B.E.M.

L
2008-2009

INTRODUCTION
COMPANY PROFILE
Bharat Earth Movers Limited, conferred with mini ratna status, is a multi
technology company offering high quality products for diverse sectors of
economy such as coal, mining, steel, power, irrigation, construction and road.
Building, aviation, defence, metro and railways (BEML is ranked as the first
amongst construction equipment companies- construction world NICMAR
survey 2007) with a turnover and profit. It’s emerged in the forefront of heavy
engineering industry with a track record of growth and over four decades.

In recent times, BEML has taken a giant step towards becoming a truly global
company by signing an MOV with CCC. Brazil for starting a joint venture for
manufacture of rail wagons, bogies, mining and constructions equipment and
spares. This shall open new business avenues for the company in the Latin
American countries, which are poised for a big impetus in development of rail/
road logistics.

Over the years BEML has demonstrated its engineering strengths and technical
powers by harnessing sophisticated technologies and reacting giant equipment
like the multi-core walking draglines and electric rope shovels for the coal
sectors with a commitments to market driven research and development. BEML
has successfully rolled out over 30 value-added products. In keeping with the
global technologies trends the company is setting in metro rail system in
Bangalore. Beside its 300 million composite research and development center
houses laboratories in fluid power, material science, structural engineering and
prototype shop.

The company’s manufacturing facilities at K.G.F, Mysore and Bangalore are

certified under ISO 9001-2000 series. These incorporate sophisticated welding
equipment flexible manufacturing system to turn out cutting edge technology
products. Continuous modernization of shop floors with induction of state of the
art machinery enables BEML to deliver world-class products.

BEML’s nationwide network of sales offices enables buyers with ready access
to its wide range of products. BEML’s fully-fledged surface centers and part
depots offer total equipment care, maintenance contracts and rehabilitations
services. The company sites engineers ensure higher availability of machines
through prompt after sales services during the financial year 06-07. BEML
achieved a sales turnover of Rs. 2601 Crore and a profit of Rs. 315 Crore. The
export earning touched Rs. 110 Crore. With a growth drive to touch Rs. 5000
Crores in its Golden Jubilee Year 2013-2014.

MINING AND CONSTRUCTION BUSINESS:

BEML offers comprehensive and diverse range of mining machinery for both
open east and underground mines. BEML produces such as Electric shovels,
Hydraulic excavator, Bulldozer, Wheel loaders, Dump trucks, Motor graders,
Pipe layers, Tyre Handlers, Water sprinklers, Backhoe loader, Dumpers, Winch,
Winder, Granby car, skip etc. The boom in mining industry has opened up new
BEML in contract mining.

BEML has formed a joint venture company with its partner, M/s Midwest
granites limited and M/s Sumber Mitra Jaya Group, Indonesia, to take up
contract mining within country and overseas. The joint venture company BEML
Midwest Ltd and company will bid for coal and other contracts in India and
abroad.

DEFENCE BUSINESS:
Being India’s leading equipment manufacturer, BEML keeps Indian Army and
other defence forces abreast with state of art military equipment. The company
is manufacturing variants of TATRA vehicle for all terrain operation including
Bridge layer, Field Artillery Tractor, Medium and Heavy recovery vehicle,
Pontoon midstream Bridge system, Crash five tender, Mobile Mast vehicle.

BEML also supplies engineering mine ploughs, Armored recovery vehicle, Mail
rail coaches wagons apart from aircraft weapon loading trolley and aircraft
towing tractor. BEML plays stellar role in country integrated guided missile
development project by supplying ground support vehicles. The company has
created a world-class test track at its KGF complex to test defence equipment
and vehicle.

METRO AND RAILWAY BUSINESS:

In recent years BEML has forayed into high-tech trains deployed for intra city
commuting. BEML is expanding its infrastructure to meet greater need of metro
project coming up in the country. Other products supplied for Indian Railways
as its trusted partner include integral rail coaches, overhead inspection cars,
Postal van, AC/DC electric multiple units, Stainless steel EMU, Utility track
vehicles, Track laying equipment, Broad gauge rail bus, Treasury van, Spoil
disposal units.
The company also manufactures heavy-duty diesel engine, Diesel generator
sets, Hydraulic aggregate like BMP transmission, Ejector and air cleaner
assembly and hydro pneumatic suspension. BEML also manufactures disaster
management equipment.

