TROUBLE SHOOTING DIRECTORY FOR AC-DC EMU (SIEMENS …...CAMTECH/E/2009/TSD-AC DC EMU Trouble Shooting Directory for AC DC EMU (Siemens Rake) July 2009 ... Signal Bell SC - Shunting

CAMTECH/E/2009/TSD-AC DC EMU

Trouble Shooting Directory for AC DC EMU (Siemens Rake) July 2009

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TROUBLE SHOOTING DIRECTORY

FOR

AC-DC EMU (SIEMENS RAKE)

TARGET: MOTORMAN OF AC- DC EMU OF WESTERN RAILWAY

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egkjktiqj, Xokfy;j & Xokfy;j & Xokfy;j & Xokfy;j & 474 005474 005474 005474 005 Maharajpur, GWALIOR - 474 005

CAMTECH/2009/E/TSD/AC-DC EMU/1.0 July 2009

CAMTECH/2009/E/TSD/AC-DC EMU/1.0


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TROUBLE SHOOTING DIRECTORY

FOR

AC-DC EMU (SIEMENS RAKE)

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 Mumbai Sub-Urban, reliability of AC-DC EMU has become very important to provide punctual and safe journey to our valued passengers.

This Trouble Shooting Directory 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, running AC-DC EMUs.

CAMTECH, GWALIOR S. C. SINGHAL Date: 31 .07.2009 EXECUTIVE DIRECTOR



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PREFACE

This Trouble Shooting Directory for AC-DC EMU (Siemens Rake) is prepared for the guidance of Motormen. This will be useful for motormen 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, Railway Board or concerned Railways. The TSD is for guidance only and it is not a statutory document.

I am sincerely thankful to Sr.DEE, EMU Car Shed, BCT and CWM, EMU Workshop, MX, Western Railway for their valuable suggestions and assistance in preparing this TSD. 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: 29 .07.2009 DIRECTOR ELECTRICAL



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CONTENTS

Serial No. Description P age No.

Foreword iii

Preface iv

Contents v

Correction Slip ix

INTRODUCTION 01

ABBREVIATIONS 02

PART-I GENERAL PROCEDURES 04

I. PREPARATION OF RAKE 04

II. PREPARATION OF RAKE IN CASE OF UNDER VOLTAGE 05

III. SHUT DOWN PROCEDURE OF RAKE 06

IV. CAB CHANGING PROCEDURE 06

V. NEGOTIATING NEUTRAL SECTION (AC-DC, DC-AC OR AC-AC) 08

VI. CLEARING OF NEUTRAL SECTION IN CASE RAKE STOPPED 10

VII. CLEARING OF A RAKE HELD UP JUST BEFORE NEUTRAL SECTION 11

VIII. PROCEDURE FOR BATTERY RESET 12

IX. PROCEDURE TO RAISE PANTOGRAPH AT ZERO MR PRESSURE FROM DTC 15

X. PROCEDURE FOR CONDUCTING STATIONARY BRAKE TEST 16

XI. PROCEDURE FOR BRAKR POWER TEST ON RUN 18



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Serial No. Description Pa ge No.

XII. PROCEDURE FOR COMPLETE ISOLATION OF MOTOR COACH 20

XIII. DRIVING THE TRAIN IN RESCUE DRIVE MODE (RDM) 21

XIV. PROCEDURE TO CLEAR THE SECTION FROM MOTOR COACH 23

XV. PROCEDURE FOR ISOLATION OF AWS 24

XVI. FIRE ON EMU 25

XVII. PROCEDURE FOR OPENING HT COMPARTMENT 29

XVIII. PROCEDURE FOR CLOSING HT COMPARTMENT 30

XIX. OPERATION OF PASSENGER INFORMATION SYSTEM 31

PART - II TROUBLE SHOOTING 33 MEANING OF VARIOUS MMI DISPLAY SYMBOLS 34

TROUBLE SHOOTING WITH THE HELP OF MMI 37

ELECTRICAL TROUBLES 40

1. TRAIN NOT MOVING – ALL PANTOGRAPHS DROPPED 40

2. TRAIN NOT MOVING – ALL MAIN CIRCUIT BREAKERS (CBs) OPEN 43

3. TRAIN MOVING SLUGGISH – ONE OR MORE MOTOR COACHES ARE RUNNING DEAD 44

4. MR PRESSURE IS LESS AND NOT BUILDING UP OR COMPRESSORS ARE NOT WORKING 45



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5. TRAIN REFUSE TO MOVE EVEN IF PANTOGRAPHS ARE RAISED AND CBs ARE CLOSED 46

6. MMI DISPLAY IS NOT WORKING 48

7. FAILURE OF HEAD LIGHT DURING NIGHT 49

8. FAILURE OF FLASHER LIGHT 50

9. FAILURE OF NORMAL AND EMERGENCY SIGNAL BELLS 51

10. FAILURE OF PIS 52

11. FAILURE OF LIGHTS AND FANS 53 PNEUMATIC & MECHANICAL TROUBLES 54

1. AIR LEAKAGE UNDER FRAME 54 1.1 MR LEAKAGE FROM MR HOSE PIPE 54

1.2 MR LEAKAGE FROM UNDER FRAME OF ‘A’ COACH 54

1.3 MR LEAKAGE FROM UNDER FRAME OF ‘B’ COACH 55

1.4 MR LEAKAGE FROM UNDER FRAME OF ‘C’ COACH 56

1.5 BP LEAKAGE FROM HOSE PIPE 57

1.6 BP LEAKAGE UNDER LEADING ‘C’ COACH 58

1.7 BP LEAKAGE UNDER INTERMEDIATE COACH 58

2. BRAKE BINDING 60 2.1 FULL TRAIN AUTO BRAKE BINDING 60

2.2 BRAKE BINDING IN ONE COACH 62

2.3 BRAKE BINDING IN ONE UNIT 63

2.4 PARKING BRAKE BINDING 64

2.5 FULL TRAIN BRAKE BINDING 66



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3. PILOT VALVE BLOWING 69

4. PARTING OF TRAIN 70

5. HOT AXLE 71

6. WHEEL LOCKING 72

7. FLAT WHEEL 73

ANNEXURE – A

CASES WHEN MOTORMAN IS REQUIRED TO GO TO MOTOR COACH. 74



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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-DC EMU/1.0/ C.S. # XX date--- Where “XX” is the serial number of concerned correction slip (starting from 01 onwards). CORRECTION SLIPS ISSUED

Sr. No. Date of issue

Page no. and Item no. modified

Remarks



INTRODUCTION

AC-DC EMU rakes are introduced for sub-urban services in Mumbai area both by Central and Western Railways. Presently AC-DC EMU rakes manufactured by BHEL & ALSTOM based on GTO technology and by Siemens based on state of the art IGBT technology are running to cater to growing demand of passenger traffic.

This trouble shooting directory is prepared for the

guidance of Motorman. It is presumed that the user is well aware about the equipments, switches, MMI displays and all other accessories of Siemens Rake with their locations and functions.

It is observed during the field visits and seminar that

there are some differences between the Western and Central Railways about the nomenclature of equipments and work instructions. To resolve such type of problems, separate TSDs have been prepared for Western & Central Railways.

This TSD is specially prepared for the use of Motormen

of Western Railway, consisting two parts. Part-I consists of various procedures and Part–II consists of trouble shooting.



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ABBREVIATIONS

ACU - Auxiliary Control Unit

ADC/COS - AC/DC Changeover Switch

AFB - Automatic Traction/ Brake Control (Cruise Control

AM - Shut Off Valve (Parking Brake Circuit)

AWS - Auxiliary Warning System

BCU - Brake Control Unit

BW - Braking Resister

CCU - Central Control Unit

DCS - Driver’s control switch (Master key)

DM - Diagnostic Message

DTC Driving Trailer Coach

EBU - End Basic Unit

EBL - Emergency Brake Loop

ES - Electronic Cabinet

FML - Traction Motor Fan

GTO - Gate Turn Off Thyristor

HB - Main Air Compressor

HBL - Main MR Pipe

HL - Main Brake Pipe

HSCB - High Speed Circuit Breaker

HTC - High Tension Compartment

IGBT - Insulated Gate Bi-Polar Transistor



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MBU - Middle Basic Unit

MMI - Man Machine Interface

MPS - Motor protective switch

MS - Main Switch

MVB - Multi Vehicle Bus

NDTC - Non Driving Trailer Coach

PBC - Power brake controller

PIS - Passenger Information System

PT - Potential Transformer

PTS - Position of Train System

RDM - Rescue Drive Mode

SB - Signal Bell

SC - Shunting Cab

SIBAS - Siemens Bahn Automatisierungs System

SKS - SIBAS KLIP Station.

