TROUBLE SHOOTING DIRECTORY FOR 25 kV AC EMU/ MEMU

CAMTECH/E/2009/TSD-AC DC EMU

Trouble Shooting Directory for 25 kV AC EMU/MEMU Draft

1

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CAMTECH/2009/E/TSD/AC EMU/1.1

December 2009

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TROUBLE SHOOTING DIRECTORY

FOR

25 kV AC EMU/ MEMU TARGET GROUP: Motorman & Running Maintenance Staff

lR;eso t;rs

CAMTECH/2009/E/TSD/AC EMU


2

TROUBLE SHOOTING DIRECTORY

FOR

25 kV AC EMU/ MEMU

QUALITY POLICY

“To develop safe, modern and cost

effective Railway Technology

complying with Statutory and

Regulatory requirements, through

excellence in Research, Designs and

Standards and Continual

improvements in Quality Management

System to cater to growing demand of

passenger and freight traffic on the

railways”.



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FOREWORD

With increasing passenger traffic in Metropolitans and their connected cities, reliability of AC EMU/ MEMUs has become very important to provide punctual and safe journey to our valued passengers.

As a step towards achieving the above, CAMTECH has

prepared this Trouble Shooting Directory which covers essential aspects of various procedures, troubles and their rectification in a brief and systematic manner. I hope this TSD will be very useful to our motormen and running maintenance staff of EMU/ MEMUs.

CAMTECH, GWALIOR S. C. SINGHAL Date: Executive Director



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PREFACE

This Trouble Shooting Directory for AC EMU/ MEMUs is prepared for the guidance of Motorman and running maintenance staff. This will be useful for motorman to rectify the faults in least time in section which will avoid inconvenience to the passengers.

This TSD covers common electrical, pneumatic and mechanical failures, occurring on line with their rectification measures in a stepwise manner. This TSD also covers important procedures.

It is clarified that this TSD does not supersede any existing provisions laid down by RDSO or Railway Board. The TSD is for guidance only and it is not a statutory document.

I am sincerely thankful to Director (PS & EMU)/ RDSO/ LKO for his valuable suggestions. I am also thankful to all field personnel who helped us in preparing this TSD.

Technological upgradation & learning is a continuous process. Please feel free to write to us for any addition/ modification in this TSD. We shall highly appreciate your contribution in this direction.

CAMTECH, GWALIOR JAIDEEP Date: Director Electrical



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CONTENTS

Chapter Description Page No.

Foreword iii Preface iv

Contents v Correction Slip ix

1. GENERAL DESCRIPTION 01

1.1 Introduction 01

1.2 Abbreviations 02

1.3 Fuses and MCBs in Relay Panel 05

1.4 Do’s and Don’ts for Motorman 09

2. GENERAL PROCEDURES 11 2.1 Preparation of EMU 11 2.2 Driving EMU on Line 18 2.3 Procedure for Stabling EMU/ MEMU 20 2.4 Procedure to Raise Front Pantos Only 20 2.5 Procedure to Raise Rear Pantos Only 21 2.6 Procedure for Rear Motor Coach Driving 21 2.7 Procedure for CAB Changing 21 2.8 Procedure for Removing Jumper 22 2.9 Procedure for Detaching the Coach 22 2.10 Procedure for Operating Earthing

Switch (EAS) 23 2.11 Procedure for Joint Brake Continuity Test 23 2.12 Procedure to Negotiate Neutral Section 25 2.13 Use of Fire Extinguishers 26



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3. TROUBLE SHOOTING 28 3.1 ABB/ VCB Trips on Run 28 3.2 ABB/VCB not Closing 29 3.3 ABB/VCB Closes and Opens Immediately 32 3.4 ABB/VCB not Holding When OHE Supply

Available 32 3.5 No OHE Supply Indication 33 3.6 Traction Failures 36 3.6.1 Total Loss of Tractive Effort 36 3.6.2 Partial Loss of Tractive Effort 37 3.6.3 All MCs not responding beyond

shunt 42 3.7 Battery Voltage Indicates ‘Zero’ or Less Than 85V 42 3.8 Auxiliary Compressor not Working 44 3.9 Auxiliary Compressor Working but

Pressure not Building up 46 3.10 All Pantographs not Raising 46 3.11 Main Compressors not Working 49 3.12 Main Compressor Working but Pressure

not building up 50 3.13 BP pressure not Charging 50 3.14 Air Pressure Leaking from Panto/ ABB/VCB Pipeline 51 3.15 Air Pressure Leaking from Switch

Group 1, Switch Group 2, Control Reservoir and Tap Changer Pipelines 51

3.16 Head light not Glowing 52



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3.17 Normal Lights not Glowing 53

3.18 Signal Bell not Working 53

3.19 Alarm Bell not Working 54

3.20 BCFR Lamp Glowing on Run 54

3.21 PFD Lamp Glowing 56

3.22 EP Brake not Working 56

3.23 Brake Binding 56

3.23.1 Partial Brake Binding 56

3.23.2 Full Train Brake Binding 57

3.23.3 Parking Brake Binding 58

3.23.4 Mechanical Brake Binding 58

3.24 Raise in BP Pressure (More than 5 kg/cm2) 59

3.25 MR Pressure Drop 60

3.25.1 Between Main Compressor and CIC in Leading Motor Coach 60

3.25.2 In Driving Motor Coach after CIC 60

3.25.3 In any of Trailer Coach 61

3.25.4 In Rear Motor Coach 61

3.25.5 In Middle Motor Coach 62

3.26 Air Spring Burst in MC/TC 62

3.27 Pneumatic Suspension Air Pipe Line Broken in MC/TC 63



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3.28 BP Pressure Drop/ Leakage 63

3.28.1 In Leading Motor Coach 63

3.28.2 In Middle Motor Coach 64

3.28.3 In any of the Trailer Coach 64

3.28.4 In Rear Motor Coach 65

3.29 Both MR and BP Pressure Drop due to Malfunction of B.A. Relay 66

3.30 Parting of Train 66

3.31 Hot Axle 68

3.32 Wheel Locking 68

3.33 Skid/ Flat Wheel 70


Trouble Shooting Directory for 25 kV AC EMU/MEMU December 2009

0

ISSUE OF CORRECTION SLIP

The correction slips to be issued in future for this Trouble Shooting Directory will be numbered as follows: CAMTECH/ 2009/ E/ TSD/ AC EMU/1.1/ C.S. # XX date--- Where “XX” is the serial number of the concerned correction slip (starting from 01 onwards). CORRECTION SLIPS ISSUED

Sr. No. Date of issue

Page no. and Item no. modified

Remarks



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CHAPTER 1

GENERAL DESCRIPTION 1.1 INTRODUCTION

AC EMU/MEMU rakes are running for sub-urban as well as short distance main line services in different areas of Indian Railways to cater to growing demand of passenger traffic. As these trains run in high density routes, even a small failure can cause a big disturbance in smooth flow of traffic. Quick and correct trouble shooting is of great relevance in case of any failure on line.

This trouble shooting directory is prepared for the guidance of Motorman and running maintenance staff to help him in quick trouble shooting on line. It is presumed that the user is well aware about the equipments, switches and all other accessories of EMU/MEMU and the locations.

This TSD consists of various procedures and trouble shooting of both electrical as well as pneumatic failures which generally occur on line.