TECHNOLOGY DIVISION:
With India becoming engineering outsourcing hub, BEML aims to garner
substantial business in IT enabled services. With the extensive use of CAD/
CAE/CAM, this division will offer services encompassing product design,
process engineering, plant automation, enterprise management services and
implementation of collaborative product engineering.

TRADING DIVISION:
BEML has launched trading division with view to maximize business through
sale of components and engineering spares. This will enable supply of high
quality components for both in-house consumption as well as existing
customers. The division has also embarked on sale of its own brand of oil,
called BEML oil.

INTERNATIONAL BUSINESS DIVISION:

BEML has an expanding international presence on more than 45 countries
spread worldwide. An export house with star exporter status, BEML has proven
strengths in handling large scale trading and counter trade has pushed export of
engineering goods as well as other equipment. Plans are in offering to set up
assembly operations at MORROCO, SURINAME and INDONESIA in
partnership with local players. Besides BEML has international office cum
warehouse in Malaysia and international procurement office in China.

BEML-MISSION STATEMENT
To establish engineering capacity for achieving self reliance in development and
production of high technology equipment needed for moving men and material
with a view to contribute resources for national development and fulfilling its
socio-economic responsibilities to the state, to the users and to the future.

BEML – GOALS
• To achieve and retain a dominant position in the manufacture and supply
of Earth moving, Mining, Construction, Railway and defence Equipment
by establishing high standards of quality, capability and reliability.
• To pursue state-of-the-art and environment friendly technologies as well
as develop cost effective and value-added products.
 • To be competitive, responsive and continuously improve services so as
to ensure total customer satisfaction.
• To grow into global company guided by a keen sense of vision and
business ethics as well as to maximize forex earnings.
• To conserve resources and eliminate waste through optimum utilization
of men, money, materials and machinery.

QUALITY POLICY
To offer products and services to the customers and strive to upgrade quality
continuously.

QUALITY
Quality is the hallmark of excellence. At BEML, a Corporate Quality policy
emphasizing total quality management ensures that quality system adopted
company wide to meet stringent standards and requisite performance criteria.

QUALITY OBJECTIVES
• Manufacture and supply equipment to meet customer’s technical needs
and guarantee satisfactory performance of products over their lifetime.
• Have an effective and documented system to ensure that every input to
the product is designed, procured, manufactured and controlled for
optimum efficiency and service.
• Strive continuously for a better product quality through technological
improvements.
• Achieve operational excellence through waste elimination and value
engineering efforts.
• Establish high reliability standards and offer prompt customer service
ensuring high equipment availability.
• Bring about quality awareness in customer personnel in operation and
maintenance of products to maximize their utilization.
• Train and motivate personnel at all levels, so as to inculcate quality
consciousness and foster teamwork.
• Build products which satisfy environmental and safely standards.
• Aim at a healthy environment in the surroundings through continuous
proactive control measures.

PRODUCTS
BEML manufactures a wide range of products to meet the needs of Mining,
Construction, Power, Irrigation, Fertilizer, Cement, Steel and Rail sectors.
The Earth Moving Equipments include Bulldozer, Dump Trucks, Hydraulic
Excavators, Wheel loaders, Wheel dozers, Tyre Handlers, Pipe Layers, Rope
Shovels, Walking Drag liners, Motor Graders, Scrapers, Water Sprinklers,
Aircraft Towing Tractors and Backhoe loaders. BEML has recently introduced
Road Headers and Side Discharge Loaders for underground mining
applications.

Railway products include Integral Rail coaches, Electric Multiple Units, Rail
Buses, Track Laying equipment and Overhead Equipment Inspection Cars.
BEML manufactures Heavy Duty Trucks and Trailers for transportation sector.