SW - Software

TCC - Traction converter cabinet

TCU - Traction Control Unit

VCB - Vacuum Circuit Breaker

VSD - Voltage Sensing Device

VVVF - Variable Voltage Variable Frequency



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PART - I

GENERAL PROCEDURES

I PREPARATION OF RAKE

1. Switch ON the spring loaded “BATTERY SWITCH” provided in control cabinet (3rd row 2nd switch) behind Motorman in D/cab and wait for 30 seconds.

2. Switch ON DCS key in D/Cab and ensure lamp test takes place automatically.

3. During automatic lamp test ensure all indication lamps provided on MMI panel, driver panel, driver desk and guard’s panel (tell tale lamps) are working.

4. After switching ON DCS, MMI display will appear after approx 35 seconds.

5. Check vehicle overview on MMI top-level screen for any abnormality like cab occupation at multiple places, background of Panto symbols other than white etc.

6. Raise pantographs by rotary switch provided at driver desk and observe OHE power detection AC/ DC on MMI. (Panto symbol on blue background)

7. Switch ON main circuit breaker by spring loaded rotary switch provided on driver’s desk. (CB symbol on blue background)

8. Check all pantographs are raised and all circuit breakers are ON. If not, repeat the above procedure.



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9. Release parking brakes, if applied, by parking brake release push button provided at driver’s desk.

10. Ensure MR pressure is normal (7 to 8 Kg./cm2).

11. Switch ON ICS & charge BP(4.7±0.2kg./cm2).

12. Test pilot valve by operating PBC t-grip handle to emergency position.

13. Ensure AWS is working.

14. Check EP brakes (holding brakes are 0.8 Kg./cm2).

15. Check proper working of brake controller.

16. Check proper working of head light, head code and flasher.

17. Work normal.

Note:- If MMI display is not working then observe indications on Tell-tale lamps. Inform EMU Controller and call EXR if required.

II PREPARATION OF RAKE IN CASE OF UNDER VOLTAGE

If the rake cannot be prepared by the above procedure, it may be due to under voltage. In such case, lamp test shall fail and MMI will not work after master key is switched ON.

1. Operate ‘Isolating Under voltage’ rotary switch provided on MCB panel in DTC, to 1 O’clock position.

2. Try to prepare the rake. Inform EMU Controller and call EXR.



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III SHUT DOWN PROCEDURE OF RAKE The following steps must be carried out for the shut

down of the rake

1. Apply auto brakes by brake controller and keep PBC T-grip handle in coasting position.

2. Operate Reverser to ‘O’ position.

3. Switch off main circuit breaker by circuit breaker ON /OFF switch provided at driver desk.

4. Drop all pantograph by spring loaded rotary switch provided at driver desk.

5. Apply parking brakes by parking brake push button provided at driver desk.

6. Remove the DCS key from master controller after turning key to ‘O’ Position.

7. Switch OFF the spring loaded “BATTERY SWITCH” provided in control cabinet behind Motorman in D/cab.

IV CAB CHANGING PROCEDURE

A. On reaching destination

1. Stop the train at “STOP” mark.

2. Bring “PBC” to coast position.

3. Bring the Reverser to ‘0’ position. With this 0.8 kg/ cm2 EP brake will get applied on the entire rake automatically. Ensure the same on BC gauge.



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4. Switch off the “MASTER KEY” and remove the same. With this Full EP brakes (i.e. 1.2 kg/ cm2) will get applied on entire train. Ensure the same on BC gauge.

5. Close the “ICS” and drop BP pressure by 1 kg./cm2 at destination and to 0 kg/ cm2 in yards and car sheds. Ensure that pneumatic brake controller handle is in Normal –Release position.

B. Before beginning of Journey

1. Ensure BC gauge is showing 1.2 kg/ cm2. Check MR and BP pressure in duplex gauge and check Parking brake gauge showing zero (if applied).

2. Switch ON the “ICS” and charge the BP.

3. Turn the “MASTER KEY” to “ON” position. After 30 sec. MMI will start display.

4. Switch ‘ON’ the AWS and conduct the functional test.

5. Ensure BP is charged to 4.7 kg/ cm2.

6. Wait for BC gauge needle drops from 1.2 kg/ cm2 to 0.8 kg/ cm2.

7. Confirm on MMI Top level that TCC is ready for traction.(White background).

8. Operate the reverser to “Forward”.

9. Operate “PBC” to Full EP position. Ensure Full EP brakes (i.e. 1.2 kg/ cm2) registered



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in the BC gauge. Do not destroy BP through “PBC” while testing the EP brake.

10. Bring back the “PBC” to “COAST” position and ensure BC gauge is showing 0.8 kg/ cm2 (EP brakes are active).

11. Release the parking brakes and ensure on MMI and Pressure gauge.

V NEGOTIATING NEUTRAL SECTION (AC-DC, DC-

AC OR AC-AC)

At station prior to the Neutral Section Motor Man should:

1. Ensure MR and BP pressure are adequate.

2. Select TOP level screen on MMI.

3. If any motor coach is running trip, do not try to set it while approaching neutral section.

4. Gain adequate speed according to signal and section.

5. At 250 mtrs. board, press “Entering Neutral Section” push button provided at driver desk for 5 sec. The button starts flashing for 2-3 sec. then lights steady. At the same time “Neutral Section Activated” message will appear on MMI.

6. With this operation, all CBs (VCB/ HSCB) will open in sequential manner in all the Motor coaches. After passing Neutral section, AC/ DC voltage will be sensed and the CBs will close automatically. This will be displayed on the MMI.

Entering

Neutral Section



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7. In case any CB does not close after passing neutral section, give CB ON command by CB ON/ OFF switch.

8. If MMI screen is blank, ensure indication “Not all CBs ON” flashes on tale-tell lamp.

9. If the neutral section push button does not start flashing check on MMI whether all circuit breakers are open and message “Neutral Section Activated” is displayed. If not, then immediately press emergency OFF push button before entering neutral section.

10. After passing the neutral section all the motor coaches can only be set on releasing the emergency OFF push button, raising pantographs and closing CBs.

11. Be alert while passing the Neutral Section.

12. Take traction and ensure on MMI that all Motor coaches are coming on power by selecting driver/ Brake mode on MMI.

Note: If any motor coach is running trip and CB close

command was given to reset the motor coach before entering the neutral section then isolate the motor coach by the relevant isolating basic unit switch before pressing the entering neutral section push button. After passing the neutral section the motor coach may be charged.

‘Emergency OFF Push button’



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VI CLEARING OF NEUTRAL SECTION IN CASE RAKE STOPPED

1. Isolate the units which are not yet passed the

Neutral Section by turning the respective Basic unit isolating switch to 1 O’clock position provided behind motorman in D/ Cab.

Isolated position

2. If leading unit is not charged, give Panto Up command and MC close command by respective switches provided at driver desk.

3. Pass through the neutral section.

4. After the cab comes to the EMU board, normalize all unit isolating basic unit switches by turning them to 11 O’clock position.

Normal Position

5. Give Panto Up command and MC close command by respective switches provided at driver desk.

6. Continue Driving.



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VII CLEARING OF A RAKE HELD UP JUST BEFORE NEUTRAL SECTION 1. Ensure all pantos are raised.

2. Operate CB close Switch to ‘ON’, ensure on MMI that CB’s have closed on all Motor Coaches.

3. Ensure MR pressure is adequate.

4. a) Operate Isolating Basic Unit 1, 2 & 3 switches for Up trains and 4, 3 & 2 for Dn trains to their Isolate position (1 O’clock) in 12-car rake. b) [Operate Isolating Basic Unit 1 & 2 switches for Up trains and 3 & 2 for Dn trains to their Isolate position (1 O’clock) in 9-car rake] with this CBs of the above Units will open out, and their Pantos will come down. Ensure the same on MMI.

5. Draw the train ahead and stop after the leading Motor Coach clears the Neutral Section. (about one structure distance)

6. Operate Isolating Basic Unit 1 switch for Up trains and 4 for 12 –car rake [3 for 9-car rake] Dn trains to their Normal position (11 O’clock) Ensure the same on MMI.(white background)

7. Operate Panto up Switch the leading Panto will go up. Ensure the same on MMI.

8. Operate CB close Switch to ‘ON’ for about 5 sec. Ensure on MMI that CB has closed.

9. Isolate last basic unit. Ensure the same on MMI.

10. Work the train up to the CB close (EMU) board. Stop the train and charge all the Motor Coaches as per laid down procedure.