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1.2 ABBREVIATIONS

ABB - Air blast circuit breaker

ABR - Air blast circuit breaker relay

AF 1 to 4 - Auxiliary fuses

AIC - Auto isolating cock

ARR - Air blast circuit breaker reset relay

ASR - Auxiliary supply rectifier

BCC1, 2 - Battery charging contactor

BCFR Battery charger failure relay

BCH - Brake controller handle

BIC 1& 2 - Bogie isolating cocks

BIR - Buchholz indication relay

BIS - Battery isolating switch

BIVS - Brake isolating valve switch

BUD - Buchholz device

CBAR - Current balance auxiliary relay

CBR - Current balance relay

CC1 - Main compressor contactor

CC 2 - Auxiliary compressor contactor

CCB - Control circuit breaker

CCOS - Control changeover switch

CF - Control fuse

CG1, 2 - Compressor governor

CIC - Compressor isolating cock

CLR1, 2 - Current limit relay

CR - Compressor relay



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DL - Dropping reactor

EAS - Earthing switch

EFRP - Power circuit earth fault relay

EFRA II - Aux –II circuit earth fault relay

ELR - Emergency lighting relay

EPIC - EP isolating cock

ESMON - Energy –cum speed monitoring unit

FC - Fan contactor

FN2 - 50 % Lights off relay

GS1 to 5 - Governor cut-out switch

HOBA - Changeover switch for battery earthing device

HEFRA II - Changeover switch for Aux –II circuit earth fault relay

HEFRP - Changeover switch for Power circuit earth fault relay

K1, 2 - Reverser switches

KF1, 2 - Radiator fan motor

LA - Lightning arrester

LC - Light contactor

LTR - Low Tension Proving relay

M1 to 4 - Traction motor contractors

MCB - Miniature circuit breaker

MCS1,2 - Motor cut-out switches

MPT - Master controller

MSTWL - Motor switch trip warning lamp

NC1 to 4 - Traction motor negative contactors



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NR1, 2 - Notching relays

NVR - No-volt relay

OL1 to 4 - Traction motor overload relays

OL5 - Rectifier overload relay

OL6 - Tap changer overload relay

OLP - Primary-overload relay

OP - Oil-pump motor

PAS - Passenger announcement system

PB - Parking brake

PFD - Permanent field diverter

PRV - Pressure release valve

RBFR1, 2 - Rectifier bridge failure relays

RF - Rectifier fan motor

RFAR - Rectifier-fan auxiliary relay

RFR - Rectifier-fan relay

SPM - Speedometer

SL - Smoothing reactor

SR - Starting relay

T1 to 9 - Tap-changing contactors

TL - Tap-changing reactor

TSS - Test sequence switch

TT - Transformer thermostat

TTR - Transformer thermostat relay

VCB - Vacuum circuit breaker

W1, 2 - Winding grouping switch contacts

WGR - Winding grouping relay



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1.3 FUSES AND MCBs IN RELAY PANEL

1st Row (Left to right) (266V) Fuses

1. Aux. I main 50A

2. Spare 50A

3. Battery charger input 32A

4. Oil pump & rectifier blower motor return 32A

5. Spare 32A

6. Radiator motor 1 & 2 return 16A

1st Row (Left to right) (266V) MCBs

1. Battery charger 35A

2. Spare 15A

3. Oil pump 15A

4. Rectifier motor 10A

5. Radiator motor – I 5A

6. Radiator motor – II 5A

7. NVR 2.5A

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

1. Aux. II Main 100A

2. Spare 100A

3. Fan phase 63A

4. NL phase 63A

5. Spare 63A

6. Fan neutral 63A

7. NL neutral 63A



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8. HL stabilizer input 10A

9. HL stabilizer input 10A

10. Spare 10A

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

1. Fan phase I 35A

2. Fan phase II 35A

3. Spare 35A

3rd Row (Left to right) (110V dc) Fuses 1. Control 32A 2. DC negative main 63A 3. DC positive main 63A 4. Main compressor 160A 5. Spare 160A 3rd Row (Left to right) (110V dc) MCBs 1. NL I 6A 2. NL II 6A 3. Spare 10A 4. Fan I 10A 5. Fan II 10A 6. Em. Hc. HL. TL Relay 2.5A 7. Em. Relay I 2.5A 8. Em. Relay II 2.5A 4th Row (Left to right) (110V dc) Fuses 1. Aux. compressor negative 16A 2. Spare 16A 3. Em. Light 10A 4. Cab, Em., Inst., HLs. 10A



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4th Row (Left to right) (110V dc) MCBs 1. Battery positive 35A 2. Spare 15A 3. Aux. compressor positive 15A 4. ABB/VCB fault 5A 5. HLS 5A 6. Em. Light I 2.5A 7. Em. Light II 2.5A 8. Main compressor control 2.5A 9. LT Relay 2.5A 10. Aux. compressor control 2.5A 11. Compressor Sys. 2.5A 12. 50% Lights off 2.5A 13. Light latch 2.5A 14. Light trip 2.5A 15. Spare 2.5A 16. Fan latch 2.5A 17. Fan trip 2.5A

MCBs panel in Driver’s desk

1. Spare 10A dc

2. Panto/ ABB/VCB control 10A dc

3. Master controller 15A dc

4. Flasher light 2.5A dc

5. Guards supply 5A dc

6. EP brake 10A dc

7. Main compressor 5A dc

8. Fault indicator 5A dc



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9. Light control 5A dc

10. Fan control 5A dc

11. Bell bush 5A dc

12. Alarm bell 5A dc

13. NL, cab, LT & Eq. Compt. 2.5A ac

14. EL, cab, LT & Eq. Compt. 2.5A ac

15. Spare 2.5A dc

16. HLS, Inst. Light 2.5A dc

17. HL & TL Em. 2.5A dc

18. Voltmeter 2.5A dc

19. Speedometer 2.5A dc

20. Spare 2.5A dc

21. Cab fan 2.5A dc

22. Head code normal 2.5A ac

23. Tail light normal 2.5A ac

24. Voltmeter 2.5A ac

25. Spare 2.5A ac

26. Head light 10A ac

27. Head light stabilizer 5A DP ac



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1.4 DO’S AND DON’TS FOR MOTORMAN

1.4.1 Do’s 1. Check the authority to proceed. 2. Ensure full release of brakes. 3. Start the train after obtaining proper Guard signal/

flag. 4. Keep MPT handle at shunt position for few

seconds and then move straight to full power position.

5. Operate BCH to brake application position and feel the application of brakes and release the BCH.

6. Obey the signal till you pass.

7. Switch on flasher light immediately when BP drops on run.

8. Follow speed restrictions meticulously.

9. Observe the rules as per GR & SR while passing automatic/ gate signal at ‘ON’.

10. Observe the coasting/ powering boards strictly.

11. Switch on compressor after passing neutral section.

12. Apply brakes judiciously.

13. Reset DMH in MPT ‘OFF’ position.

14. Coast well in advance, once booked speed is achieved.

15. Frequently look for OHE, track, gauges and indication lamps.

16. Ensure both cab operations before starting from shed/ siding.

17. Use portable flasher light in case of flasher fails to work.



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18. Assess the brake power and work the train within your control.

19. Repeat the remarks made by the previous Motorman instead of writing ‘refer previous remarks’.

1.4.2 Don’ts

1. Don’t bring the reverser handle to neutral position while the unit is on motion.

2. Avoid trouble shooting in mid section for partial loss of tractive effort.

3. Don’t reset ‘OLP/OL 5 & 6’ second time. 4. Don’t close BIC without ensuring full release of

brakes. 5. Don’t forget to switch ‘OFF’ control switch while

operating OL reset switch. 6. Don’t over shoot the EMU stop board in platform

and avoid rolling back. 7. Don’t turn ‘ON’ BIVS, on both sides when BP line

continuity is good. 8. Don’t start the train without ensuring BP pressure

at 5kg/cm2 after auto brake application. 9. Don’t be hasty while troubleshooting. 10. Do not test brakes by applying brake and moving

MPT to powering position. This will cause failure of TMs and bogie crack.

11. Don’t forget to put HOBA in ‘fault’ position in all MCs when MCB of MPT is not able to reset.

12. Don’t release ‘ABB/VCB close’ switch immediately.

13. Don’t forget to ensure working of auxiliary motors when relays are packed.

14. Don’t pack the SR.



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CHAPTER 2

GENERAL PROCEDURES 2.1 PREPARATION OF EMU

Before starting from shed or stabling line, the following sequence of operations shall be carried out from leading motor coach.

2.1.1 Preliminary Checks

1. Ensure the following keys are available along with EMU logbook and refer logbook for any remarks.

a. Reverser key

b. Brake isolating valve key - 2 Nos.

c. BL key

d. Guard’s key

2. Ensure EMU is standing on an OHE wired track.

3. Check all the wheels on the rails.

4. Check the position of the drain cocks and close them if open.

5. Check all the isolating cocks are kept in ‘Open position’.

6. Ensure all the jumpers, inter coach coupler and hose connections are intact.

7. Ensure intermediate driving cabs, HT room and LT room doors are in locked condition.

8. Check buffers, cattle guards and other under frame equipments for any abnormality.



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9. Ensure BIVS is in turned ‘OFF’ position and BCH is in released position in the rear motor coach.

10. Ensure availability of head-code boards.

11. Check for availability of fire extinguishers, emergency telephone and two numbers of iron/ wooden wedges.

12. Check hand brakes are released.

2.1.2 Energisation of 110 Volts Control Circuit

1. Ensure necessary MCBs are ‘ON’ and all relay targets are normal.

2. Check any governor is not bypassed.

3. Check any bypass switch is not in ‘fault’ position i.e. HEFRA II, HEFRP and HOBA.

4. Open the contactor panel with reverser key and turn the battery switch to ‘ON’.

5. Ensure battery voltage indicated by the voltmeter to 90 volts.

6. Insert the reverser key, BL key and BIVS key in their respective places.

7. Ensure TSS in RUN position.

8. Ensure MCS-1 and MCS-2 are in normal position. If any one of the traction motors is found isolated, report the matter to the TLC.