BEML also produce TATRA Vehicles for transportation in defence, which are
robust and suitable for all-terrain operations, including Bridge Layer, Field
Artillery Tractor, Medium/Heavy Recovery Vehicles and Pontoon Mainstream
Bridge sets. The company also manufactures Crash Fire Tenders for Defence as
well as Civil Aviation.

The company also manufactures high power Diesel Engines and heavy duty
Hydraulic Aggregates to meet specific customer requirements. The company
plans to diversify into varied activities including underground mining
equipment, underground storage for petro-products, leasing and financing
services and joint ventures abroad.

MANUFACTURING UNITS

BEML has its manufacturing units at Kolar Gold Fields, Mysore and Bangalore.
Incorporating hi-tech manufacturing facilities with sophisticated CNC
machines, arc – welding robots &FMS etc.

A Multi-million-rupee heavy equipment shop turns out critical structures for

industry.The company owns a captive foundry at Tarikere (M/s Vignyan
Industries).

BANGALORE UNIT
BEML started in 1964 with the railway equipment division at Bangalore. This
was the first Rail Coach factory in the Indian Sub-continent.

To meet the growing requirements of rail sector, BEML has diversified as

manufacture of Overhead Equipment Inspection cars and Track Laying
Equipment. These have been developed in-house and supplied to Indian
Railways. Recently this unit has taken up production of Electric Multiple Units
and Rail Bus which are being supplied to Indian Railways.

The Bangalore unit also manufactures Heavy Duty Trucks and Trailers and their
variants for defence such as Crash Fire Tenders, Recovery Vehicles, PMS
bridges and Wagons. The BEML TATRA trucks are the most preferred vehicles
by the defence forces.

MYSORE UNIT
The biggest dump truck factory in India is located at Mysore. Different Ranges
of Dump Trucks along with Water Sprinklers, Motor Graders and Bheema
(Weapon Loading Equipment) are manufactured in this unit.

Engine Division has been established in Mysore to manufacture diesel engines

of 100-1000 HP rating. Diesel Generators and compressors are also
manufactured in this unit.

The company has installed flexible manufacturing systems for component

manufacturing at Engine Division and an arc welding robotic system for
fabrication of giant structures at Truck Division.

KGF UNIT
At KGF complex Bull dozers, Hydraulic Excavators, Wheel dozers, Rope
Shovels and Walking Draglines are manufactured for the Mining and
construction industry. Sophisticated CNC machines and latest technology
welding equipment are installed at KGF Complex.

MAJOR COMPETITORS FOR BEML

• KOMATSU
• L&T Komatsu
• Caterpillar
• Volvo
• Mitsubishi
• WABCO Dresser
• ICF
• RCF
• Rotem etc.
 B E M L - BANGALORE COMPLEX

BEML Bangalore Complex is also known as Rail Coach Division as it produces

Railway products for Indian railways.

Recently BEML ventured into the manufacture of stainless steel Metro Coaches
for Delhi Metro Rail Corporation (DMRC) in consortium with a Korean
company M/s Rotem. BEML has supplied 180 coaches as first phase to DMRC.
Besides Railway products, different variants of Defence products are produced
at Bangalore Unit.

Pontoon Mid stream Bridge is a new product, which is used by defence to cross
water obstacles. This is a set, which consists of different sub products which are
produced in Bangalore unit with product support from Czech Republic.