11. Inform EMUC and work the train normal.



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VIII PROCEDURE FOR BATTERY RESET

Before starting ‘Battery Reset’ procedure, following steps of trouble shooting to be followed after ensuring that the rake is in stand still condition. i. Ensure that DCS Key is not “ON” in both cabs

simultaneously; if so remove the key in the other cab (By communicating with guard).

ii. Put the key in RDM and turn back to Normal mode after 30sec. Before turning the position of `DCS’ key to `RDM’ twist Master Controller handle and keep it in twisted condition till the ‘DCS’ key is in ‘RDM’.

iii. Try to move the rake, if running normal then proceed, if not, go for moving in RDM mode upto next station only. Then at next platform, go for ‘Battery Reset’.

Battery reset procedure -

1. Isolate AWS.

2. Switch OFF the ICS.

3. Open all the Main Circuit breakers by CB open switch and confirm the same on MMI.

4. Lower all the pantographs by Panto Up/ Dn switch and confirm the same on MMI.

5. Switch OFF the DCS master key.

6. Turn OFF the battery by battery ON/ OFF switch provided behind Motor man’s seat in D/ cab.

Battery ON/ OFF Switch



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7. Wait for 30 seconds. Ensure all unit isolation switches are in ON position (11 O’clock) and all MCBs are SET on both the panels.

8. Turn ON the battery by battery ON/ OFF switch provided behind Motor man in D/ cab.

9. Wait till “NO COMMUNICATION” message disappears on MMI.

10. Again switch ON the master key (DCS) to normal mode.

11. Give one long emergency bell ‘SB –II’ so that guard can reset the lights, fans, ventilation and head code in passenger compartments.

12. Raise the pantographs by Panto Up/ Dn switch and confirm the same on MMI.

13. Set the Main Circuit breaker by CB open / close switch and confirm the same on MMI.

14. Switch ON the ICS.

15. Normalize the AWS.

Note: 1. During night hours, try to move, try to move rake in

‘RDM’ and pull the rake up to next station platform before resetting the battery. If train refuses to move in ‘RDM’ then adopt ‘Battery Reset’ procedure at the same place.

2. During night time before giving ‘Battery Reset’, switch ‘ON’ Emergency Light in D/cab.

3. There will be no lights available in passenger compartment during the entire procedure of ‘Battery Reset’.



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4. Before starting ‘Battery Reset’ procedure, ensure that ‘Auto Brakes’ are applied through conventional brake controller and same should be released after completion of ‘Battery Reset’ procedure.

5. ‘Normal light in Guard and Motorman D/cabs goes

‘OFF’ when battery is switched ‘OFF’ and glows again after battery is switched ‘ON’.

Note for Guard:

1 During night hours if the ‘Normal light’ goes ‘OFF’, switch ‘ON’ Emergency light in D/cab.

2. There will be no ‘lights and fans, available in

passenger compartment during the entire procedure of ‘Battery Reset’

3. On hearing one long bell of Emergency bell from

motorman guard should reset ‘Passenger compartment lights’ by pressing ‘100% light ON’ push button.

4. In case of non receipt of ‘One long bell’ on

Emergency bell within 3 minutes after the normal lights of cab goes ‘OFF’ Or there is complaint from passenger/ observed no lights in passenger compartment, guard should reset ‘Passenger compartment lights’ by pressing ‘100% light ON’ push button. This may be repeated after interval of 30 seconds.

5. Guard should also reset the fans, ventilators and Head code (PIS) after the ‘Normal lights’ in passenger compartment glows.



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IX PROCEDURE TO RAISE PANTOGRAPH AT ZERO MR PRESSURE FROM DTC

1. Ensure all MCBs are set and all Basic unit isolation switches are in Normal (11 O’clock) position.

2. Switch ON master key in DTC.

3. Ensure lamp test has taken place.

4. Observe MMI for any abnormal indication/ message.

5. Give Panto Up command by operating Panto Up/ Dn rotary switch.

6. Ensure on MMI that Auxiliary compressors are working in Motor coaches on individual Basic unit screens.

7. When Panto symbol on MMI is black with white background, give panto raise command again.

8. If pantographs raise, close CBs by operating CB ON/ OFF rotary switch.

9. Ensure Main compressors are working.

10. When MR pressure is normal (7-8 kg/ cm2) charge BP.



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X PROCEDURE FOR CONDUCTING STATIONARY BRAKE TEST

Apply parking brakes before starting stationary brake test.

To be done by Motorman To be done by Guard 1. Switch ON DCS.

Ensure MR pressure is normal (7-8 kg./cm2) and switch ON ICS to charge BP up to 4.7 ± 0.2 kg./ cm2.

Guard shall ensure minimum 4.5 kg./ cm2 pressure and give 00000.

2. After receiving 5 rings from Guard, apply automatic brakes through brake controller by reducing BP pressure to 3 kg./ cm2.

Observe the drop in BP pressure on the Guard’s BP gauge then give one ring.

3. On receiving one ring from the Guard, move brake controller handle to release position.

When BP pressure is minimum 4.5 kg./cm2

open Guard’s emergency valve. (i.e. move the handle to ON position) after giving one ring.

4. On receiving one ring and observing drop in BP pressure, move brake controller handle to emergency position.

When all air noise stops, observe the brake cylinder gauge showing 1.2 kg/ cm2 then move the Guard emergency valve handle to OFF position and give one ring.



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To be done by Motorman To be done by Guard

5. On receiving one ring from Guard and when BP pressure is zero, move brake controller handle to release position. When BP pressure is 4.7 ± 0.2 kg/ cm2, and orange coloured EBL indication disappears from MMI, and brake cylinder pressure has dropped from 1.2 to 0.8 kg/ cm2 open CB by operating CB ON/ OFF rotary switch.

6. Move master controller in traction mode and ensure releasing of EP brakes to 0 kg/ cm2 in brake cylinder gauge.

7. Apply EP brakes using master controller handle to braking mode till brake cylinder pressure reaches 1 kg/ cm2.

On observing 1 kg/cm2 pressure in brake cylinder gauge, give one ring.

8. On receiving one ring, make full EP application (1.2 kg/cm2.)

On observing 1.2 kg/cm2 pressure in the brake cylinder gauge, give one ring.



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To be done by Motorman To be done by Guard 9. On receiving one bell,

move the master controller handle to coast position.

10. Give one long emergency bell.

Acknowledge long emergency bell.

11. Put reverser to ‘0’ position then close all CBs by CB ON/ OFF rotary switch and ensure on MMI.

Note: - To release the holding EP brakes of 0.8 kg/ cm2

master controller handle is required to put in traction mode after ensuring that all CBs are open. In this condition full releasing of Auto brake may also be tested.

XI. PROCEDURE FOR BRAKE POWER TEST ON

RUN 1. Select Traction/Braking screen on MMI.

2. Attain speed of 60kmph. before RED brake test board.

3. Apply 60% ED/EP brakes by operating PBC to braking mode.

4. Do not release the brakes till speed of the train drops to 15Kmph or Motorman’s cab passes the GREEN test board at 4th Structure from RED brake Test board. (distance of 4th structure should be observed during all times of the day.)



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5. If speed of the train at 4th structure is 15Kmph (drop in speed is 45Kmph), then the brake power is normal.

6. If speed of the train at 4th structure is more than15Kmph (drop in speed is less than 45Kmph), then the brake power is inadequate. In such case take action as follows:

a) If speed of the train at 4th structure is from 16Kmph to 24Kmph (brake loss is up to 9Kmph), work the train normal keeping in mind the brake loss.

b) If speed of the train at 4th structure is between 25Kmph to 29Kmph (Brake loss is from 10 to 14Kmph), do not operate the train at the speed exceeding 65Kmph.

c) If the speed does not drop up to 30Kmph (Brake loss is more than 15Kmph), work the train at a reduced speed up to destination. The rake should be withdrawn from passenger service.

7. Whenever brake loss is observed, test Auto brakes as brake loss may be due to failure of ED/EP brakes.

8. In case of ED/EP brakes failure, or weak brake power, work the train on auto brakes.

9. In case Brake loss is observed, Motorman must make an entry in the EMU log book and inform to EXR/EMUC. On arrival at CCG, make an entry in Brake test register and inform LI-CCG.



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XII PROCEDURE FOR COMPLETE ISOLATION OF MOTOR COACH

1. Switch ON master key.

2. When MMI display lights up, operate concerned Isolating Basic unit rotary switch to 1 O’clock position.

3. Ensure on MMI that concerned basic unit is isolated.

4. If basic unit is to be isolated from shunting cab,

• Open CB by CB ON/OFF rotary switch.

• Drop pantograph by Panto Up/ Dn rotary switch.

• Ensure that pantograph is dropped.

