Dmrc Rs6 Ci Main Line Test Procedure 8 Car Meirs6mltpci-002

8/12/2019 Dmrc Rs6 Ci Main Line Test Procedure 8 Car Meirs6mltpci-002

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To BEML Ltd

Rev. Date

A 15 May 13

B 2 Jul 13

C 2 Sep 13

TitleTest Procedure for RS6

Traction Systemon Main Line for 8 car train

GENERAL

This test will confirm the performance of total propulsion control system, which includes Mastercontroller, PWM generator, AC control box and Converter / Inverter box on DMRC main line.

These tests are based on the requirement of the DMRC Technical Specification Clause 3.23, 3.25and IEC61133 Clause9.

MITSUBISHI ELECTRIC INDIAPRIVATE LIMITED

Date 22nd

Nov 2012

Document No. MEI/RS6/MLTP/CI-002 Total Pages: 34

D 25 Feb 14



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CONTENTS

1．．．．SUMMARY OF PERFORMANCE REQUIREMENTS

1.1 Performance Requirement

1.2 Test Conditions

2．．．． TEST ITEMS

3．．．．PRE CHECK

3.1 Equipment Safety

3.2 Equipment Inspection

4．．．．TEST SET UP

4.1 Test Equipment Set Up

4.2 Test Preparation set up

4.3 Sub system interface check

5．．．．SAFTY ITMES

6．．．．RUNNING TESTS

6.1 Powering Mode Test (Acceleration test)

6.2 Regenerative Braking Mode Test (Deceleration test)

6.3 Maximum Speed Test

6.4 Scheduled Running Test

6.5 Temperature Rise Test

6.6 Brake blending signal I/F test

6.7 Wheel slip/slide test

6.8 Energy consumption test

6.9 Special Mode test

6.10 Running resistance measurement

6.11 Power Factor Measurement Test

6.12 TIMS Back Up of PWM Signal test

6.13 Invalid Train line Test

6.14 Starting Resistance Measurement

7．．．．MEASUREMENT ITEMS

7.1 Measurement Parameters

7.2 Test Equipment

8．．．．TEST CHECK SHEET for Type Test

9. TEST CHECK SHEET for Routine Test

A

B

C

A

C

D



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Document Revision

Revision Date Changes

2012-11-22 Original issue

A 2013-05-15 i) Added test items 6.9,6.10 & 6.11

ii) Revised car numbering in 1.2(a)

iii) Added test items in Table 2.

iv) Added 4.3v) Added 6.1.7 & 6.2.8

vi) Revised 7.2

vii) Revised clause 8

B 2013-07-02 i) Revised Table 2

ii) Deleted 6.1.7 & 6.2.8

iii) Revised clause 8

C 2013-09-02 i) Added test items 6.12 to 6.15ii) Added 6.6.2(3)

iii)Revised “rest” to “reset” in 6.7.2(i)

D 2014 – 02-25 i) Included “SCS cut out mode test” in

special mode test. Accordingly revised test

item no. in Contents, Table 2, Check sheets 8and 9.

ii) Added laden condition in 1.2(e)

iii) Added 6.4.3

iv) Revised Temperature Rise Measurement

Points in Table 5



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1. SUMMARY OF PERFORMANCE REQUIREMENTS

1.1 Performance Requirements

The performance requirements of the Technical Specification Clause 3.25.1 are shown in Table 1.

Table 1 RS6 Performance Specification

Item

Maximum design speed. 90 km/h

Maximum operation speed. 80 km/h

Round trip schedule speed with 30sec station stops & 8% coasting.excluding terminal station turn round time with fully loaded train.

35 km/h

Acceleration from 0 km/h to 30 km/h for fully loaded train on level tangenttrack.

0.78 m/s²±5%

Service braking rate from 80 km/h to standstill up to fully loaded train onlevel tangent track.

1.0 m/s²±5%

Emergency braking rate from 80km/h to 0 km/h up to fully loaded train onlevel tangent track.

>1.3 m/s²

Jerk rate Below 0.75m/s³

1.2 Purpose of Commissioning and routine test at DMRC Main Line

Type and Routine Test will be conducted on the DMRC Main Line between Station A and Station B.

All normal powering and regenerative braking tests will be conducted on a straight level track with

a dry clean running surface.

The basic testing conditions on the DMRC Main Line are as follows

a) Train consist : 8 car unit (DTA-MA-TC-MC-TD-MD-MB-DTB)

b) Power supply : 25kV Nominal (with regenerative brake capacity)

C) Power supply frequency : 50Hz

d) Test Line : Between Station A and Station B.

e) Load condition : Tare / Fully Laden

A

D



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2. TEST ITEMS

The commissioning test procedure will confirm the correct operation of the test items listed in Table 2.

The test items listed in Table 2, show compliance of the traction system to the requirement of the DMRCTechnical Specification and generally follow the guidelines of IEC 61133.

Table 2 Test Item List

No Test Items Type testRoutine

testTechnical Specification

Clause

1 Powering Mode Test○

(Tare/Laden)○

(Tare)3.25.1

2 Regenerative Braking Mode Test○

(Tare/Laden)○

(Tare)3.25.1

3 Maximum Speed Test○

(Tare/Laden)○

(Tare)3.25.1, 3.25.3.1

4 Scheduled Running Test○

(Tare/Laden)－ 3.25.3.1, 3.25.4

5 Temperature Rise Test○

(Tare/Laden) － 3.25.6

6 Brake Blending signal I/F TestΟ

(Tare/Laden) 6.14.1

7 Wheel Slip/Slide TestΟ

(Tare/Laden) 6.21

8Energy Consumption Test

(Confirmation of TIMS indication)

○ (Tare/Laden)

－－

9 Special Mode test○

(Tare/Laden)

○ SCS Mode

(Tare)

－

10 Running Resistance Measurement○

(Tare)－ 3.23

11 Power Factor Measurement Test○

(Tare/Laden)－－

12 TIMS Back Up of PWM Signal○

(Tare)－－

13 Invalid Train line Test○

(Tare)－－

14 Starting Resistance Measurement ○ (Tare) － 3.23

B C D



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3. PRE CHECK

3.1 Equipment Safety

Following items must be confirmed.

a) All High Voltage safety procedures have been adhered to.

b) The pantographs have been lowered and isolated, and the VCBs are earthed.

c) The Pneumatic Brake Units are functioning correctly and friction brakes can be appliedbefore the train is moved.

d) The Door Units are functioning correctly and all doors can be closed or are isolated.

