
2. Check BA voltage above 90 V in leading DTC.
3. Ensure all MCBs are SET.
4. If there is total failure of Head light circuits, switch on Marker lights work as per G&SR.
17) Failure of flasher light:
1. Flasher light ON/OFF switches LP and ALP side may be operated.
2. Flasher light MCB tripped in DTC. Operate flasher light ON/OFF switch 2-3 times.
4. Ensure Flasher supply unit of ‘C’ panel is in ON position and operate selector switch to
‘Standby’ position.
5. In case Flasher light starts, work normal.
6. If flasher light still not working contact TLC.
18) Failure of signal bells:
1. Push button is defective.
2. MCB may be tripped.
Action:
2. Operate push buttons 2-3 times both LP & ALP side.
3. If all fails, Use IC communication or Flags and work the train.
19) Failure of Lights and RMPU in passenger area:
1. Failure of lights and RMPU circuit.
2. Failure of control technology.
Indication:
1. Lights and RMPUs not working in one coach.
2. Lights and RMUs are not working in full train.
Action:
1. Check the Lights BN MCBs position. If trip reset.
ETTC/BZA Page 158

2. Ensure RMPU control switch is in ON position and glowing of RMPU light in DTCs.
3. Operate the switch 1 or 2 times and try.
4. Check MCBs of RMPU in defect coach.
5. If not successful, inform TLC/AC technician and work normal.
20) Pneumatic Horn:
1. There are two pneumatically operated horns on DTC
2. In DTC both horns can be activated with either at LP or ALP/TMR side
3. To isolate Horns, Horn COC is available at LP side below BCH.
4. Follow G&SR
21) Tail Light:/Marker light
1. At ALP/TMR side, white marker and Red Marker lights switches are provide.
2. Leading White marker lights are to be kept in working.
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. If rake is held up in between stations, try to pull the train up to first available platform in
RDM or Override mode.
9. Seek help of Guard for simple checks in his cab.
10. 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.
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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
2. Ensure VCBs are in close position in all BUs or in some BUs,
3. Arrest the air leakages if any. (Some time all Main Air Compressors (MACs) stop
running due to all “MAC isolation” OR “MAC management failure” resulting in drop /
reduction of MR and BP pressure. This failure may be due to failure of Air Dryers
resulting into isolation of MAC).
4. Observe the Overview / rake Information screen of DDU.
5. The pictogram of MAC is in ‘Red’ colour on DDU. PRESS “FAULT
6. 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 6.0 Kg/cm2).
7. Turn the “Start All Main Air Compressor” push button provided on Cab Rear Wall
(ECC) panel. Observe that sufficient pressure is buildup.
8. Inform TLC for further assistance.
ETTC/BZA Page 160

FIRE DETECTION SYSTEM
1. Train 18 is having automatic fire/smoke detection system. This is capable of detecting a

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.
2. In the event of detection of a smoke/fire, the air conditioning system will be controlled
to minimize the spread of fire to promote the escape of passenger. In the event of
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
conditioning system fresh air intake if not done automatically. The entire control panel
is secured through mechanical keys & access to software is also secure through Access
Keys/ Passwords. Communication of the data being monitored is being enabled through
a RS485 and RS232 protocol board mounted on the Control Panel Motherboard.
3. The power supply to the Control Panel & ASD & Ancillary circuits within the control
panel is ensured through a 110V ± 30% to 24V DC-DC converter designed & mounted
within the Local control panel.
4. The field wiring for wiring of the control panel through the coach power supply circuit
and the instrument cable required for connecting the audible alarm etc.
ETTC/BZA Page 161

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.
4. At ECC panel, Switch On AAC, create RS pressure.
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.
6. Raise the Pantograph and close VCB.
7. MAC will start working and MR pressure will buildup.
8. Keep ADCR switch in Bypass if required.
9. Raise Panto graph, Close VCB by using switches at ECC.
10. After creation of MR pressure, Rake is ready to move.
11. In shunting panel select the Cab.
12. Select the Direction
13. Operate Drive /Brake Push buttons are per the requirement.
14. If require press Emergency Brake push button for stopping.
15. Move the Unit slowly for shunting duly standing at appropriate location.
16. Horn is not available.
17. Speed is restricted to 15 kmph.
18. Only EP brake is available.
ETTC/BZA Page 162