• Operate BLUE KABA key through 900 to horizontal position.

Note:- 1. In case of fire, switch OFF battery supply from DTC/ MC by turning battery ON/ OFF switch to OFF position. Call EXR to switch OFF battery main switch of the affected motor coach with the help of carriage key (located in cabinet under PBC – master controller) to OFF position.

2. By turning battery switch to OFF position in E-cabinet of Motor coach, train line battery supply is disconnected. The train line supply should only be restored by switching ON battery switch from DTC/ MC after ensuring disconnection of battery by battery main switch of the affected motor coach.



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XIII. DRIVING THE TRAIN IN RESCUE DRIVE MODE (RDM)

While working ACDC Siemens EMU rakes, for changing position of the ‘DCS’ key from ‘ON’ position to ‘RDM’, whenever required, following sequence is to be followed. This operation should be performed in standstill condition of rake only.

1. Bring the PBC (Master Controller) handle to ‘Coasting’ Position.

2. Bring Reverse / Forward switch to ‘O’ position.

3. Turn the ‘DCS’ key to ‘O’ position.

4. Wait for 30 seconds.

5. Before turning position of ‘DCS’ key to ‘RDM’ twist PBC handle and keep it in twisted condition till the ‘DCS’ key is in ‘RDM’.

6. Turn the ‘DCS’ key to ‘RDM’ position.

Note: If the PBC handle is not held in twisted condition before turning ‘DCS’ key to ‘RDM’, the ‘Pilot Valve’ will blow continuously.

For changing position of the ‘DCS’ key from ‘RDM’ to ‘ON’ position, whenever required, following sequence is to be followed in standstill condition of rake only.

1. Bring PBC handle to ‘Coasting’ position.

2. Bring Reverse / Forward switch to ‘O’ position.

3. Turn the ‘DCS’ key to ‘O’ position.

4. Wait for 30 seconds.

5. Turn the ‘DCS’ key to ‘ON’ position.

DCS key



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Note:- 1. In ‘ON’ position of ‘DCS’ key it is not required to twist the PBC handle in standstill condition.

2. Sudden operation of ‘DCS’ key from ‘ON’ position to ‘RDM’ or vice-versa may lead to trouble of ‘Rake refusing to move.

Changes that take place when DCS master key is put to Rescue Drive Mode (RDM)

1) Three indications namely Rescue Drive Mode

(White), Min. one Panto (Blue) and Min. one CB (Blue) glow on left hand side panel. If Min. one Panto (Blue) and Min. one CB (Blue) indications do not glow, give panto raise command and CB close command.

2) MMI and Aux. tale tell lamps extinguish.

3) Deadman pilot valve works in standstill conditions also. Hold T-grip continuously.

4) Normal bell (SB-I) does not work. Use Emergency bell (SB-II) for communication.

5) Application or releasing of Parking brakes is not possible.

6) Holding Brakes (of 0.8 kg./cm2 in standstill) do not apply.

7) “Entering Neutral Section” push button does not work.

8) “Cruise Mode” push button does not work.

9) Maximum speed attainable is 30 kmph.

10) Maximum distance that can be travelled at a stretch is 6 kms.



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11) Isolation of basic units is not possible from DTC.

12) Panto raise/ lower, CB open/ close and Emergency OFF push button work normal.

13) EBL1, EBL2 work normal but EBL3 does not work.

14) Lights and fans in passenger area work continuously.

XIV PROCEDURE TO CLEAR THE SECTION FROM

MOTOR COACH

1. Deactivate DTC and take out master key and ICS handle.

2. Call Guard in DTC to pilot the train.

3. Proceed to all the other motor coaches and switch OFF Brake control BCU and Brake control TCU MCBs on the E-Cabinet of the motor coach.

4. Twist PBC T-grip to avoid undesired blowing of pilot valve.

5. Switch ON master key in desired motor coach.

6. Work at restricted speed on auto brakes.

7. Cancel the train at the first available platform and back it to the nearest yard or car shed.



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XV PROCEDURE FOR ISOLATION OF AWS

A. Conditions for Isolation of AWS 1. While Trouble shooting related to Train not

moving. 2. Pressure problem on MR or BP. 3. AWS malfunctioning on two consecutive signals. 4. AWS malfunctioning at any three locations in the

same direction enroute. 5. AWS malfunctioning of any other kind.

B. Procedure for Isolation of AWS 1. Switch ‘OFF’ ISU

2. Operate isolation cock (GREEN cock no.1 with triangular label) for Feed cut OFF magnet valve in DTC, parallel to the pipe.

3. Operate isolation cock (RED cock no.2 with round label.) for Exhaust magnet valve in DTC, perpendicular to the pipe.

C. In case AWS Malfunctions on Run

1. Let the train stop. 2. Put the master controller in Neutral Position. 3. Switch OFF ISU and after 5 seconds switch ON

ISU again. 4. Inform to EMU Controller and make necessary

entry in log book. 5. When BP pressure becomes normal, observe the

MMI for EBL sign. (LOOP with Grey background)

(i) In case LOOP with Grey background sign is observed in all units then move the rake.



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(ii) If in one or more units, EBL with orange background is observed, then wait for 60 sec till LOOP with Grey background appears at its place. Move the rake normal.

(iii) If still EBL sign persists in one or more units, try to take traction if traction is available `Move’ the rake normal. If traction does not come then isolate EBL3 and move the rake 1. Work the train at restricted speed up to

the next signal and be prepared to stop short of any obstruction.

2. Act upon the aspect of the next signal only when you reach it.

XVI FIRE ON EMU

In case of emission of smoke or flames observed or reported from any part of the train (except lights or fans):

1. Drop all pantographs

2. Stop the train immediately avoiding culverts and bridges as far as possible.

3. Switch ON flasher and protect the train.

4. In case the smoke is due to brake binding, act accordingly.

A. Fire on Pantograph

1. If only smoke is observed then isolate the motor coach by lowering the pantograph and isolate unit. When smoke stops completely, work the train on remaining motor coaches. Inform EMU Controller & call EXR.



26

2. In case continuous flames are observed, lower all the pantographs convey message to adjacent station or EMU Controller to arrange power block & call for fire brigade.

3. In case proper earthing of OHE is arranged, the Motorman may assist in extinguishing the fire.

B. Fire on HT Compartment

1. Lower the pantograph.

2. Isolate the motor coach from DTC by turning Isolating basic unit rotary switch to 1 O’clock position.

3. Switch OFF battery supply by turning battery switch in DTC.

4. Open HT compartment and check the origin of the fire/ smoke and use fire extinguisher to extinguish the fire.

5. If the fire/ smoke is completely extinguished, then call EXR to switch OFF battery of the affected motor coach.

6. Work the train up to first available platform. Cancel the train and back it to nearest yard/ car shed.

7. If EXR is available on site and certifies that unit is fit for service, then work the train up to destination and withdraw it from passenger service.

8. In case fire is uncontrollable then, arrange for power block through ASM of nearest station and call for fire brigade.



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C. Fire/smoke from Under frame cables, Battery box and compressor under ‘C’ coach or traction transformer or traction motors under ‘B’ coach

1. Isolate the concerned motor coach from DTC by turning Isolating basic unit rotary switch to 1 O’clock position and switch OFF battery from DTC.

2. Extinguish fire/smoke by using fire extinguisher.

3. Call EXR to switch OFF battery main switch of the affected motor coach.

4. In case of fire/smoke on main compressor call EXR to isolate main compressor.

5. Cancel the train and back it to nearest yard/car shed.

6. Ask EXR to certify whether the rake is fit for service or not.

7. If rake is fit for service, work the rake up to destination.

D. Fire/ Smoke in Passenger compartment

1. Switch OFF battery switch in E-cabinet of DTC.

2. If it is a Motor coach, isolate it completely and call EXR to switch OFF Battery Main Switch.

3. Use fire extinguisher to extinguish the fire/smoke.



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4. If fire is uncontrollable, then arrange for power block through ASM and call for the fire brigade.

5. Call GRP/ RPF staff for proper investigation through ASM.

6. Cancel the train and back it to nearest yard/car shed.

E. Fire/ Smoke on Jumpers/ Couplers

1. Switch OFF battery supply from DTC.

2. Switch OFF Isolating Basic Unit switch of the affected motor coach in DTC.

3. Use fire extinguisher to extinguish fire.

4. Ask EXR to certify whether the rake is fit for service or not.

5. If rake is fit for service, work the rake up to destination.

6. Cancel the train and back it to nearest yard/ car shed from a serviceable compartment.



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XVII PROCEDURE FOR OPENING HT COMPARTMENT

1. Proceed to the motor coach and switch ON master key in the shunting cab.

2. After the lamp test is over, open CB by operating CB ON/ OFF rotary switch. Ensure that CB is open on the indication panel of shunting cab.