2.1.3 Starting of Auxiliary Compressor

1. Turn BL key to ‘ON’ position and ensure ‘ABB/VCB Trip’ lamp glowing.

2. Start auxiliary compressor by pressing ‘HVCB close’ switch.

2.1.4 Raising Pantograph



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1. Check the air pressure in the Panto reservoir. Minimum pressure required for raising the pantograph is 6 kg/cm2.

2. Operate ‘Panto Raise’ switch to ‘ON’ position.

3. Ensure visually that all motor coach pantographs have touched the OHE contact wire.

2.1.5 Closing of ABB/VCB

1. Check the Panto reservoir pressure and ensure that it is above 5.6 kg/cm2.

2. Press ‘HVCB Close’ switch and ensure: a. ABB/VCB trip lamp extinguishes. b. ASR and BCFR lamp glows and extinguishes. c. Line volt meter deviates.

Now release ‘HVCB close’ switch.

2.1.6 Starting of Main Compressor

1. Press ‘Main Comp. start’ switch and listen to the rotating noise of compressor.

2. Check the MR pressure in dual pressure gauge for creating of the MR pressure up to 7 kg/cm2.

3. Watch the cutting out and cutting in of MCP at 7.0 kg/cm2 and 6.0 kg/cm2 respectively.

2.1.7 Charging of BP

1. Keep the brake controller handle in release & running position.

2. Operate brake isolating valve switch (BIVS) to ‘ON’ position.

3. Watch the BP pressure raising to 5 kg/cm2 in dual pressure gauge.

2.1.8 EP Brake Testing



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1. Switch ‘ON’ EP supply switch in BL box and ensure the EP supply green lamp is glowing.

2. Place the BCH between 1 and 2 position in step by step and check the BC pressure raises gradually up to 1.6 kg/cm2.

3. Keep the BCH on ‘release’ position and ensure BC pressure comes to ‘0’.

2.1.9 Auto Brake Testing

1. Switch ‘OFF’ EP supply switch and quickly move the BCH to position ‘4’ (Auto) and check the dropping of BP pressure and raising of BC pressure to 1.6 kg/cm2.

2. Bring back the BCH to position ‘3’ (LAP) and check the BC pressure remains steady.

3. Bring back the BCH to position ‘1’ and ensure the brakes are released (BC gauge reads ‘0’ and BP gauge reads 5kg/cm2).

4. During auto brake application if BCH moved towards EP/ release position auto brakes are released fully.

2.1.10 Emergency Brake Testing

1. Quickly move the BCH from position ‘1’ to position ‘5’ and watch the BP pressure drops to ‘0’ and BC gauge reads 1.6 kg/cm2.

2. Return the BCH from position ‘5’ to ‘1’. Check BP raises to 5 kg/cm2 and BC drops to ‘0’.



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2.1.11 Guard’s Emergency Valve Testing

1. Ensure MR pressure is 6 to 7 kg/cm2, BP pressure is 5 kg/cm2 and BC pressure is 0 kg/cm2.

2. Turn the Guard’s emergency valve to ‘ON’ position and check BP is dropping and BC pressure reads 1.6 kg/cm2.

3. Release Guard’s brake valve and check the charging of BP and releasing of BC pressure to ‘0’.

2.1.12 Dead man Handle Testing

1. Press MPT (DMH) and operate the reverser handle to forward keeping MPT (DMH) pressed.

2. Then release the DMH which will actuate a pilot valve under the MPT and in turn open BP to atmosphere.

3. Ensure BP pressure is dropping and BC raises to 1.6 kg/cm2.

4. Press the DMH after moving MPT to ‘OFF’ position.

2.1.13 Traction Test

1. Ensure MCB for MPT is ‘ON’ and put the control switch ‘ON’.

2. Keep BCH on release position. Press DMH and operate the reverser handle to ‘Forward’ position.

3. Move the MPT to ‘Shunt’ and ensure motor contactors trip light extinguishes.

4. Feel the unit moves freely and check the deviation of traction motor ammeter.

5. Move back MPT to ‘OFF’ position, stop the train by applying brake.



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Note : 1. This test shall be conducted only when

taking over charge from shed/ siding. 2. Do not move MPT to shunt for testing

traction with brake in applied condition. 2.1.14 Normal Lights & Fans Testing

1. Unlock Guard’s control switch and ensure Guard’s supply ‘ON’ indication lamp glows.

2. Switch ‘ON’ normal lights and fans and check their working.

3. Switch ‘OFF’ lights and fans whenever not necessary.

2.1.15 Testing of head light, tail light, head code light,

flasher light, bell and wiper.

1. Ensure head light MCBs on driver’s desk are ‘ON’.

2. Ensure head light ‘dim/ bright’ toggle switch is in bright position.

3. Switch ‘ON’ head light; by operating head light switch to ‘HL ON’ position. Ensure headlight is glowing brightly.

4. Put HL dim/bright toggle switch to ‘dim’ position; ensure head light is glowing in dim condition.

5. Switch ‘ON’ tail light by operating tail light switch. Ensure taillight is glowing.

6. Operate the head code rotary switch to ‘ON’ and check the head code light is glowing.



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7. Ensure flasher light MCB is ‘ON’ in desk panel. Operate flasher toggle switch to ‘ON’, check flasher light is flickering.

8. By keeping the Guard’s rotary switch ‘ON’, check the code bell is in working condition on both sides of the cab. Also ensure the alarm bell is in working condition.

9. Ensure the pneumatic wiper is in working condition.

10. Ensure foot operated horns are sounding properly.

11. Ensure all destination boards pertaining to entire link of working are available and change the ‘destination board’ according to the direction of working.

2.1.16 Checking the Auxiliary

1. Get down from the motor coach.

2. Ensure visually and audibly for normal working of all auxiliaries (RF, OP, KF1, KF2 and MCP).

2.1.17 Testing of Pantograph

1. Press the ‘Main Comp. trip’ switch and then HVCB trip switch.

2. Check the glowing of ABB/VCB red pilot lamp and press the ‘Panto Lower’ switch.

3. Check that whether the Panto lowers normally.

4. Press the ‘Panto Raise’ switch and check the Panto raises normally and touching the OHE properly.

5. Re-close the ABB/VCB and start MCP.



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2.2 DRIVING EMU ON LINE

1. Place the BCH in release/ running position and ensure the brake cylinder pressure is released.

2. Check the BP pressure. It shall be 5 kg/cm2. Ensure other normal conditions according to GR and SR rules are full filled for starting the train.

3. Close the control and EP supply ‘ON’ switches and ensure the glowing of ‘green’ lamp for EP supply indication.

4. The motorman shall move the MPT to ‘Shunt position’ to obtain slow movement initially and watch the free moving of unit. During run the motorman shall move MPT to full power position to attain service speed and release it to ‘OFF’ position at the appropriate coasting board to keep up the running time.

5. The motorman shall not operate the reverser handle when the unit is in motion.

2.2.1 Slowing Down and Stopping

1. The motorman shall slow down the train normally by EP brake.

2. If EP brake fails, motorman should apply Auto or Emergency brake as the case may be.

3. The motorman should apply the brake gradually and stop the EMU at the stop board or stop mark provided (with less number of applications) duly making use of self lapping.



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2.2.2 Observing Speed Restrictions

The motorman shall observe all the speed restrictions and acknowledge the Guard with applicable bell code (0 – 0) after passing the site of speed restrictions.

2.2.3 In case of Alarm Bell Ringing

1. The motorman must immediately stop the train. 2. The Guard of the train shall verify the reason for the

inter communication chain pulling and he shall reset the disc, the motorman shall restart the train after ascertaining the Guard’s signal.

2.2.4 Dead man’s Handle Made Inoperative

When the DMH is made inoperative due to any reason, the Guard shall be called to travel along with the motor-man in the driving cab.

2.2.5 Observation on Run

In addition to road and signals, the motorman shall observe the following on run frequently.

1. Observe BP pressure, MR pressure, speedometer, line voltmeter, battery voltmeter and traction ammeters.

2. Keep a good watch on OHE. Lower the pantographs immediately, whenever there is any abnormality noticed in OHE. Also observe adjacent line, OHE for any abnormality.