Driving from DTC by using Shunting panel:

Whenever MCH handle is struckup or Basic unit is seperated, drive the
train by using shunting panel of DTC.
Rake level operation.
1) Energise the rake in normal procedure.
2) Insert shunting panel key ( not master key) and turn to
‘Shunting’ mode.
3) Select the TE/BE limitation (mode selection) as per requirement
(33% or 67% or 100%)
4) Select the direction.
5) For driving press ‘DRIVE’ push button.
6) For braking press ‘BRAKE’ push button. Only EP brake will
apply.
7) BCH, EMR BRAKE, EMR OFF & ALP emergency brake are in
service.
8) Normal speed is possible until and unless speed limit switch is not pressed. If Speed limit
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.
ETTC/BZA Page 163

Automatic Door system

Each car isequipped with 4 single leaf automatic sliding plug doors.
The door control unit controls the following:
➢ Automatic Operation of Door leaf
➢ Automatic Operation of Step
TechnicalSystemData:
Voltage supply 110VDC+25/-30%
Pressuresupply 5 –9bar (IFE pressure regulator is pre-set at 6bar)
Dooropeningtime 4±1 seconds
Doorclosingtime 4±1seconds
Stepopeningtime 2±1seconds
Stepclosingtime 2±1seconds
Average power consumption of thedoor 140W(openingandclosingsequence)
Maximum power consumption of 500W(foratimeof 500ms)during
thedoor locking,unlocking&reopening.
Freeopeningwidthdoor 800+5/-0mm
Freeopeningwidthstep 150+5/-0mm
Squeezing force <150Neffectiveforthefirstclosingsequence
<200Neffectivefor thefollowingclosingsequences
<300Npeak
ETTC/BZA Page 164

Emergency egress / access device

➢ Rotary handle, to turn 90°out of normal position for
emergency operation, spring loaded to normal position.
➢ Including limit switch “emergency access device operated”.
Doors can be opened manually.
Door Control Operations

1) Activation of Door control unit 6) Closingthedoors
2) Safety concept 7) Door closed loop
3) No motion 8) Doorobstacledetection
4) Door status via RS485 9) Door Emergency device (inside)
5) Openingthedoors 10) Door Emergency device (outside)
1) Activation of Door Control Unit

a) Door and step are closed and locked
b) The door and step stays in the closed and locked position
c) Door not closed and locked
d) The door will be closed automatically independent on the train line status.
2) Safetyconcepts
General Issues
Each door entrance is equipped with a solenoid valve, which ensures that the
unlocking cylinder will not be supplied with pressure supply if Speed more than
5kmph =“1”. In this case the door cannot be unlocked and opened electrically.
Activation of DCU safety relay
The condition must be fulfilled to energize the safety relay:
-hardwired no motion active and hard-wired signal Speed more than 5 kmphinactive
3) No motion:
DCU will get speed signal from both network and hardwire. And it will be
considered as “no motion” only if the following requirements are met, otherwise it
will be considered non-no motion.
TCMS communication in normal operation:
a) Hardwire signal” no motion” is active and
b) Hardwire signal Speed more than 5 kmph is inactive And
c) Network signal” zero speed” indicates zero speed signal enable
TCMS communication fails:
a) Hardwire signal” no motion” is active and
b) Hardwire signal Speed more than 5 kmph is inactive
ETTC/BZA Page 165

4) Door status via RS485 :

a) Door closed
b) Door fully open
c) Door emergency device activated
d) Door out of service
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
with compressed air
d) Door motor will be switched ON, to control the door in open direction.
6) Closing the Doors:
a) After receiving Door warning bell, DCU will flash internal & external door indicator.
b) Solenoid valve “Open” will be switched off.
c) Solenoid valve “Close” will be switched On
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.
f) Step is energized to close direction.
7) Door closed loop:
Signal Signal level