MAJOR DEPARTMENTS OF BANGALORE UNIT ARE

1. Marketing
2. Planning
3. Research and Development
4. Purchase
5. Stores
6. Production
i. Defence
a. TATRA Trucks
b. Wagon
c. Trailer
d. PMS Bridge
 ii. Rail coaches
a. Integral Coaches
b. Milrail
c. ACEMU/DCEMU
iii. DMRC

The products of Bangalore complex are divided into 2 major sectors. They are:

1. Defence products
2. Railway products

PROCEDURE FOLLOWED TO PRODUCE THE EQUIPMENTS

1. Marketing department receives enquiry from customers.
2. Enquiry forwarded to Planning for cost estimation and delivery schedule.
3. Based on cost estimation Marketing will submit quotation to customers.
4. Once the orders confirmed the same will be forwarded to Planning R &
D from Marketing.
5. R&D will release Drawings for new project/Modifications.
 6. Planning break-down / make or buy decision will be done by Planning.
7. Planning will release brought-out /raw material schedules (advice) to
Purchase and Jig
tool requests to Tool planning.
8. Purchase takes action to procure material based on planning schedule.
9. Vendors supply material to the organization, the Receiving Stores will
receive these
materials and generates receiving report and offer the same for
receiving inspection.
10. The inspection department inspects the material and give their
disposition on Receiving
report.
11. Based on the acceptance or rejection the receiving stores will move the
disposition on
receiving report.
12. Once the holding stores receives the accepted material along with RR,
the material is
accounted and stored in concerned location.
13. Production planning department withdraws the material from holding
stores and move the
same to the respective manufacturing shops for further process.
Production planning
department also takes care of movement of movement of material from one
shop to another as per the part movement schedule after the acceptance
from quality engineering department.

DELHI METRO RAIL CORPORATION LIMITED (DMRC)

Korea Rolling Stock Corporation (Rotem) is supplying new train-sets for the
Mass Rapid Transport System of Delhi Metro Rail Corporation Limited
(DMRC).

OVERALL DESCRIPTION:
Each train-set consists of four cars. Both ends of the train-set are trailer cars
and all the others are motor cars. The trailer cars are defined as "DT" car and
motor cars are defined as "M" car. A complete train set consists of two "DT" car
driver’s cabs, two "M" cars with equipment for the transportation of
passengers. The main traction system is based on equipment provided by
Melco.
The train-set can be controlled as a complete unit or as separate units for various
maintenance activities at the depot. The possible variations of separately
controllable units are:
DT-M unit (b) M-DT Unit

“DT” CAR & “M” CAR:

The cab end of each "DT" car is fitted with an automatic coupler that is
compatible with the Urban Lines couplers as well as the Urban Line locomotive
couplers. At each end is a "DT" car, which is a trailer car with driver’s cab and
pantograph. The other type is a "M" car, which is a motor car without
pantograph.

BLOCK DIAGRAM:

PRODUCT PERSPECTIVE:
It is important to be aware of the terms of train, unit and the other main parts
that constitute a train.
See the fig. for nomenclature used in the train configuration.
COUPLER

TYPE OF COUPLER AND LOCATION:

The following type of couplers used in train

AUTOMATIC COUPLER-
The automatic coupler enables automatic coupling of two units. Coupling of
two units is achieved without manual assistance by driving one unit up to a
second unit. Besides the mechanical coupling, electric and pneumatic coupling
is achieved.
Uncoupling is achieved automatically from the driver’s cab/M car cubicle or
manually from trackside.

SEMI-PERMANENT COUPLER-
The semi-permanent coupler makes a permanent connection of two cars those
form a unit and therefore need not be separated unless in an emergency or in the
workshop for maintenance.

PANTOGRAPH-
The Pantograph is located on top of the Vehicle roof structure to allow
unhindered access to the overhead lines. The function is to collect the current
from the overhead wire by the carbons, which is carried by the structural
members of the unit to the power take off points on the base frame. The
insulated bearings, are by passed by the flexible shunt.

PERFORMANCE & DESIGN DATA

Approximate Mass 128kg (Excluding foot insulators)

Pan Head Mass <11kg
Typical Static Force Variable set at 90 N
Min Pressure to Raise 3.8 bar
Normal Pressure to Operate 5.5 bar
The Control panel of the pantograph combines the raising and lowering
functions with the over height detection valve and air cylinder. The air system is
very simple and is suitable for air supply pressures up to 10bars. It is located
inside the body the working of control panel can be understood by following
schematic diagram

VACUUM CIRCUIT BREAKER

The Vacuum Circuit Breaker (VCB) is a single pole, bi-lateral high-speed AC
circuit breaker. Its function is to isolate (open contacts) or connect (close
contacts) the 25KV line to the train mounted equipment.
Being a circuit breaker, the VCB also isolates the train mounted equipment
when an over current condition occurs due to a fault on the train or on the 25KV
line. The fault detection is determined by the Gate Control Unit.