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2.3 PROCEDURE FOR STABLING EMU/ MEMU

1. Stop the train at the stabling line.

2. Trip ABB/VCB & lower all Pantos.

3. Apply emergency brake; ensure BP drops to ‘0’ and BC raise to 1.6 kg/cm2.

4. Turn ‘OFF’ BIVS.

5. Place BCH on release position.

6. Ensure that BP is not charging further.

7. Remove BL key.

8. Switch ‘OFF’ battery in all MCs.

9. Ensure wheels wedges are provided on the wheels towards down gradient.

10. Apply parking brake, if parking brake is provided. 2.4 PROCEDURE TO RAISE FRONT PANTOS

ONLY

1. Trip ABB/VCB and lower all the Pantos.

2. Keep TSS on ‘Test’ position.

3. Press ‘HVCB close’ switch (do not release).

4. Press and release Panto raise switch.

5. Release HVCB close switch

6. Ensure front Panto only raised.

7. Normalize TSS to RUN position.



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2.5 PROCEDURE TO RAISE REAR PANTOS ONLY

1. Trip ABB/VCB and lower all the Pantos.

2. Latch ABR relay manually.

3. Press ARR (do not release).

4. Press and release Panto raise switch.

5. Release ARR.

6. Ensure rear Pantos only raised. 2.6 PROCEDURE FOR REAR MOTOR COACH

DRIVING

1. Call the Guard to the leading motor coach.

2. Apply auto brakes and turn ‘OFF’ BIVS.

3. Keep BCH on release position.

4. Take out the reverser key, BIVS key and BL key.

5. Go to the rear motor coach, unlock BL.

6. Turn ‘ON’ BIVS and charge BP pressure.

7. Work the train up to the next block station duly observing GR & SR rules.

8. Contact TLC and seek advice. 2.7 PROCEDURE FOR CAB CHANGING

The following procedure is to be followed whenever the motorman is required to change the cab:

1. Stop the train.

2. Apply AUTO brakes by dropping BP to 3.5 kg/cm2. Ensure BC pressure is 1.6 kg/cm2.

3. Turn ‘OFF’ BIVS and keep BCH on release position.



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4. Ensure that BP is not charging further.

5. Take all the keys and go to the rear MC.

6. Unlock BL.

7. Turn ‘ON’ BIVS until a click/ cut sound is heard and ensures BP is charged to 5 kg/cm2.

8. Check the operation of EP, Auto & DMH in working cab.

2.8 PROCEDURE FOR REMOVING JUMPER

1. Stop and secure the train as per procedure laid down in GR & SR rules.

2. Call the Guard to leading MC before leaving the cab.

3. Open ABB/VCB and lower pantographs in all MCs.

4. Remove the jumper and secure in dummy socket. 2.9 PROCEDURE FOR DETACHING THE COACH

1. Stop & secure the train as per procedure laid down in GR & SR rules.

2. Call the Guard to leading MC before leaving the cab.

3. Close BP and MR end cocks both sides of the coach.

4. Remove the jumpers and secure in dummy socket.

5. Open MR & BP pipe and secure in dummy socket.

6. First slack the check nut, then slack the wing nut and move the front portion.



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2.10 PROCEDURE FOR OPERATING EARTHING SWITCH (EAS)

1. Stop & secure the train as per procedure laid down in GR & SR rules.

2. Open ABB/VCB, lower pantograph, switch ‘OFF’ BIS and ensure personally pantograph is lowered.

3. Take BL, reverser key and enter into the HT room.

4. Close PT COC.

5. Slack the rotating handle (rotate anti-clock wise)

6. Move the EAS handle from 6 O’ clock position to 9 O’ clock position.

7. Rotate the handle fully to clockwise to lock EAS in operated condition.

Note: Before entering into HT room follow the points 1, 2, 3 positively. 2.11 ROCEDURE FOR JOINT BRAKE CONTINUITY

TEST

Joint brake continuity test shall be conducted by the Guard and Motorman before commencement of first trip from shed/ stabling line or on platform as given below:

1. The motorman shall start the main compressors and build up 7 kg/cm2 pressure in MR and turn ‘ON’ the BIVS and ensure the following:

• Brake pipe pressure is 5 kg/cm2

• Brake cylinder pressure is ‘0’.

• EP supply lamp is glowing.



24

2. Motorman shall give 5 bells to indicate the Guard to be ready for brake test.

3. Guard shall ensure the following:

• Brake pipe pressure is 5 kg/cm2.

• Brake cylinder pressure is ‘0’

4. Guard shall acknowledge by giving 5 bells and watch brake cylinder pressure gauge.

5. Motorman shall move BCH between ‘1’ and ‘2’ position and hold the brake cylinder pressure to 0.7 kg/cm2. Guard will note the brake cylinder pressure, which will be about 0.7 kg/cm2 and will confirm by giving one bell.

6. Motorman shall move BCH to position ‘2’ and observe that brake cylinders gauge reads 1.6 kg/cm2. Guard will note 1.6 kg/cm2 pressure accordingly in the brake cylinder gauge and confirm by giving one bell.

7. Motorman shall return BCH to release position ‘1’ and observe that the brake cylinder pressure returns to ‘0’. Guard will note that brake cylinder pressure returning to ‘0’ and confirm by giving one bell.

8. Guard shall open the emergency valve by means of the Guard’s emergency brake handle to destroy BP pressure to ‘0’ kg/cm2. Motorman shall observe BP pressure rapidly dropping towards ‘0’ and will move BCH to emergency position ‘5’. The Guard after observing the brake cylinder gauge indicating 1.6 kg/cm2 and BP gauge showing ‘0’ kg/cm2 shall close the emergency valve. Motorman shall return the brake handle to position. ‘1’ and check BC pressure drops to ‘0’. The Guard will confirm by giving one bell.



25

9. The motor man shall wait till BP pressure is built up to 5 kg/cm2 and then move the brake handle between position ‘3’ and ‘4’ to reduce BP pressure to 3.5 kg/cm2 and ensure BC pressure raises to 1.6 kg/cm2.

10. Place the handle in LAP position ‘3’ and observe BP pressure remain steady. Guard will observe BP pressure dropping to 3.5 kg/cm2 and BC pressure raises to 1.6 kg/cm2 and will confirm by giving one bell.

11. The motorman shall put the brake handle to release position. BP pressure shall raise to 5 kg/cm2 and BC pressure comes to ‘0’. The motorman will indicate the completion of joint brake test by giving 5 bells.

12. After ensuring BP pressure restored to 5 kg/ cm2 and BC pressure comes to ‘0’, Guard shall also acknowledge the completion of the joint brake test by giving 5 bells.

2.12 PROCEDURE TO NEGOTIATE NEUTRAL SECTION

1. While approaching 500m board at neutral section, the Motorman shall check the air pressure and maintain appropriate speed to pass over neutral section without stalling.

2. While approaching 250m board, bring the MPT to ‘OFF’ position and be prepared to open ABB/VCB at open DJ board.

3. Operate the main compressor trip switch.

4. On reaching the DJ open board, press HVCB trip switch.



26

5. Ensure glowing of ABB/VCB open red lamp.

6. There are two DJ closing boards after neutral section. First one is provided for AC Locos and second one is provided for EMU/ MEMU. Motorman shall close ABB/VCB only after passing ‘EMU DJ close board’.

7. Start the main compressor without fail. Check BP & MR pressure and resume traction.

2.13 USE OF FIRE EXTINGUISHERS 2.13.1 General

1. Motorman shall ensure that locking clip, nozzle, spring valve and seal of fire extinguishers provided on the EMU are intact before leaving shed.

2. Check that the fire extinguisher is not due for re-filling.

2.13.2 How to use

Whenever any smoke or fire is noticed on any equipment on EMU, motorman shall take the following actions:

1. Open ABB/VCB, lower all Pantos, stop the train and switch ‘OFF’ BIS.

2. Remove the DCP type fire extinguishers from the bracket, take it nearer to the equipment on fire and cover your nose with a wet cloth.

3. Break the seal and remove the locking clip.

4. Stand opposite direction to the smoke, press the spring valve and face the nozzle towards the base of fire.



27

5. Strike the knob by hand.

6. Direct the jet towards the base of fire with a sweeping action.

7. If the fire is not able to put out with one fire extinguisher, use the other one in the same way.

8. If the fire is uncontrollable, inform the section controller or station master to arrange fire engine and follow GR & SR rules.

9. Isolate the affected equipment, inform TLC and work onwards if possible. Make a remark in the logbook regarding use of fire extinguisher and affected equipment.



28

CHAPTER 3

TROUBLE SHOOTING Whenever any major fault occurs in the equipment on

any unit of the rake, it is indicated in the driver’s cab by glowing of one or more fault lamps. Which unit in the train is faulty will be indicated by the glowing of red unit fault light of faulty unit.

There are three classes of faults which have different

effects as following:

1. The motor contactors open and the unit looses either half or full traction power.

2. The air blast circuit breaker (ABB)/ vacuum circuit breaker (VCB) opens and the unit looses full traction power.

3. Auxiliaries are only affected except rectifier fan motor and traction is not lost.

3.1 ABB/ VCB TRIPS ON RUN

Indication: ABB/VCB OFF red light lit.