Closed if:
Door safety loop ➢ Door closed and locked and
➢ Safety relay at POM deactivated and
➢ Door 98% closed and
➢ Door not emergency operated (Inside and outside)
OR
Door mechanically isolated
AND
➢ Step closed and Only in
➢ Step not emergency operated and ‘Version 1’
➢ Safety relay at SMM2 deactivated
OR
➢ Step electrically isolated
8) Door obstacle detection
9) Door Emergency device (inside)
10) Door Emergency device (outside)
ETTC/BZA Page 166

Lamp indications for Doors
ETTC/BZA Page 167

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.
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
bypass to be given to get traction.
ETTC/BZA Page 168

➢ Doors opening not possible 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.
ETTC/BZA Page 169

Train Set 18 Bogie
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.
ETTC/BZA Page 170

ETTC/BZA Page 171

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.
ETTC/BZA Page 172

Block diagram
ETTC/BZA Page 173

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
ETTC/BZA Page 174

Main Communication Panel

➢ MCP has 7” touch screen based TFT LCD Display for user interface.
➢ This Module is mounted on the driver desk.
➢ This module is mainly used for
● Route selection
● Displaying the route information to the user (LP/TMR)
● Displaying the Menu Options
● Accessing the audio features like PA, IC and ETBU
➢ It has GPS interface to get real time GPS co-ordinates.
➢ Train route database of the PIS system is stored in MCP.
➢ It has Ethernet interface with CCTV Display through Ethernet switch for displaying
● Nearby cameras when ETBU is operated and
● To show the rear-view camera when station is arrived.
➢ It has RS422 interface with Train Radio for future purpose.
➢ It has an interface with Microphone to enable the PA, IC and ETB feature.
➢ It records the audio conversation of ETBU call with GPS time stamp and sends the data to
MAR system to store the data.
Car Control Unit (CC)
➢ The Car Control (CC) unit acts as an amplifier for driving the Saloon loud speakers which are
placed in each car of the train.
➢ It gets the information from MCP for announcement.
➢ It has an interface with two ANM's to capture the ambient noise level in the coach.
➢ Based on the ambient noise level in the coach, the volume is adjusted automatically.
➢ Speakers are routed from CC in each coach by 50% audio sharing from next coach.
Head Code Display (HCD)
➢ The Head Code Display comprises of LED boards.
➢ HCD is provided at the front end of the driving coach (leading and trailing) above the lookout
glass.
➢ It is placed at the front side of each end of the
Driving Coach (Leading and Trailing).
➢ It will display the following information in Hindi,
English and regional languages
● Destination station.
➢ In case of communication failure to HCD, destination can be selected from TCMS display
ETTC/BZA Page 175

Side Destination Board Display Unit (SDBD)

➢ Side Destination Board Display System is
provided at each side of the coach.
➢ It displays the following information in two
windows
● in one window, Coach number and Train
number,
● In second window, Train name, Source to
Destination, Via stations in English, Hindi and Regional language.
Single Side Display
➢ The In-coach LED Display unit comprises of 16x144 matrix Multi Colour LED boards.
➢ It displays the route related information like present station and next station to the passengers
throughout the journey.
➢ In addition to the route related data, it will display
Coach ID, Speed of the train.
➢ It receives the journey information from MCP.
In coach LCD Display
➢ In-coach displays are 32” LCD displays.
➢ They are interfaced to IFTCU unit through Ethernet interface.
➢ They are used to display the following information to the passengers sitting inside the coach.
● Default Welcome and farewell ● Running speed
messages ● Platform side
● Originating and destination station ● Advertisements
● Current Date & Time ● Safety Messages
● Current location of the train ● Dynamic Route Map
● Name of approaching station ● Onboard facilities
● Current and next Halting Station ● Approximate distance to next
● Next interchange point station
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.
➢ When ETBU request is received to MCP, MCP will give the
information to CCTV display to enable the nearby cameras of the
ETBU.
ETTC/BZA Page 176

Ambient Noise Measurement Module (ANM)