3.2 Equipment Inspection

Perform the following pre commissioning inspection of the propulsion equipment boxes and units.

The connections to the traction motors are to be inspected by Car Builder prior to assembly of the bogie

to the under frame.

a) Visual inspection of the external equipment box covers for any signs of damage.

b) Visual inspection of the exterior of the main transformer for any signs of damage.c) Visual inspection of the inside of each equipment box for any foreign material such as dirt.

d) Check low tension connectors are connected to equipments boxes.

e) Visual inspection of all high-tension cables and connections for correct connection and tightness.

4. TEST SET UP

4.1 Test Equipment Set Up

The general arrangement of the test equipment is to use the existing sensors mounted within the C/I

box. These signals are connected to a chart recorder from which a hard copy of the measuredparameters can be inspected and analyzed for the particular test.

The test equipment set-up for C/I parameter measurement is shown in Figure 1. Two test cards are

inserted into the spare slot of C/I gate Control Unit. The measured signals can then be taken from a frontconnector on the test card and connected to the chart recorder.

The Brake Torque Feedback signal (BTF) is taken from the BUF card and connected to the chart recorder.Brake cylinder pressure (BCPS) signal will be taken from an external pressure sensor connected to

bogie.

The jerk rate is measured using an accelerometer secured directly to the car floor. The signal from the

accelerometer is amplified and connected to the chart recorder.

The chart Recorder and other test equipments are located within the saloon of the M-Car. All test cablesbetween Test Card in the C/I box and chart recorder are routed up from the C/I box along the car body tothe passenger saloon through a passenger door.



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TEST SIGNAL

Figure 1 Test Equipment Set Up Arrangement

Figure 2 C/I Box Outline

Gate Control Units

NO.2 No.1

TEST CARD

［CONV］ out4 （P2-10）

out 5

out6 （P2-13）

out12（P2-22）

Chartrecorder

TEST CARD

［INV］

out12（P2-10） out4 （P2-17）

out1 （P2-5）

out2 （P2-7）

TRQPIM

FS

PMF

VS

IS1

VD

VEL

P15 N M15Ｐ2-1 P2-3 P2-29

Signal Earth

ACCELEROMETERStrain

Amp.α,β

Gate Control Units in C/I box Measuring Equipment in M-CAR saloon

P15 N M15

BUF CARD

（P4-3,4） BTF

Train line

(3010 / 3011) Powering / Braking

Sensor connected

at Brake cylinderBC pressure

ACPT

Clamp sensorVs, Is

Watt hour

meter



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4.2 Train Preparation Set Up

Before commencement of commissioning, the commissioning officer in charge is required to prepare

the train as follows.

1) Confirm that all test equipments have been fitted and the train is ready for raising pantographs.

2) All pantographs are raised.

3) All SIV units are operational.

4) All safety circuits, such as door loop, brake loop, are set.

5) Confirm the emergency brake function is operational.

6) Confirm the service brake function is operational.

7) Prepare the train for powering mode operation.

8) Confirm the communication procedure between the driver’s cab and the test equipment position.

9) Confirm all other sub systems are operational.

4.3 Sub System Interface Check

This check is to confirm the correct function of the interface signals between the train sub systems and

the C/I box.

BECU Interface Signals

Confirm the load weight signal for the train load condition required at the time of test.

Tare Load Condition ： 3.2±5% V V=(W/5)-5 W=20.5ton(M/N-Car)＋20.5ton(DT/T-Car)

Fully Laden Load Condition ： 7.8±5% V

The load signal value to be checked on SCP card by setting the rotary switches located onthe front panel with switch H to position “1” and switch L to position “7”.

5. SAFTY ITEMS

DMRC is to confirm the safety of the train and personal when the train is moving within the depot or

operating on the main line.

During the main line testing, it is expected that “track possession is granted to the testing train.

The DMRC engineer in charge of testing is to arrange for “full track possession”, safety interlocking,

warning lamps, etc. and any other measures required by the DMRC operation procedure or any other

measures considered necessary for train and personal safety.

CAUTION: The train driver is to control the train to ensure that the requested test item does not placethe train or personal in danger. If necessary, the driver shall terminate the test item.

6. TEST PROCEDURE

The objective of these tests is to demonstrate the correct functioning of the traction system and to confirmcompliance to the specific requirement of the DMRC specification.

The test items may be repeated 2 or 3 times to confirm the consistency of test results or test procedure was

not followed as expected. The requirement to repeat test items will be determined by the MEI test

engineer in charge.

A



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6.1 Powering Mode Test

These tests are to demonstrate that the starting and acceleration performance of the train set meets the

specified requirements of the DMRC Technical Specification and to check the satisfactory operation of

the equipment and the control system during the starting and accelerating cycles.

Objective 1 : Master Controller, PWM generator and Powering function in C/I are tested.

Objective 2 : Powering operation scheme and response in C/I are tested.

Table 3 shows the basic test function. The details of procedure and criteria are described in the following

sections.

Table 3 Powering Test Items

Acceleration Rate Calculation Method

Where the average acceleration rate is to be determined the following calculation method will be used.

From the chart record, a straight line shall be marked along the medium of train velocity curve from 0km/h

up to 30km/h.

The average acceleration will be calculated by dividing the difference of two velocity points by the time

difference between the two velocity points.