Action:

1. Bring MPT to OFF position and trip MCP.

2. Try to close ABB/VCB by pressing HVCB close switch.

3. Ensure MCB for MPT is ‘ON’.

4. Ensure MR pressure is above 6 kg/cm2.

5. Check EFRP & OLP if found acted, reset the same.



29

6. Open control switch, press ‘Over load reset’ switch. Re-close ABB/VCB (Press HVCB close switch).

7. Start MCP.

8. Put ‘ON’ control switch.

9. Move MPT from ‘OFF’ to ‘shunt/ half/ full’ power. If unit is moving, resume traction even though ABB/VCB trip lamp is glowing. Trouble shoot for the defective unit after stopping at a convenient place if time permits.

10. If unit is not moving, trouble shoot in leading MC first.

3.2 ABB/VCB NOT CLOSING

Indication: On pressing ‘HVCB close switch’, ABB/VCB OFF lamp remains glowing.

Action:

1. Check battery voltage is above 85V. If battery voltage is less than 85V, place CCOS on E1 or E2 position. If battery voltage is zero or less, trouble shoot for the same.

2. Ensure air pressure is above 6 kg/cm2. If it is less, start auxiliary compressor and buildup pressure.

3. Check Panto/ ABB/VCB MCB at Driver’s desk. Check ABB/VCB Fault MCB at Relay panel. If found tripped, reset the MCBs.

4. If unable to reset, put HOBA in fault position in all motor coaches and reset the MCB. Enter the same in the logbook. If still trips, contact TLC.



30

5. Ensure ABR in latched condition and ARR is getting energized while pressing HVCB close switch.

6. If not energized operate them manually and close ABB/VCB in defective MC.

7. Check EFRP in relay panel.

a. If EFRP is tripped, try to reset through OL reset switch.

b. If unsuccessful, put HEFRP (in LT room) in fault position, reset EFRP and close ABB/VCB.

c. Watch for any smoke or smell.

d. Stop at a convenient place and normalize the HEFRP. Then isolate the traction motors one by one through MCS and try to reset EFRP.

e. If EFRP is reset while isolating any of the traction motor, isolate that particular traction motor. Close ABB/VCB and work onwards.

8. Check EFRA-II in relay panels

a. If EFRA-II is tripped, reset the relay manually. Try to reset the relay even the target is not dropped/ red lamp is not glowing.

b. If not able to reset, put HEFRA II (in relay panel) in “fault” position, reset EFRA II and close ABB/VCB.

c. Work onwards duly watching for any abnormality in ASR, MCP, NLVS, FAN circuits. NLVS (Normal light voltage stabilizer)



31

d. If any abnormality is noticed stop at a convenient place and isolate the defective equipment.

e. Inform TLC and record in the logbook.

9. Check BIR in relay panel

a. If BIR is in tripped condition, reset BIR manually and close ABB/VCB and resume traction.

b. If BIR trips again or trips frequently, after taking safety measures, enter in the HT room and check transformer oil level and colour in conservator tank. If they are normal, remove the cap and release the gas by operating BUD slow and fast valves.

c. Reset BIR manually and close ABB/VCB and resume traction.

d. If any abnormality found, make the unit dead and proceed with other MC duly informing TLC and record in the logbook.

10. If PRV lamp is glowing, make the MC dead. Work with other MC.

11. Ensure MR pressure is above 6 kg/cm2, bypass the ABB governor by the spare 16A fuse (provided in relay panel in 4th row). This bypass fuse is not provided in VCB provided MCs.

12. Ensure TSS is in ‘RUN’ position.



32

ABB/ VCB closing circuit



33

3.3 ABB/VCB CLOSES AND OPENS IMMEDIATELY

Indication: ‘ ABB/VCB OFF’ red lamp extinguishes and glows immediately.

Action:

1. Check relays OLP (in relay panel), OL5 & OL6 (in tap changer box).

2. If any one of the relay is acted, reset once and close ABB/VCB. If trips again make the particular motor coach dead and work with other MCs.

3. Inform the same to TLC and make record in logbook.

3.4 ABB/VCB NOT HOLDING WHEN OHE SUPPLY

AVAILABLE

Indication:

On pressing ‘HVCB close’ switch, ABB/VCB OFF lamp extinguishes, line volt meter deviates, ASR glowing and ABB/VCB OFF lamp will glow immediately on releasing ‘HVCB close’ switch.

Action:

1. Check LTR in relay panel after pressing ‘HVCB close’ switch.

2. If LTR not energizing, check MCB for LTR in fuse panel (4th row).

3. If tripped, reset the MCB. If unsuccessful, pack LTR and work the train. Inform TLC and record in the logbook.



34

Precautions to be followed after packing ‘LTR’

1. Watch line voltmeter frequently and if line voltmeter showing below 17.5 kV, trip ABB/VCB immediately.

2. After closing ABB/VCB, switch ‘ON’ main compressor after 30 seconds and ensure the working of main compressor.

3. Switch ‘OFF’ main compressor before tripping ABB/VCB.

3.5 NO OHE SUPPLY INDICATION

Indication:

On pressing HVCB close switch, ABB/VCB ‘OFF’ lamp extinguishes, ASR & BCFR lamp glows and line voltmeter will not deviate. ABB/VCB trip lamp will glow immediately on releasing HVCB close switch.

Probable causes:

1. No supply in OHE.

2. Panto not touching the OHE properly.

3. OHE supply is earthed through roof equipment or foreign body.

4. Train formation derailed and infringing with the OHE.



35

Action:

1. If the tripping is transient, the motorman shall resume normal traction and keep sharp lookout including on the adjacent line for any abnormality/ obstruction.

2. During ‘No Tension’, the motorman shall immediately switch on Flasher light and stop the train. Communicate with the TPC/ controller to know the reason for NO Tension and act accordingly.

3. Check BP pressure. If BP pressure is normal, motorman should check the OHE, train and track for any abnormality.

4. If there is any abnormality, lower Panto and contact to TLC for advice.

5. If no abnormality is noticed, raise Panto and observe any heavy spark coming at the time of Panto making contact with OHE. If so, lower Panto immediately and close Panto COC and try to work with other MC.

6. If the power is still not resumed, after securing the train and lowering Pantos, contact TPC & TLC. Ensure auxiliary compressor is working for energizing EMU whenever OHE power is restored.

7. In case of BP pressure drops rapidly, switch ON flasher light, lower the pantograph and stop the train.

8. Check the vehicles for any derailment or capsize and infringing with OHE.



36

9. Inform TPC & TLC and wait for OHE staff to come and rectify the same after taking power block. If pantograph is in damaged condition, it should be secured properly and isolate the damaged pantograph by closing Panto COC and work with healthy unit.

10. If the detention exceeds 5 minutes on Automatic block system or 15 minutes on Absolute block working territory, the train should be protected as per GR & SR rules.



37

3.6 TRACTION FAILURES 3.6.1 Total Loss of Tractive Effort

Indication:

On moving MPT from OFF to shunt or half power or full power, traction ammeter not deviating and train is not moving.

Action:

1. Ensure MR pressure is above 6 kg/cm2.

2. Ensure BIVS is properly turned ‘ON’ and BP pressure is 5 kg/ cm2.

3. Check MCB for MPT (15A) in Driver’s desk (3rd MCB).

a. If it is tripped, reset and resume traction.

b. If not able to reset/ trips again, place MCS–I in 1 & 2 out and MCS-II in 3 & 4 out and try to reset.

c. If unsuccessful, remove ‘B’ jumper next to the leading motor coach and place it in its dummy socket. If still unsuccessful, try to clear section from rear motor coach.

d. If not able to reset/ trips again, place HOBA in fault position in all motor coaches and reset.

4. Check BL for proper unlocking and ensure control switch is in ‘ON’.

5. Operate reverser from forward to reverse a few times.



38

6. Check DMH for acted condition.

a. If it is in acted condition, reset by bringing the MPT to ‘OFF’ position.

b. Press MPT and resume traction.

7. Ensure PB pressure in parking brake gauge is 5 kg/cm2 and check parking brake application LED is extinguished (MSTWL lamp also will glow).

a. Ensure wheel no. 1, 4, 5 & 8 brakes are released.

b. Put parking brake governor bypass switch (near GS panel) in ‘bypass’ position.

c. Inform TLC and record in the logbook.

8. Check the interlock in MPT, DMH for any poor contact and clean them.

9. If unsuccessful, clear the block section from other MC. Work as per GR & SR rules and contact TLC.

3.6.2 Partial Loss of Tractive Effort

Indication 1:

On moving MPT from ‘OFF’ to ‘Shunt’, MSTWL glows. Unit fault lamp also glows in defective motor coach and unit is moving.