➢ ANM is basically a noise measurement module to adjust the
announcements volume level in passenger area based on the
surrounding noise with comprised 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 coach.
➢ 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
➢ 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
ETTC/BZA Page 177

MAIN COMMUNICATION PANEL

Menu Screens
Power-Up & Initialization
After Powering up the system, MCP Menu screen After pressing Menu Access button on the
appears as shown below above screen, then MCP Menuscreen appears
as below.
Enter the Password (Ex:1) and press the Enter After pressing Operational mode, MCP
Button, then MCP Screen appears as shown below Screen appears as shown below
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
ETTC/BZA Page 178

Press on Select option (select Manual Message After selecting the Operational Mode button
by using Up & Down Arrows) as shown below. then default screen appears as shown below
Observe the selected manual message displaying
in ICD - LCD/SSD display.
Select Manual Audio message on the MCP and Observe the manual message on ICD -
verify the MCP Screen. Press on Select option LCD/SSD display and listen manual audio
and verify the MCP Screen (select Manual messages over saloon speakers.
Audio by using Up & Down Arrows) as shown
below.
ETTC/BZA Page 179

DVA Volume Control Selection DVA Volume Control Selection

After selecting the operational mode button then select DVA Volume Option on the MCP then
default screen appears as shown BELOW MCP Screen appears as shown in Fig.
DVA Volume Control Selection Public Announcement

Change the Volume level by pressing + and - After selecting the Operational Mode button
symbols then Press the Select button on MCP then the default screen appears as shown in
shown in Fig, based on that volume, level will vary Fig.
in Saloon speaker.
ETTC/BZA Page 180

Press PA option on the MCP Screen shown below During PA Enable MCP screen appears as
below
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.
through enable side of MCP Microphone. Voice is Speak through disable side of MCP
heard from Cab loudspeaker of other cab and Microphone and observe no voice is heard
Saloon loudspeakers of all coaches Press PA button from any of the Cab and Saloon
again on MCP then the MCP Screen as shown in loudspeakers.
Fig.
ETTC/BZA Page 181

IC Communication (Cab - Cab Communication)

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.
During IC Call, both MCP IC Indication option Press the IC option on MCP and Press on End
is changed to green color as shown below. Speak option
through Cab 1 of MCP Microphone. Voice is
heard from Cab-2 loudspeaker. Speak through
Cab 2 of MCP Microphone. Voice is heard from
Cab-1 loudspeaker.
ETTC/BZA Page 182

After ending the 'IC' call then, both MCP IC Emergency Talk Back Unit check (Guard -
Indication option is changed to default color as Passenger Communication)
shown below. Speak through Microphone of Cab After selecting the Operational Mode button
1 and Cab 2, No Voice is heard from any of the Check the default screen appears as shown
Cab loudspeakers. below
Press Push to Talk switch on ETBU any one of After pressing ETBU option on the MCP of Cab 1,
cars and verify the MCP screen ETBU Option as The MCP of Cab 1 appears as shown below
shown below.
ETTC/BZA Page 183

After accepting the ETBU call verify the MCP Press the ETBU option again on MCP to End
screen of Cab 1 appears as shown below. the ETBU call, to end the ETBU call Press on
ETBU option on MCP is changed to green color End button and verify the MCP Screen appears
and ETBU LED also changes to green color. as shown below.
Verify the default Screen of MCP appears as Press Push to Talk switch on ETBU of any
shown below. Once ETBU call is rejected or coach and verify the MCP screen as shown
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.
ETTC/BZA Page 184

Press ETBU option on the MCP as shown below. After pressing on Reject option on MCP and
observed the Screen appears as shown below.
ETBU call is rejected or Ended the data related
to that particular ETBU call is removed from
the Queue list and ETBU option on MCP
changed to normal state and ETBU LED also
changed to OFF state.
Journey Selection
After selecting the Operational Mode button Press Journey Selection Option on MCP then
Check the default screen appears as shown in the MCP Screen appears as shown below.
Fig.
ETTC/BZA Page 185

Enter the train no and Press on Select button and Press on Yes button to continue the journey
verify MCP screen appears as shown below. selection.
Verify MCP screen after route selection
appears as shown in Fig.
Verify the announcements and Display messages after route selection.