No. Test Items Load

1Minimum Powering (PWM 11.3%)

0kmph→ 20kmph → Off→ (3sec)Tare/Laden

2Medium Powering (PWM 20～30%)

0kmph→ 40kmph → Off→ (3sec)

Tare/Laden

3Maximum Powering (PWM 45%)

0kmph→ 85kmph→ Off→ (3sec)

Tare/Laden

4 Powering Up0kmph → 10kmph → 35kmph → 60kmph→ Off→ (3sec)

(PWM 11.3%) (PWM 20～30%) (PWM 45%)

Tare/Laden

5

Powering Down

0kmph → 30kmph → 40kmph → (10sec) → Off→ (3sec)

(PWM 45%) (PWM 20～30%) (PWM 11.3%)

Tare/Laden

6

Powering Off and On

0kmph→ 30kmph→ Off→ (3sec)→ On→ 50kmph→ Off→ (3sec)→ On→ 70kmph→ Off→ (3sec)

(PWM 45%) (PWM 45%) (PWM 45%) (Brake PWM 45%)

Tare/Laden

12

12

t t

vv

−

−=α

A



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6.1.1 Minimum Powering Test

ii) Objective

The objective of this test is to confirm the minimum powering mode performance of the traction system.

ii) Procedure

・・・・Place the Mode Selector Handle to the ATP position.

・・・・Place the Master Controller Handle to the minimum powering position (PWM 11.3%).

・・・・Allow the train to accelerate up to 20kmph.

・・・・Place the Master Controller Handle to the OFF Position for 3 Seconds

・・・・Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly.

・・・・From the chart record, confirm that the minimum Powering acceleration rate is beyond 0.078m/s2

・・・・From the chart record, confirm that the maximum jerk rate is below 0.75m/s3.

6.1.2 Medium Powering Test

ii) Objective

The objective of this test is to confirm the medium powering mode performance of the traction system.

ii) Procedure


・・・・Place the Master Controller Handle to the medium powering position (PWM 20～30%).

・・・・Allow the train to accelerate up to 40kmph.

・・・・Place the Master Controller Handle to the OFF Position for 3 Seconds.


iii) Criteria



6.1.3 Maximum Powering Test

i) Objective

The objective of this test is to confirm the maximum powering mode performance of the traction

system.

ii) Procedure


・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%).

・・・・Allow the train to accelerate up to 85kmph



iii) Criteria


・・・・From the chart record, confirm that the maximum acceleration rate is 0.78m/s2±5%.




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6.1.4 Powering Up Test

ii) Objective

The objective of this test is to confirm the response and stability of the control system to increasing

changes of PWM signals in the powering mode.

ii) Procedure


・・・・Place the Master Controller Handle to the minimum powering position (PWM 11.3%) and accelerate

the train up to 10kmph.

・・・・Place the Master Controller Handle to the medium powering position (PWM 20～30%), and accelerate


・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate




iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly with each changeof Master Controller Handle position.


6.1.5 Powering Down Test

i) Objective

The objective of this test is to confirm the response and stability of the control system to decreasing

changes of PWM signals in the powering mode.

ii) Procedure


・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate


・・・・Place the Master Controller Handle to the medium powering position (PWM 20～30%) and accelerate


・・・・Place the Master Controller Handle to the minimum powering position (PWM 11.3%)

・・・・Maintain the minimum powering position for 10seconds.



iii) Criteria

・・・・From the chart record, confirm that the traction motor current decreases smoothly with each change

of the Master Handle position.




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6.1.6 Powering Off and On Test

i i) Objective

The objective of this test is to confirm the response and stability of the control system to On/Off

step changes in the powering mode.

ii) Procedure




・・・・Place the Master Controller Handle to the OFF position for 3 seconds.








iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly with each

change of the Master Controller position.



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6.2 Regenerative Braking Mode Test

These tests are to demonstrate that the deceleration performance of the regenerative braking mode

meets the specified requirements of the DMRC Technical Specification and to check the satisfactory

operation of the equipment and the control system during the regenerative braking cycles.

Objective 1 : Master Controller, PWM generator and Regenerative braking function in C/I are tested.

Objective 2 : Brake blending operation scheme and response in C/I are tested.

Table 4 shows the basic test function. The details of procedure and criteria are described in the following

sections.

Table 4 Braking Test Items

Deceleration Rate Calculation Method

Where the average deceleration rate is to be determined the following calculation method will be used.

From the chart record, a straight line shall be marked along the medium of train velocity curve from

80km/h down to 0km/h.

The average deceleration will be calculated by dividing the difference of two velocity points by the

time difference between the two velocity points.

No. Test Items Load

1Minimum Braking (PWM 11.3%)

30kmph → Off→ (3sec) →Minimum Brake → 0kmph

Tare

/Laden

2Medium Braking (PWM 20～30%)

50kmph → Off→ (3sec)→ Medium Brake → 0kmph

Tare /Laden

3Maximum Braking (PWM 45%)

85kmph → Off→ (3sec) Maximum Brake → 0kmph

Tare /Laden

4

Braking Up

60kmph → Off→ (3sec) → 50kmph → 35kmph → 0kmph

(PWM 11.3%) (PWM 20～30%) (PWM 45%)

Tare /Laden

5

Braking Down

60kmph → Off→ (5sec) → 40kmph → 20kmph → 0kmph

(PWM 45%) (PWM 20～30%) (PWM11.3%)

Tare /Laden

6

Braking Off and On

60kmph→ Off→ (3sec )→ On→50kmph→ Off→ (3sec)→ On→ 30kmph→ Off→ (3sec)

→ On→ 0kmph

(PWM 45%) (PWM 45%) (PWM 45%)

Tare /Laden

7 Quick Operation from Maximum Powering to Maximum Braking0kmph → 35kmph → 0kmph

(Powering PWM 45%) (Braking PWM 45%)

Tare /Laden

12

12

t t

vv

−

−= β

A



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6.2.1 Minimum Braking Test

ii) Objective

The objective of this test is to confirm the minimum regenerative braking mode performance of thetraction system.

ii) Procedure

・・・・

Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%) and acceleratethe train up to 30kmph.