3. Operate Blue Kaba key through 900 to drop the pantograph.

4. Ensure that the pantograph is lowered.

5. Take Blue Kaba key out of the slot and insert it into the key slot near AC Earthing switch.

6. Turn the key through 900 to release the lock of AC Earthing switch.

7. Operate AC Earthing switch to the earth position.

8. Turn one of the two yellow keys through 900.

9. Now AC Earthing switch is locked in earth position

10. Take the yellow key out of AC Earthing switch and insert it into the slot near DC Earthing switch.

11. Turn the key through 900.

12. Operate DC Earthing switch to the earth position.

13. Turn Green key near DC Earthing switch through 900.

14. Now DC Earthing switch is locked in earth position.

15. Take the Green key out of the slot and use it to open the HT door.



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XVIII PROCEDURE FOR CLOSING HT COMPARTMENT

1. Close the door of HT compartment & lock it with Green key.

2. Insert Green key in the slot near DC Earthing switch and turn through 900.

3. Operate DC Earthing switch to ON position.

4. Turn Yellow key through 900 and take it out of the slot.

5. Insert yellow key in the slot near AC Earthing switch and turn through 900.

6. Operate AC Earthing switch to ON position.

7. Turn Blue Kaba key near AC Earthing switch through 900.

8. Take Blue Kaba key out of the slot and insert it in position.

9. Turn Blue Kaba key through 900 to raise the pantograph.

10. Now DC Earthing switch & AC Earthing switch will be in locked position.

11. Switch ON master key on driver’s panel in the shunting cab.

12. Give command to raise the pantograph and to close CB by operating rotary switches for the same.



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XIX OPERATION OF PASSENGER INFORMATION SYSTEM

(A) Journey Selection (Entering train number) 1. On powering up; the MMI screen of PIS

shows “Menu”.

2. Press F4 button on MMI. The MMI screen Changes to “Journeys”.

3. Press F4 again. The MMI screen changes to “Enter Journey number” with six available spaces for entering journey number.

4. Enter journey number as in working time table. Following table shows combination of letters and alphabets which are available on MMI keys.

1 2

ABC 3

DEF 4

GHI 5

JKL 6

MNO 7

PQRS 8

TUV 9

WXYZ

ESC 0 Enter

(For entering alphabets following example is given >> On pressing number 2 key once, it shows 2, repeated shows A, B and C alphabets. After C it will again show 2 and so on. Please wait for 2 seconds once the desired number or character is finalized on the desired place. Then move on the next available place.



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7. After entering complete journey number, press F4 again which will select the journey.

8. The MMI screen starts showing “Please Wait”. Please do not operate any other key on MMI till “Please Wait” is displayed on MMI screen.

9. Then MMI shows start station, destination and journey number on the screen. If it is correct, press F4 to confirm the journey.

10. Then press F1 to start the journey.

(B) PA – Public Announcement 1. Press PA key (First from left), on MMI >

2. Then press the push button near gooseneck microphone having symbol of loudspeaker.

The jingle sound will come and then PIS is nearby for public announcement. After the announcement, please switch of both the above buttons.

(C) Intercom – in between Motorman and Guard Communication 1. Press intercom (second from left) button, on

PIS. 2. The PIS screen will show “intercom

ringing”. 3. Person in the other cab also has to press

intercom button. 4. The communication between driver and

guard is established after pressing on both sides.

5. After communication is over the buttons has to be pressed again to turn off the intercom.



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PART - II

TROUBLE SHOOTING

MMI screen displays normal as well as fault conditions. After a fault occurred, it is indicated on the screen. The Motorman operates the ‘Event Overview’ push button on the MMI to display the fault/event record (with date and time).

The Motorman identifies the fault and presses the V>0 push button.

Thereby, the Motorman gets further information on the fault as well as the steps required to rectify the fault.

In general before starting trouble shooing, Motorman should ensure all MCBs are SET and all isolation switches are in Normal position in DTC.

New faults are always displayed at the top of the list.



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MEANING OF VARIOUS MMI DISPLAY SYMBOLS



35



36



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TROUBLE SHOOTING WITH THE HELP OF MMI 1. MMI displays different indications related to normal

working as well as fault conditions in the train.

2. The fault conditions and events are displayed on the screen ‘TOP LEVEL’ on ‘MESSAGE LINE’.

3. Check events by pressing ‘Event Overview’ button on MMI and act accordingly.

4. These messages are broadly classified as class A, class B, class C, class D and class M.

5. Class A, class B and class C are actionable messages whereas class D and class M are for information only. In all cases, Motorman is required to inform EMU Controller and call EXR

6. The messages are described along with the location code of the equipment.

7. The location code generally indicates information regarding Coach (A, B or C) → Part of the coach → Panel → kind of equipment (Relay, MCB etc.) → serial number of that equipment. The location of the fault can be pinpointed only with the help of location diagram provided by SIEMENS.

8. Typical locations at which Motorman is required to trouble shoot in case of ‘Train not moving’ are within driving cab.

9. Trouble shooting for one unit brake binding can be attended on the panel located in the motor coach.

10. For Trouble shooting at other locations like panels in passenger area, Motorman will call EXR as he may not have access to those panels/ locations.



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11. Whenever train refuses to move or moving sluggish, motorman should observe MMI screen ‘TOP LEVEL’.

12. The faults like dropping of Pantographs, opening of CBs etc. are displayed with the help of symbols and colours. These faults can be attended as per existing practices and procedures.

13. The faults caused due to tripping of MCBs or protective relays are displayed with the help of location code.

14. Motorman shall observe the message line. If fault of class A, B or C is found then he should press button of ‘Fault History’ on MMI for list of faults.

15. Latest fault is displayed at the top. The fault can be selected by using push buttons of direction arrows on MMI.

16. Trouble shooting guidelines for selected fault can be read by pressing push button V>0.

17. Motorman shall follow the instructions and reset concerned MCB on the panel in DTC or give message for EXR as the case may be.

18. Motorman shall inform EMU Controller and call EXR even if the fault is reset or attended by him so that maintenance staff can take preventive measures.

19. In case of train not moving, the line of action may be:

• Trouble shoot with the help of MMI display and work normal.

• If not successful, try to reset at least one motor coach and proceed. Reset remaining motor coaches enroute.



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• If not successful, try to reset one or more motor coaches in RDM, work the train in RDM and cancel the train at first available platform.

• If not successful, proceed to suitable motor coach, call Guard to pilot the train, work the train from motor coach as per guidelines at restricted speed and cancel the train at the first available platform.

20. In 9–car or 12–car rake, work normal if minimum two motor coaches are available. Inform EMU Controller and call EXR.

21. Service is possible even without MMI. In case of failure of MMI display, work normal and inform EMU Controller.

22. In case of any fault ensure that BP is charged from any one end only. In case of doubt, conduct stationary brake test.



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ELECTRICAL TROUBLES 1. TRAIN NOT MOVING –ALL PANTOGRAPHS

DROPPED

Causes

a) Pantograph down command may have been given from DTC.

b) Pantographs dropped by Control Technology in case of fault.

c) Emergency OFF switch may have been pressed in DTC or in Guard’s Cab.

d) As per messages on MMI such as isolation fault, major fault etc..

Indications

a) Indications on MMI as per the cause.

b) ‘Not All Pantos Up’ and ‘Not all CBs ON’ indications will flash on tale-tell lamp.

Action

a) Isolate AWS.

b) Ensure Emergency OFF switch is in released position in both the cabs.

c) Ensure MR pressure is adequate. Adopt trouble shooting procedure for raising pantograph at zero MR pressure if required.

d) Check for abnormal symbols of pantographs on MMI.

i. Pantograph Symbol is Black on White background means Panto Down command was given.



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• Ensure master key is ON and raise pantographs by giving Panto Up command, turning Panto rotary switch to Up position.

• Wait till background of Panto symbol on MMI becomes Blue.

• If pantographs rise, close CBs by giving CB close command using CB rotary switch to ON position.

• Ensure on MMI that CBs are ON and background of CBs is blue.

• Inform EMU Controller and call EXR.

• Move the train and try reset remaining motor coaches enroute.

• If two or more motor coaches are available, work normal.

• If only one motor coach is available, cancel the train at the first available platform and back it to nearest yard or car shed.

ii. Pantograph Symbol is Black on Gray background means MR pressure is less.

• Ensure master key is ON and try to raise pantographs by giving Panto Up command by turning Panto rotary switch to Up position.

• Ensure on MMI that Auxiliary compressors are working.