Route start messages:
➢ Played Audio:
➢ Route start messages is played from all saloon loudspeakers in English, Hindi and Regional
Language.
Example:
➢ “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
ETTC/BZA Page 186

INFOTAINMENT
INTRODUCTION
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
LCD / LED displays for Travel Information
1. The system supports to play
➢ Movies in at least 4 languages (Hindi, English and 2 regional languages.
➢ Animation movies for kids
➢ Songs in at least 4 languages (Hindi, English and 2 regionallanguages)
2. The W-Fi System has GPS based train information such as
➢ Current location,
➢ Next location,
➢ Estimated Time of Arrival,
➢ Delay, and
➢ Speed.
3. Provision for on board assistance services for Meals, Linen, Cleanliness etc.,over Wi-Fi
4. Emergency messaging services over Wi-Fi for Medical emergencies, security and any
untoward incidences will be provided
5. Multiple streaming solution to support content play on Laptop, Android devices and IOS
devices are provided
6. The system is having Browser based solution which is commonly used on all devices
7. Provision for Video and static advertisement insertion options
8. Content protection methods is provided to avoid any illegal content downloads by the
passengers
9. Provision to upload content from one place to other even though the coaches work
independently without inter coach couplers
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
ETTC/BZA Page 187

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.
17. IFTCU has SATA based 512GB SSD storage for audio and video contents.
18. 32” LCD/LED Displays are interfaced with Ethernet Through Wifi Access Points
19. It has PoE based GbE (Giga bit Ethernet) port for communicating with Wi-Fi Access Points.
20. It will receive following travel related information from the MCP through Ethernet switch
➢ Default welcome and farewell messages
➢ Originating & Destination station/Route map
➢ Date and time
➢ Speed
➢ Current and next station
➢ Onboard facilities available
➢ Approximate distance to next station
➢ Late running status
➢ Train arrival and departure times with route map
➢ Safety messages
➢ Time to Next Station
➢ Next Interchange Points
➢ Platform Side
➢ Passenger related Safety Information
➢ Pictures/ Video Messages for Advertisement or other purposes
21. Each coach consists of two WiFi Access points for streaming the content to passengers mobile
/ laptops.
22. WiFi access point is connected through IFTCU using PoE (Power Over Ethernet).
ETTC/BZA Page 188

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.
➢ Train overview
➢ Door system
➢ Comfort systems
➢ Emergency brake
➢ Passenger alarm system
➢ PA & PIS
2) Options
Menu
Menu On Left side of the display
shows two options,
◦ Coaches
◦ Diagnosis Screen
a) Coaches
• Shows the all-coaches names.
• Live view page is four
window split screen.
ETTC/BZA Page 189

For particular coach

cameras viewing, that
particular coach needs to
be selected from coaches
list.
Single camera can be

viewed by clicking on that
camera name which is on
top of that camera live
view screen.
ETTC/BZA Page 190

Single Camera View
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
5) RPFCAM – Right Side Platform Camera
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.
ETTC/BZA Page 191

BUs
representation
Coaches
representation
Diagnosis
Screen
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
ETTC/BZA Page 192

a) This option is enabled when viewing single camera.

b) This option is used to switch to Previous/Next camera view manually.
Switch
a) This option is used to switch from one application to other application
Platform Cameras
a) Station arrival/departure information will be received from PIS system.
b) When station arrival information received to CCTV display, it will automatically switch to
rear/platform (Left Side or Right Side) view cameras.
1) When station departure information is received, display will go back to default mode.
2) Possibility of selecting other coach cameras is available in between station arrival and
departure.
ETBU Cameras
1) If any ETBU (Emergency Talk Back Unit) is operated in any of the coach, immediately
nearby two camera views are override on priority on CCTV display unit.
2) These ETBU nearby camera views are displayed immediately after getting the call from
passenger.
3) If LP /TMR rejects the call, display will go back to the previous screen.
4) If LP /TMR accept the call, ETBU nearby camera views are continuously displayed till the
ETBU call ends.
5) Possibility of selecting other coach cameras is not available in between ETBU call.
ETTC/BZA Page 193