・・・・Place the Master Controller Handle to the OFF position for 3 seconds.・・・・Place the Master Controller Handle to the minimum braking position (PWM 11.3%) to stop the train.

iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly.・・・・From the chart record, confirm that the minimum braking deceleration rate is beyond 0.10m/s2 ・・・・From the chart record, confirm that the maximum jerk rate is below 0.75m/s3.

6.2.2 Medium Braking Test

ii) Objective

The objective of this test is to confirm the medium regenerative braking mode performance of thetraction system.

ii) Procedure

・・・・Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate

the train up to 50kmph.・・・・Place the Master Controller Handle to the OFF position for 3 seconds.・・・・Place the Master Controller Handle to the medium braking position (PWM 20～30%) to stop the train.

iii) Criteria・・・・From the chart record, confirm that the traction motor current increases smoothly.・・・・From the chart record, confirm that the maximum jerk rate is below 0.75m/s3.

6.2.3 Maximum Braking Test

ii) Objective

The objective of this test is to confirm the maximum regenerative braking mode performance of thetraction system.

ii) Procedure

・・・・Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate

the train up to 85kmph.・・・・Place the Master Controller Handle to the OFF position for 3 seconds.・・・・Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly.・・・・From the chart record, confirm that the maximum deceleration rate is 1.0m/s2±5%.・・・・From the chart record, confirm that the maximum jerk rate is below 0.75m/s3.



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6.2.4 Braking Up Test

ii) Objective

The objective of this test is to confirm the response and stability of the control system to increasing

changes of PWM signals in the regenerative braking mode.

ii) Procedure

・・・・Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate

the train up to 60kmph.・・・・Place the Master Controller Handle to the OFF position for 3 seconds.

・・・・Place the Master Controller Handle to the minimum braking position (PWM 11.3%), and decelerate

the train down to 50kmph.

・・・・Place the Master Controller Handle to the medium braking mode (PWM 20～30%), and decelerate


・・・・Place the Master Controller Handle to the maximum braking mode (PWM 45%), and decelerate the

train down to 0kmph.

iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly with each change

of the Master Controller Handle position.


6.2.5 Braking Down Test

i) Objective

The objective of this test is to confirm the response and stability of the control system to decreasing

changes of PWM signals in the regenerative braking mode.

ii) Procedure





・・・・Place the Master Controller Handle to the maximum braking position (PWM 45%), and decelerate


・・・・Place the Master Controller Handle to the medium braking mode (PWM 20～30%), and decelerate


・・・・Place the Master Controller Handle to the minimum braking mode (PWM 11.3%), and decelerate


iii) Criteria

・・・・From the chart record, confirm that the traction motor current decreases smoothly with each change

of the Master Handle position.




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6.2.6 Braking Off and On Test

i) Objective

The objective of this test is to confirm the response and stability of the control system to On/Off

step changes in the regenerative braking mode.

ii) Procedure













iii) Criteria

・・・・From the chart record, confirm that the traction motor current increases smoothly with each change

of the Master Controller position.

6.2.7 Quick Operation Test from Maximum Powering to Maximum Braking

i) Objective

The objective of this test is to confirm the maximum regenerative braking from the maximum powering

performance of the traction system.

ii) Procedure



the train up to 35kmph (between 30～38kmph).

・・・・Place the Master Controller Handle to the maximum braking position (PWM 45%) immediately, and

decelerate the train to stop.

iii) Criteria

・・・・From the chart record, confirm that the maximum deceleration rate is 1.0m/s2±5%.

・・・・From the chart record, confirm that the maximum jerk rate is below 0.75m/s3

.



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6.3 Maximum Speed Test

ii) Objective

The objective of this test is to confirm that the train can attain the maximum speed specified in theDMRC Technical Specification, and apply full service brake from the maximum speed to stop.

ii) Procedure

・・・・Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate

the train up to the maximum allowable speed on DMRC mainline.・・・・Place the Master Controller Handle to the OFF position for 3 seconds.・・・・Place the Master Controller Handle to the maximum braking mode (PWM 45%), and decelerate the

train down to 0kmph.iii) Criteria

・・・・From the chart record, confirm that the maximum speed is achieved.・・・・From the chart record, confirm that the traction motor current increases smoothly.・・・・Confirm that no abnormal vibration or car shocks are observed.

6.4 Scheduled Running Test

6.4.1 Normal Condition

The schedule running test shall consist of a single round trip between Station A and Station B.

ii) Objective

The objective of this test is to confirm that under all out train running condition, the average schedulespeed has 8% margin for normal train running scheduled.

ii) Procedure

・・・・Start test from A station.・・・・Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate

the train up to the maximum permissible service speed.・・・・Once the maximum permissible service speed has been achieved, then place the Master Controller

Handle to the OFF position.

・・・・Apply the powering or braking mode as required to maintain the maximum permissible service speed.・・・・At the approach to each station, apply the maximum service brake in order to stop at the station

platform.・・・・After 30 seconds, apply the maximum powering position (PWM 45%), and accelerate the train up to

the maximum permissible service speed.・・・・Repeat the above procedure for each station stop until reaching B station.・・・・Start from B station.・・・・Place the Mode Selector Handle to the ATP position.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate

the train up to the maximum permissible service speed.・・・・Once the maximum permissible service speed has been achieved, then place the Master Controller

Handle to OFF position.・・・・Apply the powering or braking mode as required to maintain the maximum permissible service speed.

・・・・At the approach to each station, apply the maximum service brake in order to stop at the stationplatform.・・・・After 30 seconds, apply the maximum powering position (PWM 45%) and accelerate the train up to

the maximum permissible service speed.・・・・Repeat the above procedure for each station stop until reaching A station.iii) Criteria

Confirm below 92.6(100/108)% of the specified running time excluding stop time can be achieved by

possible all out running in the testing section.



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6.4.2 One Motor Car Cut-Out Condition

ii) Objective

The objective of this test is to measure the running time on the one Motor Car Cut-Out condition.

ii) Procedure

・・・・Repeat the above procedure described in 6.5.1 for each station stop Station A and Station B on the one

Motor Car Cut-Out condition.・・・・Measure and record the train running time.

iii) Criteria

・・・・There is no criteria for this test

6.4.3 Two Motor Car Cut-Out Condition

ii) Objective

The objective of this test is to measure the running time with 2 Motor Car Cut-Out condition.

ii) Procedure

・・・・Repeat the above procedure described in 6.5.1 for each station stop Station A and Station B with 2

Motor Car Cut-Out condition.