Action:

1. Open ‘Control’ switch, close over load reset switch, close control switch and resume traction.

2. If again OL 1 & 2 or OL 3 & 4 acts, place the concerned MCS on any one motor cutout position in defective coach.



39

3. If unsuccessful, keep the same MCS on the other position and try. Resume traction duly informing TLC and record in the logbook.

4. If unsuccessful, work with good units.

Indication 2:

On moving MPT from ‘OFF’ to ‘Shunt’, MSTWL lamp glows along with rectifier fuse blown blue lamp. Unit fault lamp also glows in defective motor coach and unit is moving.

Action:

1. Check CBAR in relay panel. If it is in tripped condition, try to reset.

2. If unable to reset, keep MCS-I in 1& 2 out position or MCS-II in 3 & 4 out position and resume traction.

3. If one motor is already isolated, isolate the other motor in the same pair.

4. Inform the same to the TLC and record in the logbook.

Indication 3:

On moving MPT from ‘OFF’ to ‘Shunt’ MSTWL glows along with unit fault light indication and unit is moving.

Action:

1. Check RFAR in relay panel.

a. If it is in tripped condition, check the 10A MCB & 32A fuse panel (1st row) for rectifier fan.

b. If RF is working, and RFAR in trip condition, wedge RFAR in SET condition and work onwards.



40

c. If RF is not working do not wedge RFAR and work with good MC.

d. Inform TLC and record in the logbook.

2. Check TTR in relay panel.

a. If TTR is in tripped condition, check

i. OP- 15A MCB & 32A fuse.

ii. KF1 & KF2– 5A MCB (for each) & 16A fuse (common for both)

If any abnormality noticed, reset the MCB or replace the fuse duly opening of HVCB.

b. If all is normal, work with other MCs.

c. Inform TLC.

d. After transformer temperature comes below 75°C, TTR comes to set position and allows traction.

Indication 4:

On moving MPT from ‘OFF’ to ‘Shunt’, MSTWL glows without unit fault light indication and unit is moving. Action:

1. Check MR pressure in the pressure guage. a. If it is less, trouble shoot for pressure not

building up. b. If pressure is above 6 kg/cm2, put the equipment

governor bypass switch GS1 in ‘ON’ position, duly informing TLC and record in the logbook.

2. Check BP pressure in the dual pressure guage.



41

3. If it is 5 kg/cm2, put control governor bypass switch GS2 in ‘ON’ position, duly informing TLC and record in the logbook.

4. Check the parking brake guage. If it shows 5 kg/cm2, put PB governor bypass switch GS5 in ‘ON’ position and try.

5. Operate the reverser to forward and reverse for a few times.

Indication 5:

On moving MPT from ‘OFF’ to ‘Shunt’, MSTWL glows and extinguishes, traction ammeter not deviating and SR not energized but unit is moving.

Action:

1. Check NVR in relay panel.

2. If it is not energized, check MCB for NVR in Relay panel. If tripped, reset. If MCBs are normal, pack NVR and resume traction.

3. Change both MCS position one by one and try.

4. If NVR is in energized condition, check SR for energisation. If SR is not energized, clean the NC interlock of SR.

5. Do not pack SR. Work with good unit.

6. Inform TLC and record in the logbook.



42

GDBCFR D10

D10

A

63A

30-0-30A

B5

BIS

B3

80 A B4BATTERY

B2

D102

35A

32AD104

N1

E1

14 B

14

14 A

N2

E2

CO

NT

RO

L2.5A

14230- 150V

14 +41 -

63A

BATTERYCHARGER

TO

ALL 110 V

DC

CO

NT

RO

L EQ

UIP

14

A

80 AB1

CH

AN

GE

OV

ER

SW

ITC

H

V

B3

TLC

BATTERY CIRCUIT



43

3.6.3 All MCs Not Responding Beyond ‘Shunt’

Cause: T2 not energising.

Action:

1. Check warning switch, it should be on ‘OFF’ position.

2. Operate the warning switch one or two times and put the switch in ‘OFF’ position.

3. Still unsuccessful, clear section from rear MC and contact TLC.

3.7 BATTERY VOLTMETER INDICATES ‘ZERO’ OR

LESS THAN 85V

Action:

1. Ensure BIS is in ‘ON’ position.

2. Switch ‘ON’ emergency cab light and check BA voltmeter MCB 18th in Driver’s desk.

3. If unsuccessful, keep CCOS in E1 or E2 position of defective MC and work onwards duly informing TLC and record in the log book.

4. Check the battery fuses (63A) in positive and negative side, control fuse (32A) in fuse panel 3rd row and MCB (35A) in 4th row.

5. If any fuse is blown, replace with a spare fuse of same rating. If MCB is tripped, reset the same.

6. If fuse melts and MCB tripped again, put HOBA in fault position in all MCs, replace fuse and reset MCB.



44

AUXILIARY COMPRESSOR CIRCUIT

15A

D11

CC

2

D12

AU

X.

CO

MP

RE

SS

OR

GD

1

16A

-41

PA

NT

O &

AB

B

15A

BL

KE

Y

OP

EN

HV

CB

9

AB

RS

ET

AR

R

1421

GS

4

2.5A

1420

AU

X. G

OV

.

CI5

.3 K

g/cm

. sq.

CO

6.3

Kg/

cm. s

q.

HV

CB

CLO

SE

10 AB

RT

RIP

CC

2C

OIL

1422AB

R/ 2



45

3.8 AUXILIARY COMPRESSOR NOT WORKING

Action:

1. Check BA voltage is above 85 volts.

2. Check ABR in relay panel.

a. If it is not latch, check Panto/ ABB/ VCB MCB is in ‘ON’ position.

b. If it is in ‘ON’ position, latch ABR manually.

3. Check CC2 contactor in contactor panel.

a. If it is not closed, check 2.5A MCB in fuse panel. Place auxiliary compressor governor bypass switch GS4 (in GS panel) in ‘ON’ position.

b. If unsuccessful, wedge the contactor and record in the logbook.

c. If contactor is closed, check 15A MCB and 16A fuse in fuse panel. Reset the MCB if tripped and replace the fuse if fused.

d. If MCPA still not working, tap the MCPA gently to overcome the poor bedding of carbon brush in the commutator.

e. After creating sufficient pressure, put back the bypass switch to ‘OFF’ position or remove the wedge.

4. If still the auxiliary compressor is not working, energise the rear unit and start the main compressor. After building up the MR pressure, energise this unit.



46

+ 14

15 A PANTO/ ABB

1406

BL KEY

1407

1408MPTN/C

7

ABB

701

PT

UP

PT

DN

ABR

TRIP

ABRSET

ARR

8 10A 901

ABR/ 1

ABB/ 5 LTR/ 1

10

9

PANTORAISE

PANTOLOWER

HVCBOPEN

HVCBCLOSE

-41

PANTOGRAPH CONTROL CIRCUIT



47

3.9 AUXILIARY COMPRESSOR WORKING BUT PRESSURE NOT BUILDING UP

Action:

1. Check drain cocks of Panto reservoir, control reservoir, air separator for ABB/ VCB reservoir, ABB/ VCB reservoir, CDC and safety valve for any air leakage in HT room.

2. Close CR, MR cock, ABB/ VCB cock, Panto cock and try.

3. If successful, open Panto cock and ABB/VCB cock. Raise Panto and close ABB/VCB. Start MCP and build up MR pressure. Open MR and CR cock and resume traction.

4. If still the auxiliary pressure is not building up, energise the rear unit and start the main compressor. After building up the MR pressure, energise this unit.

3.10 ALL PANTOGRAPHS NOT RAISING

Action:

1. Ensure BA voltage is above 85 volts.

2. Check air pressure. If it is below 6 kg/cm2, start auxiliary compressor.

3. Check Panto/ABB/VCB MCB in Driver’s desk.

4. If it is tripped, reset. If it trips again, put HOBA in ‘FAULT’ position in all motor coaches and try. If unsuccessful, contact TLC.

5. Ensure ABB/ VCB open red lamp is glowing.

6. If it is not glowing, open ABB/ VCB.



48

7. Ensure MPT is in ‘OFF’ position. Clean the MPT ‘interlock’ (10th interlock from top).

8. If still not raising, operate ESMON relay and try.

9. Check Panto COC and EAS in HT room of leading MC.

10. If Panto COC is closed or EAS is operated, normalize the same.

11. If still not raising, enter in HT room with precaution and operate Panto up coil manually duly informing TLC and record in the log book.