CENTRALIZED COACH MONITORING SYSTEM (CCMS)

Centralized Coach Monitoring System (CCMS) for monitoring, recording and control of the air-
conditioning and other faults e.g., power supply failure etc. CCMS shall also run diagnostic routines
on the AC plant and generate alerts like low gas pressure in compressors, faulty sensors etc. CCMS
is available in Driver Trailer Car.
1) The CCMS shall have touch screen display and have suitable communication to micro
controller of RMPUs of each Car. The CCMS can use the same communication backbone as of
TCMS.
2) The CCMS shall also have GSM/GPRS based wireless modem through which information/alert
to control center/maintenance staff shall be communicated. Information should also be
available to the maintenance staff on a mobile application.
3) CCMS shall monitor the following:
a. Auto/bypassed mode working of Air Conditioning unit
b. Temperature (return air, supply air temperature and ambient temperature)
c. LP & HP tripping
d. Compressor tripping
e. AC motors tripping
These data shall be transmitted to the control center through GPRS/GSM regularly at suitable
intervals
ETTC/BZA Page 194

Semi-permanent couplers
Coupling provided in Train set is semi-permanent rigid coupling supplied by “Dellner” Company.
➢ Used mainly for train sets
➢ Permanent mechanical connection between different coaches that make a unit.
➢ Both coupling and uncoupling done manually
➢ It does not need to be uncoupled unless there is an emergency or when in maintenance
workshop.
➢ Safe and Rigid connection, No slack, Hence Jerk free and less wear and tear.
➢ Simple design, cost effective, sturdy and maintenance friendly.
Construction of Coupling.
The draft gear along with two stiff tubes is supplied by the firm in assembled condition. This is
mounted to the under frame by bolts and nuts adjacent to the front stopper.
➢ The clamping device is then fitted to the under frame next to rear stopper.
➢ The wedge block is then driven between draft gear and clamping device so that no clearance
is available at stoppers.
➢ The guide cone is inserted to the stiff tube opening. It allows easy centering with adjacent
coupler.
➢ When two coaches have been moved together, the two Socket Joints are placed over the
flanges of the coupler halves.
➢ The Socket Joints are then secured with four M16 Hex, Hd. Screws, Nuts and Securing
Plates.
ETTC/BZA Page 195

32 Point Action plan to avoid SPAD

1. LP and ALP to have complete rest before Sign-On.
2. LP and ALP to have proper road learning of the section.
3. LP and ALP to undergo BA test during Sign-On and Sign-Off.
4. LP and ALP to correctly identify their signal and call out the signal aspect with gesture.
5. Right hand signals to be repeated so, specifically.
6. LP and ALP to continue watching signal aspect and take accordingly, till they arrive close to the signal.
7. Restrictive aspect of signal like “Danger” to be called out repeatedly till the foot of the signal.
Note: ALP to observe whether speed of the train decreasing and be prepared to apply ALP emergency brake
if required.
8. LP to act purely according to the aspect of the signal given to him and not to presume any other things. He is
to follow “Signal & only signal”, nothing else.
9. LP to conduct Brake Feel Test, Brake Power Test and Brake Continuity Test wherever applicable.
10. LP should not have over confidence regarding brake power of his train
11. LP and ALP not to use mobile phones during sign-on to sign-off.
12. LP and ALP not to take instructions regarding signals on walkie-talkie.
13. LP and ALP not to bypass VCD and inform TLC while bypassing VCD only in case of malfunctioning of
VCD.
14. LP and ALP not to write “memo book”, not to take food or not to pack belongings etc., in the face of
approaching signals.
15. LI to monitor engineman ship of his LPs more closely and bring out his weak-areas for improvement. No LP
to be left overdue for monitoring.
16. LPs and LIs to highlight any signal visibility problems immediately for rectification.
17. Signal sighting committee’s recommendations to be implemented.
18. LIs to conduct ambush checks with speed guns and portable BA equipment, both in day and night.
19. ALPs to be trained in applying emergency brakes whenever required.
20. Sigma boards to be provided before stop signals to help in foggy weather etc.,
21. Recommended facilities to be provided in running room and quarterly inspection RRIC under ADRM,
should be conducted and its recommendations to be implemented.
22. Power officers to regularly check all LI’s dairy once in a month and take efforts to improve weak LPs.
23. Performance of LPs in training school and simulators to be watched.
24. SPM/CUG mobile data of LPs to be analyzed by LIs regularly.
25. Crewto be counselled about poor brake-power and quick release of brakes in BOXN HL and BCN HL rakes
with BMBS and twin pipe.
26. LPs not to allow unauthorized persons in cab and all persons in the cab are prohibited to speak on mobile
phone.
27. While approaching danger signals, use of only regenerative/RB braking should be avoided. He should use
A-9 necessarily.
28. Whenever trains are stopped at stations/at foot of the danger signals, formation brakes should be applied
with minimum reduction position of A9 barke.
29. LPs to work from proper cab while shunting and should not leave loco unmanned without proper securing.
30. ALPs not to leave working cab, for on run examination etc., while approaching danger signals.
31. Without passing aptitude test, LPs should not be utilized for MEMU/EMU trains.
32. Suitable reduction of speed while passing signals at “Caution” aspect and should be prepared to stop short of
stop signal at danger, as per GR3.07(3).
ETTC/BZA Page 196