・・・・Measure and record the train running time.

iii) Criteria

・・・・There is no criteria for this test



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6.5 Temperature Rise Test

This test is to demonstrate the ability of the traction system to operate at a specified duty cycle withinthe designed temperature limits.The temperature rise test will be conducted while the train is operating under schedule running coastingof a round trip between Station A and Station B.

6.5.1 Temperature Rise Measurement

The temperature of the components shown in Table 5, are measured using thermocouples and recordedusing a Data Logger.

Table 5 Temperature Rise Measurement Points and Permissible Rise

Note.1 Inverter ：：：： 115℃℃℃℃－－－－47℃℃℃℃－－－－17K（（（（Tj-f）－）－）－）－5K（（（（fin-thermistor）＝）＝）＝）＝46KConverter ：：：： 115℃℃℃℃－－－－47℃℃℃℃－－－－10K（（（（Tj-f）－）－）－）－5K（（（（fin-thermistor）＝）＝）＝）＝53K

Figure 3 Measurement points for Main Motor Outline

Figure 3 Measurement points for Main Motor Outline

No Items PermissibleRise

System

Remark

1 Air inlet - MM

2 Air outlet - MM

3 Outer surface (top) of core - MM

4 Surface of bearing cap on drive side 55K MM

5 Non drive side speed sensor cap 55K MM

6 Ambient Temperature - MM

7 Outer surface (shaft side) of core - MM

8 Outer surface (bottom) of core - MM

9 Outer surface (bogie) of core - MM

10 Inverter Unit Fin : T1 46K CI T1 – T3

11 Converter Unit Fin : T2 53K CI T2 – T3

12 Ambient Temperature : T3 --- ---13 Main Transformer Oil:T4 45K MTr T4 – T514 Inlet Air Temperature of Blower:T5 --- MTr

1

3,7,8,9

5

4

2

D



(20 / 34)

Figure 4 Measurement points for Main Transformer Outline

1314

Figure 5 Measurement points for Converter Inverter Outline

1110

Oil temperatureInlet air temperature



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6.5.2 Test Conditions

The temperature rise tests are to be conducted on the following conditions.Averaged speed is measured for reference from the chart time and distance.Temperature rise test shall be carried out with 25% of blocking air filter of traction motorand transformer blower.

1) A train consist of a tare / fully laden, 4M4T operating with scheduled running from A and B. and B and A. (Till the saturation of the fin temperature)

2) A train consist of a tare / fully laden, 4M4T operating with all out running from A and B. and B and A.

(Till the saturation of the fin temperature)

3) After 30 seconds condition of 1) condition, two motor are cut out (25% cutout). Then running with allout condition from A and B and B and A repeatedly.

6.6 Brake Blending Signal I/F Test

In braking mode the traction system produces an electric braking effort to stop the train. The electric braking

effort signal is given to the pneumatic braking system that adjusts the level of pneumatic braking effort

according to the total braking demand. This system is known as Brake Blending.

6.6.1 Measurement of the speed at which ED brake cut off

i. Objective

Confirm the speed at which ED brake cutoff.

ii. Procedure

• Place the Mode Selector Handle in the forward position.

• Place the Master Controller Handle in maximum powering position (PWM 45%) until the train

speed reaches 20km/h.

• Place the Master Controller Handle in maximum braking position (PWM 45%) until train stops.

• The speed at which ED brake cut off is measured in the chart recorder.

• ED brake cut off is recognized as motor current is zero.

iii. Criteria

From the chart record confirm that ED brake cut off speed is below 5km/h.

6.6.2 Measurement of Reset of holding brake signal

i. Objective

Reset holding brake signal is confirmed.ii. Procedure

• After test item 6.7.1, holding brake is confirmed by brake cylinder pressure signal.

• Place the Master Controller Handle in powering position.

• Reset of holding brake is confirmed by brake cylinder pressure signal.

iii. Criteria

From the chart record, brake cylinder pressure signal was reduced to minimum level.

C

C



(22 / 34)

6.7 Wheel Slip/Slide Protection

The traction system incorporates a Slip / Slide protection system that is design to reduce to effects of low track

adhesion levels. This is done by first detecting a slip or slide condition and reducing the tractive until the

adhesion level is regain and then increase the tractive effort to the normal level.

i Objective.

The objective of this test is to confirm the performance of the traction control system during both slip and slide

conditions.

In addition to confirm the coordination between the slide control of the traction system and the pneumatic

system.

ii Procedure

• Place the Mode Selector Handle in to ATP

• Place the Master Controller Handle in maximum powering position (PMW 45%) and turn On the spaying

of solution to the rail.

• Accelerate the train up to 20km/h and turn Off the spraying of solution to the rail.

• Place the Master Controller Handle into OFF position for 3 seconds.

• Place the Master Controller Handle in maximum braking position (PMW 45%) and turn On the spaying of

solution to the rail.

• Decelerate the train down to 0km/h and turn Off the spraying of solution to the rail.

iii Criteria

• From the chart record, confirm that the torque pattern changes smoothly over the whole speed

range.

• Fall time of torque pattern was below 300ms for each correction. (τ=100ms as initial)

• Recovering time of torque pattern was below 3sec for each correction.(τ=1sec as initial)

6.7.1 Test Conditions

The low adhesion condition is simulated by spraying a mixture 50% water and 50% soap directly onto the rail

in front of the motor car bogie wheels.

6.7.2 Test Set Up

For this test water containers are placed in the saloon areas and flexible tubing is routed from the water

containers to the front bogie wheels.

Motorized containers are used to spray the solution onto the rail when required.



(23 / 34)

a) Powering

b) Braking

Figure 3 Test Set Up for Slip / Slide Test for powering.