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• When Pantograph Symbol is Black on White background, follow the above procedure (i).

iii. Pantograph symbol is Yellow on black background means Panto is locked out because of isolation fault by the System.

• Ensure all MCBs are SET in DTC and all Isolating Basic Unit switches are in ON (11 O’clock) position.

• Ensure Emergency OFF switch is in released position in DTC as well as in Guard’s cab. If it is found pressed, release the same and raise pantographs and close CBs.

• If not successful, follow procedure of Battery reset (Refer page 12).

iv. Pantograph symbol is Yellow on

Red background means communication problem has occurred among microprocessors.

• Try to raise pantograph and close CBs.

• If not successful, follow procedure of Battery reset (Refer page 12).



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2. TRAIN NOT MOVING – ALL MAIN CIRCUIT BREAKERS (CBs) OPEN Causes • CB open command may have been give from

DTC. • OHE power tripped or low OHE voltage. • Entering Neutral section command is given by

mistake. • Error at COS or main circuit breaker. • Locked by control technology. Indications a) CBs open indication with backgrounds

of different colours on MMI. b) ‘Not All CBs ON’ indication flashes on Tale-tell lamp.

Action a) Isolate AWS. b) Ensure sufficient MR/ BP pressure. Try to switch

ON all CBs by turning CB rotary switch to ON position.

c) If successful, work normal, inform EMU Controller and call EXR.

d) If not successful, switch OFF CBs by turning rotary switch to OFF position. Wait for 30 sec. Again switch ON CBs. Work normal if two or more motor coaches are available.

e) If OHE power is tripped or there is low OHE voltage, give Panto raise and CB close command at regular intervals till all indications become normal.

f) If not successful, follow procedure of Battery Reset (Refer page 12).

NOT

ALL ON



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3. TRAIN MOVING SLUGGISH – ONE OR MORE MOTOR COACHES ARE RUNNING DEAD

Causes

a) Pantograph of one or more motor coaches lowered from respective shunting cab.

b) Error in control circuit of main circuit breaker, pantograph, TCU and COS.

c) Locked by control technology.

Indications

a) Panto lower indication, CBs open indication on MMI

b) ‘Not All Pantos UP’ and ‘Not All CBs ON’ indication steady on Tale-tell lamp.

Action

a) Try to raise pantographs and switch ON all CBs.

b) If two or more motor coaches charged, work the train normal, inform EMU Controller and call EXR.

c) If only one motor coach is charged then follow procedure of Battery Reset (Refer page 12).



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4. MR PRESSURE IS LESS & NOT BUILDING UP OR COMPRESSORS ARE NOT WORKING

Causes

a) MR leakage.

b) One or more Compressors not working due to overload relay tripped.

Indication

a) MR pressure drops gradually.

b) Various symbols related to all compressors not working on MMI in Unit Overview Screen.

c) Train may not move.

Action

a) Isolate AWS.

b) In case of MR leakage, act accordingly.

c) If MR pressure drops gradually, ensure OHE power is available, Pantos are Up and CBs are closed.

d) Ensure all MCBs are SET in DTC and all Isolating Basic Unit switches are in ON. (11 O’clock position)

e) If not successful, inform EMU Controller and call EXR.



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5. TRAIN REFUSE TO MOVE EVEN IF PANTOGRAPHS ARE RAISED AND CBs ARE CLOSED

Causes

a) AWS malfunctioning.

b) Emergency switch operated.

c) Master key switch contacts are defective/ Master key can not be inserted/ Reverser knob is defective/ PBC defective.

d) No control supply available or under voltage in DTC even if battery is switched ON.

e) Master keys are switched ON in both DTCs / at two different locations. (Multiple Control ON indication on MMI).

f) Master controller MCB or Cab occupied MCBs tripped in DTC.

g) MVB error/ control technology failure.

h) EBL1, 2 or 3 triggered (1.2 kg/cm2 pressure in brake cylinder gauge) / full train brake binding.

Indication

a) Traction is not available from PBC (master controller).

b) Traction as well as braking is not available from PBC (master controller).

Action

a) Isolate AWS.

b) Ensure emergency switch is in released position.

c) Switch ON master key. If key can not be inserted, clear the section from motor coach.



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d) After DCS is made ON, ensure MMI is working. If MMI and Tale-tell lamps are not working try to prepare the rake by following procedure for preparation of rake in case of under voltage (Refer page 12).

e) Ensure that DCS Key is not “ON” in both cabs simultaneously; if so remove the key in the other cab by communicating with guard if required.

f) In case of no above indications, ensure all MCBs are set and all isolation switches are in 11 O’clock position in DTC.

g) Open CBs for 30 sec. Close the CBs again and try to move the train.

h) If not successful, isolate all basic units for 30 sec. by operating ‘Isolating Basic Unit’ switches (to 1 O’clock position), on the panel behind Motorman’s seat.

i) Operate all ‘Isolating Basic Unit’ switches to normal (11 O’clock) position.

j) Try to raise pantographs and close CBs from DTC and work normal.

k) If not successful, isolate EBL-1, EBL-2 and EBL-3 switches. Try to move the train. If it moves, take authorised person in DTC to apply emergency brakes. Work normal.

l) Inform EMU Controller and call EXR.

m) If not successful, follow procedure of Battery Reset (Refer page 12).



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6. MMI DISPLAY IS NOT WORKING

Causes

a) ON/ OFF switch provided on MMI is in OFF position.

b) Master key put to RDM for very short period.

c) Display OFF switch on the panel behind Motorman’s seat is in OFF position.

d) Display is defective.

e) MMI display supply MCB is tripped on MCB panel.

Action

a) Ensure all MCBs are SET and Display OFF switch is in 11 O’clock position.

b) Operate master key to RDM position, wait for 30 sec.

c) Again operate key to ‘0’ position. Wait for 30 sec.

d) Put the DCS master key to ON position.

e) Check whether MMI display glows.

f) In any case, work normal, inform EMU Controller and call EXR.



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7. FAILURE OF HEAD LIGHT DURING NIGHT

Causes

a) Head light ON/ OFF switch is defective.

b) Head light selection switch is defective.

c) Head light dimmer switch is defective.

d) Head light MCB tripped in DTC.

e) Head light bulb totally fused.

Action

a) Operate Head light ON/ OFF switch 2-3 times.

b) Operate Head light selection switch and dimmer switch 2-3 times.

c) Ensure all MCBs are SET.

d) In case any of the Head light circuits (main or auxiliary) starts, work normal. Inform EMU Controller and call EXR.

e) If there is total failure of Head light circuits (main and auxiliary). Work the train at restricted speed. Cancel the train at first available platform and back it to nearest yard or car shed.



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8. FAILURE OF FLASHER LIGHT

Causes

a) Flasher light ON/OFF switch is defective.

b) Flasher light MCB tripped in DTC.

c) Flasher light bulb totally fused.

Action

Ensure flasher light is working normal before starting the train. If it is found not working,

a) Operate Flasher light ON/ OFF switch 2-3 times.

b) Ensure all MCBs are SET.

c) In case Flasher light starts, work normal. Inform EMU Controller and call EXR.

d) If there is total failure of Flasher light circuit, ask for change over of rake if facility is available.

e) If facility for change over of rake is not available then cancel the train.

f) If the failure of flasher is noticed enroute, work the train at restricted speed. Cancel the train at first available platform and back it to nearest yard or car shed.

g) Inform EMU Controller and call EXR.



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9. FAILURE OF NORMAL AND EMERGENCY SIGNAL BELLS

Causes

a) Push button is defective.

b) Signal bell-1 or Signal bell-2 MCBs are tripped in DTC.

c) Bells are defective or Alarm chain mechanism is defective in one or more coaches.

Indications

a) Normal bell does not work in one or more cabs.

b) Emergency bell does not work in one or more cabs.

c) Emergency bell ringing continuously.

Action

a) Ensure all MCBs are SET.

b) Operate bell push buttons 2-3 times.

c) If only signal bell-1 (Normal) fails, work normal on signal bell-2 (Emergency).

d) If signal bell-2 (Emergency) fails, work as per extent rules.



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10. FAILURE OF PIS

Causes

a) PIS panel is defective in Guard’s cab.

b) PIS IMS rack and PIS display front MCBs are tripped in DTC.

c) PIS hanged by control technology.

d) PIS Head code, intercom function, announcement function, one or more individual displays in passenger area are defective.

Indication

Failure of PIS Head code, intercom function, announcement function, one or more individual displays in passenger area are defective.