49

MCP AUXILIARY CIRCUIT

MCP CONTROL CIRCUIT

+ 14

5A

1404

BL KEY

STARTMCP

12

CR

SETCOIL

- 41

1405

MCPTRIP

42

CRTRIPCOIL

GS 3

2.5A

1445BY 127

1446

CR

1447

13

2.5A

1301CC1COIL

MCP GOVERNORCI 6.0, Kg/cm sq

TO NEXTMOTORCOACH

CO 7.0 Kg/cm sq

A 22

A 26

141

V A

C

25 K

V A

C

D1

160 A

D 2 D 3

CC1

CONTACTOR

D 4MCP

110 V DC

GD

LTR/1

D 17

25 A

D 1

ASR



50

3.11 MAIN COMPRESSORS NOT WORKING

Action:

1. Work with the help of main compressor of other MCs.

2. Check CR latched in relay panel. If not latched, latch it manually.

3. Check CC1 contactor in contactor panel.

4. If it is not closed, check 2.5A MCB in fuse panel. If it is tripped, reset the MCB. If it trips again, put HOBA in FAULT position in all motor coaches.

5. Check synchronizing MCB 2.5A in 4th row. If it is tripped reset it. If it trips again, put HOBA in FAULT position in all motor coaches and reset.

6. If unsuccessful, place main compressor governor bypass switch (GS3) in ‘ON’ position.

7. Even after bypassing GS3, if CC1 is not closed, wedge the contactor (If all the main compressors are not working) or work with other compressors.

8. If CC1 is closed but compressor is not working. Check 160A fuse in RELAY panel 3rd row 4th fuse. If it is fused, replace that fuse with same rating after taking safety precautions.

9. If compressor is defective, trip synchronizing MCB (2.5A) in 4th row of RELAY panel.

10. Work onwards duly informing TLC and record in the logbook.



51

3.12 MAIN COMPRESSOR WORKING BUT PRESSURE NOT BUILDING UP

Action:

1. Check drain cocks, pipe lines and safety valves in the formation for any air leakage.

2. If there is any leakage, arrest it. If BIVS is turned ‘ON’, bring it to ‘OFF’ position. After building up 7 kg/cm2 MR pressure, turn ‘ON’ BIVS.

3.13 BP PRESSURE NOT CHARGING

Action:

1. Ensure MR pressure is above 6.0 kg/cm2.

2. Turn ‘ON’ BIVS properly. Operate BIVS few times until a cut sound is heard, close EP switch and ensure EP supply lamp is glowing.

3. Ensure Guard emergency brake valve handle in all MCs are in ‘OFF’ position and BCH in release position.

4. Ensure BP CDC drain COC in all coaches are in closed condition.

5. Ensure front BP end COC in leading MC and trailing MC are in closed condition.

6. Ensure MPT is in ‘OFF’ condition in all MCs.

7. Check for any leakage in the BP line.

8. BP guage may be defective, check in the Guard side BP guage.



52

3.14 AIR PRESSURE LEAKING FROM PANTO/ABB/VCB PIPELINE

Action:

1. Try to arrest the leakage.

2. Close PT COC and ABB/ VCB COC if provided.

3. If not successful, close MR COC, in HT room.

4. Make the unit dead by placing TSS on Test position and work with healthy unit.

Note:

If MR COC is not provided, close MR end COC between MC and TC, make MC dead and clear section from rear MC.

3.15 AIR PRESSURE LEAKING FROM SWITCH

GROUP 1, SWITCH GROUP 2, CONTROL RESERVOIR AND TAP CHANGER PIPE LINES

Action:

1. Close CR COC, in HT room.

2. Keep MCS I – 1& 2 OUT

MCS II - 3 & 4 OUT

3. Work with healthy unit.

Note : This MC will not respond after closing CR COC.



53

3.16 HEAD LIGHT NOT GLOWING

Indication 1:

On DC-DC converter both input and output LED indicators are glowing. (Red–input, green–output)

Action:

1. Change converter change over switch position and try.

2. Check bulb condition, if fused replace with spare head light bulb which is provided in head light unit it self.

3. If unsuccessful, work as per GR & SR rules duly informing TLC.

Indication 2:

On DC-DC converter both the LED indicators are not glowing.

Action:

1. Check head light MCBs (DP 5A, 10A) at motorman desk, it tripped, reset and try.

2. Check the head light fuse (10A) at MCB and fuse panel.

3. Change the converter change over switch position and try.

4. If unsuccessful, work as per GR & SR duly informing TLC.



54

3.17 NORMAL LIGHTS NOT GLOWING Action: 1. Check 5A, MCB at Driver’s desk.

2. Check Guard’s supply MCB is ‘ON’.

3. Switch ‘ON’ push button switch.

4. Operate light contactor and try.

5. Check MCB and fuse of the unit at relay panel and record in the logbook.

3.18 SIGNAL BELL NOT WORKING

Action:

1. Check 5A Guard’s supply MCB in Driver’s desk is ‘ON’. If it s tripped, reset the same.

2. Check Guard’s supply indication lamp is glowing.

3. Switch ‘ON’ Guard’s control reset MCB for bell push.

4. If still not working, use alarm bell for bell code. Record the same in logbook.

5. Work as per GR & SR rules.



55

3.19 ALARM BELL NOT WORKING

Action:

1. Check 5A MCB for alarm bell in Driver’s desk. If it is tripped, reset the same.

2. If still not working, inform the same to TLC. 3.20 BCFR LAMP GLOWING ON RUN

Action:

1. Check BA voltage in leading MC, if it is above 85V work up to destination.

2. If battery voltage is less, change CCOS to E-1 or E-2 position and work up to destination.

3. If time permit find out the MC in which battery charger is not working and trouble shoot as follows:

a. Check 35A MCB and 32A fuse in 1st row in relay panel, if MCB tripped reset and change fuse if blown out.

b. If both are normal ignore BCFR lamp and work onwards duly watching battery voltage.

Note: To isolate the defective battery charger, trip 35A

MCB and remove 32A fuse in 1st row.



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BRAKE SYSTEM

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3.21 PFD LAMP GLOWING

Action:

1. Make entry in the log book.

2. Work up to destination and report to TLC & maintenance staff.

3.22 EP BRAKE NOT WORKING

Indication:

EP supply lamp will not glow

Action:

1. Stop train by applying emergency brake.

2. Check (5A) MCB for EP brake in Driver’s desk.

3. Check EP supply switch is in ‘ON’ position (in BL box).

4. Check BIVS turned fully ON.

5. If still not working, control the train with auto brake for further working duly informing TLC and record in the logbook.

3.23 BRAKE BINDING

3.23.1 Partial Brake Binding

Indication:

1. Poor hauling, poor acceleration, quick de-acceleration.

2. BC gauge indicates in MC and TC.

3. Smoke and smell at binding wheels.



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Action:

1. Stop the train at a convenient place (clear of platforms and bridges), keep the brake controller handle in release position. Secure the train by providing skid/wedges.

2. Call the Guard to leading MC.

3. Find out the defective coach by observing smoke, smell over heat from the brake blocks.

4. If vent type BIC cocks are provided, close BIC I & II, observe air exhaust through vent and brake blocks are released. If brakes are not released, open BIC I & II follow the below procedure:

5. Close both EPIC and AIC cut out cocks.

6. Release the brake cylinder pressure by pulling release handle till the complete air is released from auxiliary reservoir and brake cylinders are released.

7. Ensure the brake blocks are shacking freely.

8. Isolate both BICs and work the train duly informing TLC and record in the logbook.

3.23.2 Full Train Brake Binding

Indication:

Brake binding in all coaches on train.

Action:

1. Observe BP pressure in Duplex guage. If BP pressure is normal, keep EP supply switch and EP supply MCB in ‘OFF’. Observe brakes are released.

2. If brakes are released, work the train with auto brake up to destination.



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3. If brake binding still not released, contact TLC.

Note: Ensure auto brake working before starting the train. 3.23.3 Parking Brake Binding

Indication:

1. Poor hauling, poor acceleration, quick de-acceleration.

2. Parking brake guage reads ‘0’.

3. Smoke and smell at wheels 1, 4, 5 and 8.

Action:

1. Press parking release switch, ensure PB guage reads 5 kg/cm2 and parking brakes are released.

2. If not successful pull the parking brake release handles provided on wheels 1, 4, 5 and 8.

Note: Parking brake release should be ensured for all

MCs.

3.23.4 Mechanical Brake Binding

Action:

In motor coach

1. Release the palm pull rod at one end according to the direction of working (keep the opposite end of the palm pull rod in hanging condition with respect to the working direction).

2. Ensure wheels are free from brake binding.

3. Keep the palm pull rod safely hanging through security chain on the hook



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4. Inform the same to TLC and work onwards. Make record in the log book.