6.8 Energy Consumption Measurement (Actual Measurement)

ii) Objective

The objective of this test is to measure the actual train energy consumption for reference.

ii) Procedure

There are two measuring methods, one by TIMS indication and the other is by using Watt-Hour Meter.

The separation of energy consumption of C/I Powering, C/I Regenerative Braking and SIV, is difficult

in case of Watt-Hour Meter measurement.

The actual measurement is by the TIMS indication, and the Watt-Hour meter measurement should be

used for the confirmation of the accuracy of TIMS indication.

Confirmation of the accuracy of TIMS indication is carried out as follows.

The primary voltage is picked up from ACPT and the primary current is picked up from the

additional CT or (Clamp Meter) installed at the primary circuit (Wiring PE355). These outputs are

connected to Watt-Hour Meter.

The measurement is made with TIMS and Watt-hour Meter during the schedule running test 6.5.1

The measured data with TIMS indication and Watt-Hour Meter are compared.

iii) Criteria

・・・・ The difference between TIMS reading and watt hour meter reading is less than 10%.

Motor Car

Bogie

Direction of travel

Bogie

Rail

Flexible Tube

Solution

Motor Car

Bogie

Direction of travel

Bogie

Rail

Flexible Tube

Solution

A



(24 / 34)

6.9 Special Mode Test

The traction system has some special modes. The performance of these special mode functions are

to be confirmed in the following tests.

6.9.1 Safety Cutout Switch (SCS) Mode Test

ii) Objective

The objective of this test is to confirm the performance of Safety Cutout Switch (SCS) Mode.

This mode is used when the trackside ATC system has failed and the driver wishes to move the train.

ii) Procedure

・・・・Place the Mode Selector Handle to the FORWARD position.

・・・・Turn the Safety Cutout Switch (SCS) to the Cutout Position.

Note I: This test is carried out at Down gradient to check regenerative braking operation by CI at

24kmph in SCS Cutout mode.

・・・・Place the Master Controller Handle to the minimum powering position (PWM 11.3%) and hold for

15 seconds.・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%) and hold

till train speed reaches 24kmph.

・・・・Maintain the maximum powering position till train speed falls to 18kmph(±1kmph).


・・・・Turn the Safety Cutout Switch (SCS) to the Normal Position.

・・・・Place the Master Controller Handle to the maximum powering position (PWM 45%) and hold for

10 seconds.


iii) Criteria

・・・・From the chart record, confirm that powering effort is ON at 18kmph(±1kmph) and OFF at 20kmph

(±1kmph).

・・・・From Chart record, confirm that regenerative braking is ON at 24kmph (±1kmph) .

・・・・From the chart record, confirm that when the maximum braking is applied the train is decelerated

to stop.

・・・・From the chart record, confirm that when the SCS is turned to the Normal Position and the maximum

powering is applied, then the train is accelerated above 25kmph.

6.9.2 High Acceleration Mode Test (Laden)

i Objective

This mode is used to increase the maximum powering torque by 5% of the normal torque level. This mode of

operation is expected to be used in emergency towing of an operative train set.

ii Procedure

• Place the Mode Selector Handle in forward position.

• Depress the High Acceleration Mode button on TIMS. (For 30sec HA mode available)

• Move the Master Controller Handle to maximum powering position (PWM 45%).

• Move the Master Controller Handle to maximum braking position (PWM 45%) to stop the train.



(25 / 34)

• After 30sec , repeat powering operation .(second operation)

• Move the Master Controller Handle to maximum powering position (PWM 45%).

• Move the Master Controller Handle to maximum braking position (PWM 45%) to stop the train.

iii Criteria

• From the chart record confirm that the initial torque level of the train increase by 5% by confirming the

acceleration rate increases by 5% to be 0.83 m/s2 ±5%.

• From the chart record confirm that when the train speed increased above 10km/h the acceleration level

decreases to the normal value of 0.78 m/s2 ±5%.

• At second operation, acceleration level is the normal value of 0.78 m/s2 ±5%.

6.10 Running Resistance Measurement Test

ii) Objective

The objective of this test is to measure the train running resistance.

ii) Condition

The train is running on the coasting mode at the speed of 20, 40, 60, 80kmph on the straight and

level track.

iii) Procedure

・・・・Measure the running time and the train speed to calculate the deceleration rate of the train.

・・・・Calculate the deceleration rate of the train at each speed above.

・・・・The train running resistance is calculated by the following formula.

F = 278WD

WhereF : Running resistance [N]

W : The total weight of the train including inertia mass [Ton]

D : Deceleration rate of the train [kmph/s]

iv) Criteria

There are no criteria for the measurement value. The reference formula is as follows.

R = 14.01 + 0.2646V + 0.00191V2 (For At-grade and Elevated corridors)

R = 21.96 + 0.4222V + 0.00876V2 (For Underground corridors)

Where

R : Train resistance [N/Ton]

V : Train speed [kmph]



(26 / 34)

6.11 Power Factor Measurement Test

ii) Objective

The objective of this test is to measure the traction system power factor when the train is in the

Maximum power operation.

ii) Procedure

・・・・Place the Mode Selector Handle to the Forward Position.


the train up to maximum permissible speed.

・・・・Place the Master Controller Handle to OFF position for 3 seconds.

・・・・Place the Master Controller Handle to the maximum braking position (PWM 45%) and decelerate


iii) Criteria

・・・・The measured power factor should be more than 97%, at the maximum power output of converter.

(Train speed is between 30kmph and 38kmph)

Test Conditions

The power factor will be determined by the measurement of the Primary side voltage and current.

The measuring instrument will be a power meter with the primary voltage signal being taken from the

C/I line voltage transformer PT and the line current signal from the additional test current transformer

connected to the primary circuit.

6.12 TIMS Back Up of PWM Signal Test

The TIMS system has the function to monitor the position of Master Controller Handle in the driving cab.