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Train Set 18 Course material

S.No. Description Page No.

Technical Data of Train Set 18 (VANDE BHARAT)

Traction motor Current max. 175 Amps Cont.

Emergency braking distance values (EBD)

Weight of the formation

Type of Passengers No. of

24) Separate Air Conditioner for Driver’s Cab

S.No. Acronym Description

S.No. Acronym Description

S.No. Acronym Description

Comparison between loco hauled trains and Train-set 18

End basic unit is DTC+ MC1+ TC + MC2

DTC MC1 TC MC2

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

NDTC MC1 TC MC2

DRIVING TRAILER COACH (DTC)

DTC external view DTC cab internal view

DTC cab internal view

Equipment in DRIVING TRAILER COACH (DTC):

14) Outside of DTC

Equipment in MOTOR COACH

TRAILER COACH (TC)

Pantograph on Trailer Coach RMPU on Trailer Coach

Equipment in TRAILER COACH:

Equipment in each BCU (Brake control unit):

NON-DRIVING TRAILER COACH (NDTC)

Equipment in NON-DRIVING TRAILER COACH (NDTC):

6) Under truck (Water related) (Common in each coach)

PLUG DOORS (ENTRY DOORS)

SLIDING DOORS (TRANSIT DOORS)

DRIVER DESK LAYOUT EQUIPMENT

Section “A” of LP desk consists of 10 Panels

1 Cab light ON/OFF switch ( Short Lever)

MR & BP Gauge DDU Driver Display Unit Train Collision Avoidance

Panel “5” of section “A”

Panel “6” of section “A”

S.No. Lamp name Description

IV. TCAS emergency brakes applied in TCAS section.

Panel “9” of section

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

Panel “10” of section “A”

Driving control switches of section “B”

3. BP pressure will not drop and train will not stop.

Driving control switches of section “B”

Shunting operation Panel of section “B”

1) Mode selection Master Key ( Normal & Shunting)

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

3) Direction selection switch ( FWD & REV)

4) Speed limit Illuminated push button switch (Yellow)

5) Brake Push Illuminated Button switch (RED)

6) Drive Illuminated Push Button switch (Green)

ALP side operation Panel of section “B”

LIGHT RED (G)” button continuously.

Cab Rear wall panel (CRW Panel):

S.No. Name of the switch Positions Remarks

switch in ON position. ADCR also

Normal position light glows inside the switch. After

NDTC ECC Panel

S.No. Name of the switch Positions Remarks

50% OFF). Normal lights will glow in

S.No. Name of the switch Positions Remarks

lights) Normal position lights will glow when Battery Supply is

S.No. Name of the switch Positions Remarks