Action

a) Ensure all MCBs are SET in DTC.

b) Trip PIS IMS rack and PIS display front MCBs in DTC and reset again.

c) If not successful, switch OFF master key for 30sec. Again switch ON master key.

d) Inform EMU Controller and call EXR.

e) Work normal.



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11. FAILURE OF LIGHTS AND FANS

Causes

a) Failure of lights and fans circuit.

b) Failure of control technology.

Indication

a) Lights and fans not working in one coach.

b) Lights and fans not working in full train.

Action

a) Ask Guard to reset Lights and Fans in his cab.

b) If not successful, switch OFF master key for 30sec. Again switch ON master key.

c) Again ask Guard to reset Lights and Fans in his cab.

d) If not successful, inform EMU Controller and seek his advice. Call EXR.



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PNUEMATIC & MECHANICAL TROUBLES

1. AIR LEAKAGE UNDER FRAME

• Distinguish MR or BP leakage by operating ICS.

• If BP leakage is noticed, keep ICS ‘ON’ in DTC.

1.1 MR Leakage from MR Hose Pipe

Indication

MR pressure dropping continuously.

Action

a) Close MRCC on both sides of the affected hose pipe.

b) Work normal.

c) Inform EMU Controller & call EXR.

1.2 MR Leakage from Under Frame of ‘A’ Coach

Indication


Action

a) Close MRCC on both sides of the affected coach.

b) Work at the speed not more than 60 kmph upto destination only. (Air suspension coaches)

c) Inform EMU Controller & call EXR.



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1.3 MR Leakage From Under Frame of ‘B’ Coach

Indication


Action

If Escorts knorr brake controller is provided,


b) Isolate the affected unit from DTC (Isolating Basic Unit switch).

c) Work at the speed not more than 60 kmph upto destination only. (Air suspension coaches)

d) Inform EMU Controller & call EXR.

If Westinghouse brake controller is provided,

a) Close MRCC & BPCC on both sides of the affected coach.

b) Isolate brake binding of motor coach. If it is rear ‘B’ coach, isolate brake binding of adjacent ‘C’ coach also.

c) Charge BP from Guard’s cab. (except in case of rear B coach)

d) Inform Guard about discontinuity of BP and remind by emergency bell code 00-00-00.

e) Isolate the affected unit from DTC.

f) Isolate EBL-3 in DTC.

g) Work the train at restricted speed and cancel it at the first available platform. Back it to nearest yard/ car shed.



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1.4 MR Leakage from Under Frame of ‘C’ Coach

Indication


Location 1: Air leakage before main MR cock

Action

Close main MR cock and call EXR to switch OFF main compressor and governor.

Location 2: Air leakage after main MR cock

In case of Leading/ Rear ‘C’ Coach

a) Close MRCC & BPCC on the side of the affected coach.

b) Isolate brake binding of the affected coach.

c) Release manually, parking brakes of the affected coach.

d) Charge BP from Guard’s cab, inform him about brake pipe discontinuity and remind him by emergency bell code 00-00-00.

e) Call EXR to switch OFF main compressor and governor.

f) Work at restricted speed and cancel the train on the first available platform. Back it to nearest yard or car shed.

In case of Intermediate ‘C’ coach


b) Release manually, parking brakes of the affected ‘C’ coach.



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c) Call EXR to switch OFF main compressor and governor.

d) Work the train at speed not more than 60 kmph speed up to destination only.

e) Inform EMU Controller and call EXR.

1.5 BP Leakage from Hose Pipe

Indication

a) BP pressure will not charge.

b) Full train auto brake binding.

Action

a) Close BPCC on both sides of the affected hose pipe.

b) Isolate brake binding of rear ‘C’ coach if hose pipe leakage is between last two coaches.

c) Charge BP from Guard’s cab, inform him about brake pipe discontinuity and remind him by emergency bell code 00-00-00.

d) Work the train at restricted speed, cancel it at the first available platform and back it to nearest yard or car shed.



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1.6 BP Leakage Under Leading ‘C’ Coach

Indication


b) Full train auto brake binding.

Action

a) Close MRCC & BPCC on the side of the affected coach.


c) Isolate parking brakes of the affected coach.

d) Charge BP from Guard’s cab, inform him about brake pipe discontinuity and remind him by emergency bell code 00-00-00.

e) Inform EMU Controller & call EXR to switch OFF main compressor and governor.

f) Work at restricted speed and cancel the train on the first available platform. Back it to nearest yard or car shed.

1.7 BP Leakage under Intermediate Coach

Indication


b) Full train auto brake binding

Action

a) Close BPCC on both sides of the affected coach.




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c) Isolate brake binding of rear ‘B’ and ‘C’ coach if leakage is under rear ‘B’ coach.

d) Charge BP from Guard’s cab (if required), inform him about brake pipe discontinuity and remind him by emergency bell code 00-00-00.

e) Isolate EBL-3 in DTC if it is a motor coach. (if required)

f) Work the train at restricted speed, cancel it at the first available platform and back it to nearest yard or car shed.



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2. BRAKE BINDING

2.1 Full Train Auto Brake Binding

A. Under charging of brake pipe (less than 4.5 kg/cm²)

Reason

a) Reducing valve defective in driving cab.

b) BPCC between 1st and 2nd coach is closed.

Indication

a) Duplex gauge will show less BP pressure with no leakage anywhere.

b) MMI & Brake Cylinder pressure gauge will show full / partial brakes.

c) On MMI, EBL-3 will trigger emergency (full EP) brakes throughout the train if BP pressure is below 3.4 kg./cm2.

Action a) Isolate AWS.

b) Ensure MR pressure is normal and BPCC between 1st and 2nd coach are open.

c) Operate ICS two to three times. If BP pressure becomes normal, work the train & call EXR.

d) If still train refuses to move then switch OFF ICS.

e) Charge the BP fully from Guard's cab and ensure EBL-3 is released.

f) Switch ON ICS in DTC again.

g) Cancel the train at first available platform & back it to the nearest yard/ car-shed.

h) Inform EMU Controller & call EXR.

EBL 3



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B. Overcharging of brake pipe (more than 5 kg/cm²)

Reason

Reducing valve defective in driving cab.

Indication

a) MMI/ Duplex gauge will show more BP pressure.

b) If subsequently reducing valve becomes normal & charges BP to 4.7 kg/cm², it will cause full train brake binding on application of Auto/ emergency brakes.

c) After changing the Driving cab at destination it will cause full train brake binding when BP is charged through ICS to 4.7 ± 0.2 kg/cm² as auxiliary reservoir is already charged more than 5 kg/cm².

Action

a) Isolate AWS completely.

b) Work the train normal on EP brakes. Keep watch on BP pressure.

c) If auto brake binding takes place adopt following procedure:

i. Apply EP brakes 8-10 times through PBC. If brake pipe pressure becomes normal & if brake binding gets released, work the train normal. Inform EMU Controller immediately and call EXR.

ii. If brake binding still persists, release brake binding of each coach by pulling release wire till hissing noise stops. Ensure brakes



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are released. Do not close bogie cock or any other cock.

iii. Work the train normal. Inform EMU Controller & seek his advice. Call for EXR.

2.2 Brake Binding in One Coach

Indication

a) Brake applied indication on MMI. (Distinguish between Emergency/ Parking brakes).

b) There may be smoke from brake blocks of the affected coach.

c) In case of any ‘C’ coach, there may be parking brake binding.

Action

1. Identify the affected coach on MMI. If parking brake binding is noticed, adopt the procedure for the same.

2. Select Unit Overview Screen of the concerned unit on MMI to ensure that there is no ‘Unit Brake Binding’.

3. Release parking brakes by pressing push button on Driver’s desk keeping DCS ‘ON’.

4. Apply and release EP 2-3 times and check on MMI whether brake binding is released (If Emergency/ Parking brake not displayed on MMI).

5. If brake binding does not release,

For leading/trailing ‘C’ coach:-

a) Close EP Cock and Auto Cocks.



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b) Pull release wire till hissing noise stops. Do not close bogie cocks.

c) Ensure brakes are released on all wheels of the affected coach.

d) Open Auto Cocks once and check whether brake binding takes place or not.

e) If brake binding does not take place, work normal on auto brakes & call EXR.

f) If brake binding takes place again, isolate again with the above procedure and close both bogie cocks.

g) Work the train at restricted speed and cancel the train at first available platform. Back it to nearest yard or car shed.

For intermediate coaches

a) Close EP and Auto cocks.

b) Pull release wire till hissing noise stops.

c) Ensure brakes are released on all wheels of the affected coach.

d) Close both bogie cocks.

e) Conduct brake power test on run and work accordingly.

2.3 Brake Binding in One Unit

Indications

a) Train may not move.

b) Brake applied indication on MMI for one unit only on Unit Overview Screen.