In case of the failure of PWM train line, the Master Controller Handle position signal provided by theTIMS system is used by each C/I and BECU unit to determine the powering or braking demand request

by the driver.

ii) Objective

The objective of this test is to confirm the operation and performance of the C/I and BECU units with

in case of PMW train line signal failure.

ii) Procedure

・・・・Disconnect the electrical connector for the PWM generator in the driver cab.

・・・・Place the Mode Selector Handle to the forward position

・・・・Place the Master Controller Handle to the Minimum powering position (PWM 11.3%) for 3 seconds.




・・・・ Place the Master Controller Handle to the Maximum braking position (PWM 45%) to stop the train.

iii) Criteria

・・・・From the chart record, confirm that the powering and braking charts are similar to PWM train line

controlled chart.

C

C



(27 / 34)

6.13 Invalid Train Line Signal Test

The status of the train line is monitored by the C/I, BECU and TIMS systems. When an invalid train

condition is detected, the designated action is taken by each system.

ii) Objective

The objective of this test is to confirm the functional logic of the C/I, BECU and TIMS systems, whenan invalid train line signal condition is detected.

ii) Procedure

・・・・This test is carried out on the standstill condition without catenary power supply.

・・・・Each invalid signal is applied.

・・・・Response of Traction Control Unit and BECU is confirmed.

iii) Criteria

・・・・ Refer to Table 6 for the system response to invalid train line signal.

Table 6 The Response to Invalid Train Line Signal

NOTE1 : States 1,3,5,7,8 are to be confirmed in this test.

(State 2,4,6 are normal train line conditions and not required in this test.)

NOTE2 : 0 = Train Line Signal in non- active state (As for PWM, Both train line and TIMS signal failure)

1 = Train Line Signal in active state

C = Coasting (Powering and Braking in non active state)

NOP = Non-Operational mode.

SB = Service Brake (Normal mode)

B max and P min in TCU is confirmed from the torque pattern target value.

6.14 Starting Resistance Measurement Test

ii) Objective

The objective of this test is to measure the train starting resistance.

ii) Procedure

・・・・One T-M Unit The train is standstill on the straight and level track and the brake is totally released.

・・・・Draw one T-M Unit the train by pulling by the battery car or manpower .

・・・・ Measure the drawing force when the T–M car the train starts to move. The measurement is made

by load-cell

State 1 State 2 State 3 State 4 State 5 State 6 State 7 State 8

Powering (Train Line) 0 0 0 0 1 1 1 1

Braking (Train Line) 0 0 1 1 0 0 1 1

PWM (Train Line/TIMS) 0 1 0 1 0 1 0 1

TCU (C/I) C C B max SB P min P C C

BECU --- --- B max SB --- --- --- ---

C

C



(28 / 34)

30cm

iii) Place: In depot

iv) Condition: Measurement point is First wheel of T Car rotated to 30cm (with one T-M unit).

v) Criteria

・・・・ There are no criteria for the measurement.

T Load

Cell ShuntingLoco

ChartRecorder

M



(29 / 34)

7 Measurement Test Items

7.1 Measurement Parameters

The measurement parameters are shown in Table 7.

Table 7 Measurement Test Items

NO. Items MethodTypetest

RoutineTest Abbr. Calibration

1 Line voltage PCB Test Card→ Chart recorder ○ ○ VS 100kV/div

2 Primary currentMTr terminal box → Chartrecorder

○ - IS 100A/div

3 Secondary input current PCB Test Card→ Chart recorder - ○ IS2 3000A/div

4 Filter capacitor voltagePCB Test Card→ Chart recorder

○ ○ VD 500V/div

5 Torque PatternPCB Test Card→ Chart recorder

○ ○ TRQP 1000Nm/div

6 Pulse modulation factorPCB Test Card→ Chart recorder

○ ○ PMF 100%/div

7 Slip frequencyPCB Test Card→ Chart recorder

○ ○ FS 2Hz/div

8 VelocityPCB Test Card→ Chart recorder

○ ○ VEL 10km/h/div

9 Motor currentPCB Test Card→ Chart recorder

○ ○ IMU 1000 A/div

10 Acceleration / DecelerationAcceleration sensor→StrainAmplifier→Chart recorder

○ ○ α / β 0.1G/div

11 Brake Torque Feedback (M car) BUF Card→ Chart recorder ○ ○ BTF 10V/div

12 Brake Cylinder pressurePressure sensor → Chartrecorder

○ ○ BC 4Bar/div

13 Powering Command signal Train Line→ Chart recorder ○ ○ P

14 Braking Command signal Train Line→ Chart recorder ○ ○ B

7.2 Test Equipment List

The Test equipment to be used is shown in Table 8.

Table 8 Test Equipment List

Instrument Type Measurement Item Make

Chart recorder 8842 For measurement IM, Velocity, α / β Hioki Corporation

Strain Gauge 2GB For measurement ofα / β KYOWA

Data logger - For measurement of temperature HiokiClamp sensor 9661 For Energy Measurement Hioki

Watt Hour meter 3169 For Energy Measurement/Power factor Hioki

Load cell PO-5KU Starting resistance Kyowa

A C





(31 / 34)

Accelerate to 85 kmph in maximum powering and decelerate to stop in maximum braking.

4. Scheduled Running Test ------------------------------------------------------------------------------------- Pass / Fail

The average schedule speed for one round trip between A and B is more than 32kmph.

(All out train running of Fully Laden)

Results are included in the Temperature rise test (Test item 6)

5. Temperature Rise Test ------------------------------------------------------------------------------------- Pass / Fail

Case Test ItemsPermissible

Rise

ResultChart No.

Temp. Rise

ScheduleRunning(4M4T)

Inverter Unit Fin (at TH3) 46K ℃ KOSC.

TR-SCH--1

Converter Unit Fin (at TH1) 53K ℃ K

Ambient Air Temperature --- ℃ ---

Main Transformer Oil 45K ℃ K

Inlet Air Temperature of Blower --- ℃ ---

Average speed : km / Hr = kmph Run time exclude stop time :

All Out Run(4M4T)

after ScheduleRunning

Inverter Unit Fin (at TH3) 46K ℃ KOSC.