DESIGN AND PERFORMANCE DATA

Manufacturer: ALSTOM
Voltage Rating: 25000 volts
Rated Current: 1000amp
Short Circuit Breaking Current: 6000 amp
Overall Height: 700.5mm
Overall Length: 940mm
Overall Width: 430mm
Weight: 107kg

VCB PNEUMATIC SUPPLY

Air enters the reservoir, via the air filter and the air pressure regulator. The
supply air is then fed to the relay-valve assembly and control governor pressure
switch.

The pressure of the compressed air is regulated to 483 kPa by the regulator. The
VCB control governor switch contact is connected electrically in series with the
magnet valve solenoid; therefore the VCB will open automatically if the supply
air pressure falls below the range of 345 kPa to 358Kpa. To close the VCB, the
supply air pressure must exceed the range of 434 kPa.

The close the main contacts of the VCB, the magnet valve is energized; this
operates the relay valve. A parallel air-supply is then fed directly through the
relay valve into the cylinder.

As the main VCB piston moves, it operates the auxiliary contacts drive
mechanism; which operates the auxiliary contact block. The contact block
comprise of three normally closed contacts and three normally open contacts;
these are connected as shown in the wiring diagram.

The actuator rod pushes against the mechanism below the vacuum interrupter.
As the actuator rod moves upwards, so dose the drive plate and the spacers. This
in turn moves the spring plate and compresses the springs.

The moving contact closes under the influence of atmospheric pressure acting
on the bellows. As soon as the contact touches, the springs are compressed,
giving an immediate increase in contact force through the connector block.
Thereby minimizing contact bounce.

The process continues until the drive plate bears against the connector block
with the piston face against the contacts.

The mechanism is now charged, co that when air is discharged from the
cylinder at the start of the opening cycle, the springs force the spring plate to hit
the connector block. This snatch effect breaks any contact weld.

Flexible shunts carry the current out from the moving contact to the chromium-
copper lower terminal casting.

AC SURGE ARRESTOR
The AC Arrestor is a device that protects the train-mounted equipment from
excessive high voltage transient conditions. Lightening strikes on the 25KV line
usually causes these transient conditions.

When a transient condition occurs, t he AC Arrestor quickly becomes a low

resistance path to earth and the energy of the transient spike is absorbed. Once
the spike is absorbed the AC Arrestor becomes a high resistance path to earth.

MAIN TRNSFORMER
The function of the Main Transformer is to reduce the 25 KV line to
approximately 1KV. It consists of one primary, two secondary and one tertiary
winding. The Main Transformer type ATM6 is a 1170KVA, single phase,
50HZ, shell form type with a form fit tank. The transformer cooling method is
oil cooling. The oil absorbs the heat generated by the coil. An oil pump
circulates the oil around the windings to the radiator where it dissipates the
absorbed heat. Additional cooling is provided by an blower motor that forces
cooling air through the radiator.
TECHNICAL SPECIFICATIONS
 Wdg Capacity Voltage Current
Primary 1170KVA 22500V 52A
Secondary 976KVA 952V 513A*2G
Tertiary 194KVA 423V 459A

GENERAL SPECIFICATIONS
▪ Cooling method used is Forced Oil, Forced Air KDAF.
▪ Silicon Oil is used for cooling due to its fire retardant properties.
▪ Oil volume of Transformer is 205 Litres.