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Action

a) Identify the affected unit with the help of MMI.

b) Apply and release full EP brakes 2-3 times and check whether brake binding gets released.

c) If not successful, proceed to the motor coach of the affected unit.

d) Switch OFF Brake control BCU and Traction control TCU, MCBs on the MCB panel of affected Motor coach (3rd row, 3rd & 4th MCB).

e) Ensure that brakes on all wheels of all affected coaches are released.

f) Work the train normal on auto brakes. 2.4 Parking Brake Binding

Indication

a) Parking brake gauge will show zero pressure.

b) Parking brake applied symbol will appear on MMI.

c) Parking brake apply push button will show blue colour backlight (flickering or steady).

Action

a) Ensure all MCBs are ‘set’ in DTC (Especially parking brake MCB).

b) Release the parking brake by pressing the ‘parking brake release’ push button in D/Cab and observe parking brake gets released on MMI and parking brake gauge also.

P



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c) If not successful, apply parking brakes again, wait for 30 sec. and again release by pressing ‘parking brakes release’ push button.

d) If still full parking brake do not release, ensure parking brake isolation cock is open under affected C-coach. Release parking brakes from DTC keeping DCS ON and work normal.

e) If still full parking brake do not release, then close parking brake main cock under affected ‘C’-coach.

f) Isolate parking brake by pulling all four release wires individually on wheel no. 1, 3, 5 and 7 provided on the bogie near dashpot spring and hook it properly.

g) Inform EMU Controller and call EXR.

Note: Parking brake can only be released from cab where master key is switched ON but can be applied from any cab without operating master key. In RDM, parking brake Release switch does not work.



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2.5 Full train EP Brake Binding

Reasons

1. Fault in EBL circuit

2. AWS malfunction

Indications

a) Brake cylinder gauge showing 1.2 kg/cm2 even though DCS is ‘ON’.

a) Brake applied indication as shown above on MMI for full train.

b) EBL 1, EBL 2 triggered message strip at bottom side of the MMI may be there.

c) MR and BP pressure normal.

d) 'Min 1 brake applied' indication on Tale Tell Lamp indication.

Brakes applied



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Action

a) Isolate AWS.

b) Apply and release full EP brakes 2-3 times and check whether brake cylinder gauge is showing 0.8 kg/cm2.

� If on MMI Brake applied indication with orange background is coming, put PBC handle to first notch of traction.

� Now, if brake cylinder gauge is showing zero and ‘Brake release indication with blue background’ is coming on MMI then work the train normal.

� Inform EMU Controller and call EXR.

c) Switch ‘OFF’ master key and after 30 seconds switch it ‘ON’ and check whether brake cylinder gauge is showing 0.8 kg/cm2.

� If on MMI Brake applied indication with orange background is coming, put PBC handle to first notch of traction.



d) Observe MMI and check whether any of Emergency Brake Loops (EBL1, EBL2 or EBL3) is active even if pressure is normal. EBL indication with red background and EBL 1, EBL2 triggered message strip at bottom side of the MMI.



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� Apply and release Emergency brake by PBC handle.

� If brake cylinder gauge is showing 0.8 kg/cm2 and on MMI Brake applied indication with orange background, LOOP indication with grey background are coming then put PBC handle to first notch of traction.



e) If Brake cylinder gauge is showing 1.2 kg/cm2. Isolate EBL1, EBL2 and EBL3 switch on the E-cabinet of DTC (Turn switches to 1’O clock position).

� Ensure brake cylinder gauge is showing 0.8 kg/cm2 and on MMI Brake applied indication with orange background, is coming then put PBC handle to first notch of traction.

� Now, if brake cylinder gauge is showing zero and ‘Brake release indication with blue background’ is coming on MMI then take authorised/ suitable person in D/ Cab and work the train normal.


If brake cylinder gauge is not showing 0.8 kg/cm2 and Brake applied indication with red background is showing on MMI, adopt procedure for Battery Reset (Refer page 12). Work normal, inform EMU Controller and call EXR.



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3. PILOT VALVE BLOWING Causes

1. EBL-1 MCB tripped in DTC.

2. Defect in electrical pilot valve circuit or emergency application valve.

Indications

1. BP pressure drops continuously in DTC as well as Guard’s cab.

2. There may be a message on MMI with ‘Red’ background as “EBL-1 MCB triggered” along with Brake applied indication for full train.

Action

a) Isolate AWS.

b) Ensure emergency switch is in released position.

c) If pilot valve stops blowing, work normal and call EXR

d) If not, twist PBC and operate master key from 'O' to ON, 2-3 times.

e) Ensure all MCBs are set (Particularly EBL-1 MCB).

f) If EBL-1 MCB is found tripped, reset it. If it gets reset, work the train normal. Inform EMU Controller/ EXR.

g) If Pilot valve is blowing continuously or BP is not charging, close Dead man’s cock under both the D/cabs. Take the traction and observe behavior of brake releasing, if brakes are



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released, take Authorized / suitable person in D/cab & work the train normal.

h) If still train does not move and brakes do not get released on traction notch, isolate EBL-1, EBL-2 & EBL-3, reset ‘EBL- 1’ MCB, if MCB get set. Work the train normal

i) If still train does not move and ‘EBL-1’ MCB not getting reset. Disconnect all the wires of ‘Dead man Magnet valve’ provided at under frame of D/cab. Reset ‘EBL-1’ MCB and work the train normal.

j) If still train does not move and ‘EBL-1’ MCB not getting reset. Disconnect all the wires of ‘Dead man Magnet valve’ of rear D/Cab also. Reset ‘EBL-1’ MCB and work the train normal.

k) If still not successful, inform EMU controller and seek further assistance.

4. 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 DTC and in passenger area.



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Action

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

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

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

d) Close MR and BP coupling 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) Call EXR. Work as per guidance of EMU Controller.

5. HOT AXLE

Reason

a) Inadequate lubrication.

b) Axle bearing failure.

Indications

a) Smoke from axle box.

b) Decolouring of axle box.

Action

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



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b) If it is motor coach, isolate it from DTC.

c) Inform EMU Controller and call carriage staff.

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

6. WHEEL LOCKING

Indication

a) Heavy running of units.

b) Repeated tripping of concerned motor coach.

Reason

a) Gear or pinion teeth are broken.

b) Bearing seized.

Action

a) Ensure wheel lock with the help of Guard.

b) Isolate concerned basic unit from DTC.

c) Inform EMU Controller and call carriage staff.

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.



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7. 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 EMU Controller and call for carriage staff.

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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ANNEXURE – A

CASES WHEN MOTORMAN IS REQUIRED TO GO TO MOTOR COACH

1) To isolate one unit brake binding.

2) To drive the train from motor coach when driving from DTC is not possible in normal as well as in RDM mode.

3) To collect fire extinguisher.

4) To isolate motor coach in case of fire.

5) To switch OFF battery main switch Motorman should perform following works in DTC before proceeding to motor coach:-

1) In case of unit brake binding, Motorman shall select the units one by one to identify the affected unit. When the unit in which binding has taken place is identified on MMI, Motorman may proceed to the motor coach of that unit only.

2) When train refuses to move, Motorman shall observe indications on MMI and Driver’s Panel in DTC. The cause may be any one of the following, • All Pantographs dropped • All CBs open • MR pressure is less • Train refused to move even if all Pantos are raised

and all CBs are closed.

In such cases Motorman shall follow trouble-shooting procedure for respective fault. When these procedures are unsuccessful, Motorman will have to clear the section from motor coach.



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3) DCP type Fire extinguishers are provided one in each cab as well as one in each of the motor coaches. While extinguishing fire, if fire extinguishers from both the cabs are consumed or any of these fire extinguishers is out of order, and there is requirement of more number of fire extinguishers, Motorman shall proceed to nearest motor coach to collect the fire extinguisher.

4) Electrical isolation of concerned motor coach is normally done from DTC as per laid down procedure. Further if basic unit is to be isolated from shunting cab in case of emergency like fire in motor coach.

• Switch ON master key in shunting cab.

• Open CB by CB ON/ OFF rotary switch.

• Drop pantograph by Panto Up/ Dn rotary switch.

• Ensure that pantograph is dropped.

• Operate BLUE KABA key through 900 to horizontal position.

• In case of fire, operate Battery main switch (located in cabinet under PBC – master controller) to OFF position.



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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

Documents

TROUBLE SHOOTING DIRECTORY FOR AC-DC EMU (SIEMENS …...CAMTECH/E/2009/TSD-AC DC EMU Trouble Shooting Directory for AC DC EMU (Siemens Rake) July 2009 ... Signal Bell SC - Shunting