TR-AO-1

Converter Unit Fin (at TH1) 53K ℃ K

Ambient Air Temperature --- ℃ ---

Main Transformer Oil 45K ℃ K

Inlet Air Temperature of Blower --- ℃ ---

Average speed : km / Hr = kmph Run time exclude stop time :

6. Brake Blending Signal I/F Test ----------------------------------------------------------Pass / Fail

The transition between regenerative braking effort and pneumatic braking is smooth and without significant

jerk.

No. Test Items Result Chart No

6.6.1 Measurement of the speed atwhich ED brake cut off speed:Below 5km/h

Good / No Good OSC. BB-1

6.6.2 Measurement of Reset ofholding brake signalBrake cylinder pressure to bezero after powering operation.

Good / No Good OSC.BB-2

7. Wheel Slip / Slide Protection Test---------------------------------------------Pass / Fail

Chart No OSC SS-1



(32 / 34)

Chart No OSCSS-2

Wheel slip / Slide control should be smooth with no abnormal vibration or shock.

Torque fall time is below 300ms.

Torque recovery time was below 3sec

8. Energy Consumption Measurement ------------------------------------------------------------ Pass / Fail

9.Special Mode Test -------------------------------------------------------------------------------------------- Pass / Fail

10.Running Resistance Measurement

11. Power Factor Measurement Test -------------------------------------------------------------------- Pass / Fail

Measurement power factor should be more than 97%, at the maximum power output of converter.

(Train speed between 30kmph to 38kmph)

Chart No. OSC.PF-1

12. TIMS Back UP of PWM Signal Test ------------------------------------------------------------------- Pass / Fail

Chart No. OSC.TIMSBP-1

13. Invalid Train Line Signal Test -------------------------------------------------------------------------- Pass / Fail

14. Starting Resistance Measurement ----------------------------------Measured value : KN

Chart No. OSC.SR-1

9 Routine test Check Sheet RS6-M-0005 Project : DMRC RS6 Car No.

SIV + CI kWh (TIMS kWh)

No. Test Items Result Chart No.

6.9.1 Safety Cutout Switch Pass / Fail OSC. SMT-1

6.9.2 High Acceleration Mode Pass/ Fail OSC. HA-1

20kmph 40kmph 60kmph 80kmph

Running Resistance [N/Ton]

Chart No. OSC. RR-1 OSC. RR-2 OSC. RR-3 OSC. RR-4

State 1 State 3 State 5 State 7 State 8

Powering (Train Line) 0 0 1 1 1

Braking (Train Line) 0 1 0 1 1

PWM (Train Line/TIMS) 0 0 0 0 1

TCU (C/I) C B max P min C C

BECU --- B max --- --- ---

Result pass / Fail pass / Fail pass / Fail pass / Fail pass / Fail

A

D



(33 / 34)

Date of test : Tare weight signal : 3.2V±5% Good / No Good

Tested by :

1. Powering Mode Test ------------------------------------------------------------------------------------------- Pass / Fail

2. Regenerative Braking Mode Test --------------------------------------------------------------------------- Pass / Fail

3. Maximum Speed Test ----------------------------------------------------------------------------------------- Pass / Fail

Chart No. OSC MS-1

No. Test Items Check Items Result Chart No.

6.1.1 Minimum poweringTrain accelerates smoothly with no abnormal shockor vibration.

Jerk rate is below 0.75m/s

3

.

Pass /Fail

OSC. P-1

6.1.2 Medium PoweringTrain accelerates smoothly with no abnormal shockor vibration.Jerk rate is below 0.75m/s3.

Pass /Fail

OSC. P-2

6.1.3 Maximum Powering

Train accelerates smoothly with no abnormal shockor vibration.Criteria is 0.78m/s²±5%Jerk rate is below 0.75m/s

3.

Pass /Fail

OSC. P-3

6.1.4 Powering Up

Powering position is changed from minimum tomaximum.Motor current smoothly increases according toPowering position.Jerk rate is below 0.75m/s

3.

Pass /Fail

OSC. P-4

6.1.5 Powering Down

Powering position is changed from maximum tominimum.

Motor current smoothly decreases according toPowering position.Jerk rate is below 0.75m/s3.

Pass /Fail OSC. P-5

6.1.6 Powering Off and onMotor current increase smoothly with each change ofmaster controller position.

Pass /Fail

OSC. P-6

No. Test Items Check Items Result Chart No.

6.2.1 Minimum BrakingTrain decelerates smoothly with no abnormal shock orvibration.Jerk rate is below 0.75m/s3.

Pass /Fail

OSC. B-1

6.2.2 Medium BrakingTrain decelerates smoothly with no abnormal shock orvibration.Jerk rate is below 0.75m/s

3.

Pass /Fail

OSC. B-2

6.2.3 Maximum braking

Train decelerates smoothly with no abnormal shock orvibration.Criteria is 1.0m/s²±5%Jerk rate is below 0.75m/s3.

Pass /Fail

OSC. B-3

6.2.4 Braking Up

Braking position is changed from minimum to maximum.Motor current smoothly increases according to Brakingposition.Jerk rate is below 0.75m/s3.

Pass /Fail

OSC. B-4

6.2.5 Braking Down

Braking position is changed from maximum to minimum.Motor current smoothly decreases according to Brakingposition.

Jerk rate is below 0.75m/s

3

.

Pass /Fail

OSC. B-5

6.2.6 Braking off and onMotor current increase smoothly with each change ofmaster controller position.

Pass /Fail

OSC. B-6

6.2.7 Quick OperationMaximum Powering to Maximum BrakingJerk rate is below 0.75m/s

3.

Pass /Fail

OSC. B-7



Accelerate to 85 kmph in maximum powering and decelerate to stop in maximum braking.

4. Special Mode Test -------------------------------------------------------------------------------------------- Pass / Fail

No. Test Items Result Chart No.

6.9.1 Safety Cutout Switch Pass / Fail OSC. SMT-1

Documents

Dmrc Rs6 Ci Main Line Test Procedure 8 Car Meirs6mltpci-002