SPECIFICATIONS OF SILICON OIL

SL No Property Std. Value

1 Kinematic Viscosity 40oC Min36/Max42
2 Kinematic Viscosity 100oC Min13/Max19
3 Pour point(oC) Max-50
4 Flash point (oC) Min300
5 Burning speed (mm/sec) Max15
6 Evaporation qty(%) at 50oC, 24hrs Max0.30
7 Chemical response Neutral
8 Water content (mg/kg) Max60
9 Breakdown voltage (kv/2.5mm) Min50
10 Dielectric dissipation factor tan deltaMax0.05
(%) at 80oC, 50 Hz or 60 Hz
11 Permeability at 80oC, 50hz or 60 Hz 2.55+/-0.05
12 DC resistively at 80oC(ohm-cm) Min 1*1014

MAIN PARTS OF MAIN TRANSFORMER

1. OIL LEVEL GAUGE

▪ Mounted on the side of the conservator.
▪ Oil level can be inspected directly through armored glass.

2. PRESSURE RELIEF VALVE

▪ Its function is to relive abnormal gas pressure build up within the
transformer.
▪ Self resetting type, mounted on the tank wall.
▪ Setting Value: 0.1 Mpa (+/- 15%)

3. DIAL THERMOMETER
 ▪ Mounted on tank wall.
▪ Consists of bimetallic thermo-sensitive part & an alarm contact.
▪ Temperature element is a spiral bi-metal spring which when expands
causes rotation of its axis.
▪ Setting value: 95 (+/-2oC)

4. OIL FLOW RELAY

▪ Mounted on the pipe between oil pump & oil cooler.
▪ When oil stops by oil pump failure, oil flow relay detects the stop of oil
flow.
▪ Consists of driving mechanism & alarm contact which closes when the
oil temperature exceeds the setting Value.
▪ Setting value: ON 120 L/min (+/-15%), OFF 150L/min (+/-10%)

5. OIL COOLER
▪ Its function is to cool the heated oil.
▪ It is made of Aluminum.
▪ Element of oil cooler consists of Aluminum tube plate & corrugated fins.
They are piled up alternately & brazed securely.
▪ Weight: 107kg
▪ Oil Quantity: approx.48litres.
▪ Oil circulating volume: 700L/min.
▪ Air flow Volume: 90m3/min.
▪ Heat exchanging capacity: 48kw

6. OIL PUMP
▪ Its function is to circulate oil of transformer
▪ Oil pump is centrifugal type, direct coupled with the driving motor &
fully enclosed in housing.
▪ Weight: approx. 45kg
▪ Power source: 3 phase, 415 V, 50Hz
▪ Oil capacity: 7litres.
▪ Oil circulating volume: 700L/min
▪ Rated Output: 10.5kw

7. FILTER BREATHER

8. CONSERVATOR EXHAUST VALVE

 ▪ It is the exhaust Valve for conservator through the Oil pipe to MTr main
body.

9. DRAIN VALVE
▪ Drain Valve is installed at MTr main body for Drain.

10. OIL PUMP EXHAUST VALVE

▪ It is used while exchanging the oil pump & Oil flow relay

11. SHUNT OFF VALVE

▪ It is installed at the Oil Pump inlet side to exchange the Oil Pump & Oil
Flow relay.

PROPULSION SYSTEM
The Propulsion or traction system provides the tractive effort to accelerate the
train and also provides the electrical braking effort, which assists in the
deceleration of the train. The propulsion system is controlled by means of train
line commands and s pulse width modulation (PWM) signal. The train line
commands and the PWM signal is controlled either by the driver using the
master controller mounted in the driver’s console. The PWM signal is an input
torque demand signal into the Variable Voltage Variable Frequency (VVVF)
Inverter control unit. The output power to the Traction Motors is controlled to
match the PWM signal demand. In this way all the motorcars in the train will
produce the same tractive effort.
The traction system comprises the following main components
a) AC Reactor (M car)
b) Converter/ Inverter Box (M car)
c) Traction Motors
The traction system can be described as a “Three –phase Drive” with VVVF
control. The Converter carries out the constant DC output voltage control and
constant AC-side power factor control. The VVVF Inverter output voltage
waveform is a PWM type using Insulated Gate Bipolar Transistors (IGBT).
CONVERTER/ INVERTER-
The pantograph connects the car to the overhead supply. The 25000V AC is
supplied to the Main Transformer through VCB. Main Transformer supplies
1058V AC to Converter unit. The Converter converts AC power to 1900V DC.
This 1900V DC is converted into 3 phase AC variable voltage variable
frequency by the inverter and supplied to Traction Motors.