In Trailer coach

1. Remove the brake pull rod assembly.

2. Ensure two wheels (one pair) are free from brake binding.

3. Inform the same to the TLC and record in the logbook.

3.24 RAISE IN BP PRESSURE (MORE THAN 5 KG/CM2)

Action:

1. Observe BP pressure in Duplex Gauge. If it shows more than 5 kg/cm2, operate BCH to emergency and back to release position and try.

2. If it returned 5 kg/cm2, release the brake in all coaches and work the train further.

3. If it is not become normal, work with rear motor coach after releasing brake binding in all coaches manually.

4. After releasing, ensure EPIC, AIC, BIC1, and BIC2 are in service.

5. After clearing section contact TLC.



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MR pressure leakage locations



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3.25 MR PRESSURE DROP

3.25.1 Location 1: MR leakage between main compressor and CIC in leading motor coach (before CIC).

Action:

1. Close CIC.

2. Switch ‘OFF’ the 2.5A MCP synchronizing MCB in Relay panel (4th row) in the leading motor coach.

3. Work onwards, by watching MR pressure guage.

4. Inform the same to TLC and record in the logbook. 3.25.2 Location 2: MR leakage in driving motor coach after CIC.

Action:

1. Close the rear end MR angle cock of front motor coach.

2. Switch ‘OFF’ the 2.5A synchronizing MCB of compressor in Relay panel (4th row) in the leading motor coach.

3. Switch ‘ON’ BIVS of rear motor coach.

4. Inform TLC and work as per GR & SR rules. Make record in the logbook.

Note: In this case EP will work in whole rake except affected leading motor coach, however auto brake will work in all coaches including affected leading motor coach.



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3.25.3 Location 3: MR leakage in any of the trailer coach.

Action:

1. Close both end MR angle cocks in the defective trailer coach.

2. Ensure both end MR pressure is sufficient.

3. Work onwards up to destination.

4. Inform TLC and make record in the logbook.

Note :

In this case EP will work in whole rake except affected trailer coach; however auto brake will work in all coaches including affected trailer coach.

3.25.4 Location 4: MR leakage in rear motor coach.

Action:

1. Close MR rear end cock of the affected rear motor coach.

2. Switch ‘OFF’ 2.5A MCP synchronizing MCB of affected rear motor coach in Relay panel (4th row) in the affected rear coach.

3. Work onwards.

4. Inform the same to TLC and record in the logbook.

Note:

In this case EP will work in whole rake except affected rear motor coach; however auto brake will work in all coaches including affected rear motor coach.



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3.25.5 Location 5: MR leakage in middle motor coach.

Action:

1. Isolate both end MR angle cocks of affected middle motor coach.

2. Switch ‘OFF’ 2.5A MCP synchronizing MCB of affected middle motor coach in Relay panel (4th row) in the affected motor coach.

3. Work onwards, by watching MR pressure guage.

4. Inform the same to TLC and record in the logbook.

Note:

In this case EP will work in whole rake except affected middle motor coach; however auto brake will work in all coaches including affected middle motor coach.

3.26 AIR SPRING BURST IN MC/TC

Indication:

1. MR pressure drops in the MR gauge.

2. Air leakage sound near burst spring.

3. Observe the lowering of leveling valve lever.

Action:

1. Identify the defective air spring.

2. Close the isolating COC of that particular truck.

3. Work onwards up to destination with restricted speed 60 kmph.

4. Inform TLC at the next station.

5. Make entry in logbook.



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3.27 PNEUMATIC SUSPENSION AIR SUPPLY PIPE LINE BROKEN IN MC/TC

Indication: 1. MR pressure drops in the MR gauge.

2. Air leakage sound at broken pipe line.

Action: 1. Identify the location of the air leakage.

2. Close the main isolating COC of that particular coach.

3. Work onwards up to destination with restricted speed 60 kmph.

4. Inform TLC at the next station.

5. Make entry in logbook.

3.28 BP PRESSURE DROP/ LEAKAGE

3.28.1 Location 1: BP pressure drop/ leakage in leading driving motor coach.

Action:

1. Close BP rear end cock of affected leading motor coach.

2. Release the brakes and close both BICs.

3. Inform the TLC and work as per GR & SR rule. Make record in the log book.



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3.28.2 Location 2: BP pressure drop/ leakage in middle motor coach.

Action:

1. Close both BP end cocks in the defective coach.

2. Release the brakes and close both BIC of affected coach.

3. Charge BP from rear motor coach by keeping BIVS at ‘ON’ position in rear motor coach.

4. BP continuity will not be available. Work cautiously and inform TLC.

Note:

• In this case EP will work in whole rake except affected middle motor coach.

• Auto brake will not work after the affected motor coach

• Guard can use emergency brake, which will work in all rear coaches from affected middle motor coach.

3.28.3 Location 3: BP pressure drop/ leakage in any of the

trailer coach.

Action:



3. Charge BP from rear motor coach by keeping BIVS at ‘ON’ position in rear motor coach.

4. BP continuity will not be available and work cautiously.

5. Inform TLC and enter in the logbook.



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Note:

• In this case EP will work in whole rake except affected trailer coach.

• Auto brake will not work after the affected trailer coach.

• Guard can use emergency brake, which will work in all rear coaches from affected trailer coach.

3.28.4 Location 4: BP pressure drop/ leakage in rear motor

coach.

Action:



3. BP continuity will be available excluding affected coach. Work cautiously and inform TLC.

Note:

• In this case EP will work in whole rake except affected rear motor coach.

• Auto brake will work except affected rear motor coach

• Guard can not use emergency brake. When Guard gives single bell for stopping in case of emergency, motor man should stop the train immediately.



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3.29 BOTH MR & BP PRESSURE DROP DUE TO MALFUNCTION OF B.A RELAY

Action:

1. Check the proper working of BA relay.

2. Put the BL switch and MCB of EP supply at ‘OFF’ position.

3. Ensure the handle of brake controller at release position.

Note:

In this case EP brake will not work, however auto brake & emergency brake will work in whole rake.

3.30 PARTING OF TRAIN

Cause

Failure of coupler or articulation bearing bolt.

Indications

a) BP pressure drops to zero.

b) MR pressure will drop gradually.

c) There may be heavy jerks.

d) Lights and fans may fail in motor coach and in passenger area.

Action

a) Switch ‘ON’ flasher light and protect the train. Secure the train if required.

b) Inform TLC and Station Master of the nearest station for assistance.

c) Do not touch exposed jumpers as there may be live wires.



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d) Close MR and BP end cocks on the opposite ends of the parted portion taking care of exposed live jumpers/ wires.

e) Isolate brake binding (normal as well as parking brakes) of the affected coaches.

f) Try to raise pantographs if dropped.

g) Work as per guidance of TLC. 3.31 HOT AXLE

Indications

Smoke from axle box and decolouring of axle box.

Reason

Inadequate lubrication/ breakage of inner or outer race.

Action

a) Pull the rake cautiously up to first available platform at speed not exceeding 8 kmph.

b) If it is motor coach, isolate it.

c) Inform TLC and call carriage staff. Cancel the train at first available platform and work it to nearest yard/ car shed as per instructions of carriage staff.

3.32 WHEEL LOCKING

Indication

a) Heavy running of units.

b) Repeated tripping of concerned motor coach.



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Reason

Gear or pinion teeth broken

Bearing seized.

Action

a) Ensure wheel lock with the help of Guard.

b) Isolate concerned motor coach.

c) Inform TLC and call for assistance.

d) Work the train at speed not exceeding 8 kmph.

e) Cancel the train at first available platform and work it to nearest yard/ car shed as per instructions of carriage staff.

3.33 SKID/FLAT WHEEL

Indication

Hitting sound at regular intervals.

Reason

a) Brake block jammed on the wheel.

b) Brake cylinder piston stuck up.

c) Triple valve defective.

d) Parking brake binding.

Action

a) Release brake binding if any.

b) Inform TLC and call for assistance.

c) Cancel the train if flat wheel is of 50 mm or more.

d) Work the train at speed not exceeding 25 kmph.



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If you have any suggestions and specific comments please write to us.

Contact person Director Electrical

Postal address Indian Railways

Centre for Advanced Maintenance Technology, Maharajpur, Gwalior,

Pin Code - 474 005

Phone 0751 – 2470740

0751 – 2470803

Fax 0751 - 2470841

To upgrade maintenance technologies and methodologies and achieve improvement in productivity and performance of all Railway assets and manpower which inter-alia would cover reliability, availability, utilisation and efficiency.

OUR OBJECTIVE

TROUBLE SHOOTING DIRECTORY FOR 25 kV AC EMU/ MEMU

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Transcript of TROUBLE SHOOTING DIRECTORY FOR 25 kV AC EMU/ MEMU