During Regenerative brake operation, the converter is also capable of inversely

converting 1900V dc to 1058V ac, providing efficient powering and
regenerative operation without switching the main circuit.

A constant slow speed operation is included into the VVVF control function,
which allows the driver to select a desired train speed around 5 Km/h. The train
will maintain this speed once selected until the constant slow speed operation is
cancelled.
In the event of ATP system failure, full service brake is applied. After this, if
Converter/ Inverter receives signal from SCS (Safety Circuit Switch) by driver’s
operation, Converter/Inverter controls the train speed between 15km/h and
25km/h.
If the train rescues another train, train speed is limited by RM (Restricted
Manual) mode. Incase it is not possible to start the train, during rescue
operation, high acceleration mode (5% of maximum tractive effort is added in
speed 0-10km/h) can be initiated by a driver.

CI MAJOR COMPONENTS

▪ Converter unit (For conversion of a.c. input into 1900v dc)

▪ Inverter unit (For inversion of 1900v dc into three
phase VVVF ac)
▪ Control unit (For controlling all the functions of C/I)
▪ AC contactor (It connects the input supply to the converter)
▪ Current Transformer (For monitoring purpose)
▪ OVCRf unit (For quick discharging in case of over voltage and
when MS is OFF)
▪ GR control unit (For detecting the ground current)
▪ Charging parts (Charging diode, Charging transformer,
Charging AC contactor)
(For initial charging of converter IGBT’s)
▪ Power supply unit (For supplying power to the equipments
inside the C/I box)
▪ AC capacitor (For stabilizing and filtering purpose)

REGENERATION OF POWER
As soon as the train operator generates the braking command, the proportionate
command also goes to C/I. The inverter changes the stator frequency in such a
way that the same motor starts working as the generator and the energy
generated is used in the retardation of the train.
But Electric braking effort varies in different speed range so to achieve the
necessary retardation the remaining braking effort is supplemented by the
pneumatic brakes. This is known as brake blending. This is made possible by
intercommunication between C/I and BECU.

The C/I generates an equivalent analogue command for the electric braking
effort and sends it to the BECU of M-car, which further calculates the
remaining braking effort.
The electric braking is available up to 5 kmph below this full braking effort is
supplied as friction brake. However this traction cannot occur instantaneously
so a changeover period is required as shown in the figure.
TRACTION MOTOR
The traction Motor is a 220kW, 4 pole, squirrel-cage, 3-phase self-ventilated
induction motor. The Traction Motor employs a Class 200 insulation system.

The Traction Motor exterior is a frame-less type with linking iron core clamps
and a coupling plate. The motor frame is equipped with a vehicle fitting nose
and fitting nose and fitting seat.

At the pinion end, there is a large bore opening containing the bearing housing,
which is bolted to the frame. The construction of the housing permits its
removal without requiring the bearing inner race to be pulled from the rotor
shaft.

A fan is mounted to the rotor shaft to draw air into the motor to provide cooling
air to the rotor and stator. The air enters the motor through the air inlet on the
top of the non-drive end of the motor and exits through the vents in the motor
frame at the drive end of the motor. A Roller bearing is used on the drive side of
the rotor and Ball bearing is used on th non-drive side of the rotor.

The Traction Motor has the capacity to reduce the speed of the train by acting as
a generator. The momentum of the train causes the motor to rotate, and by
adjusting the slip frequency in the stator, the motor generates power back into
the overhead supply. This causes a braking effect on the train, which reduces
the wear rate of the pneumatic brake shoes.

AUXILIARY POWER SUPPLY SYSTEM

The auxiliary power supply system comprises of two systems
1. Static Inverter
2. Battery

STATIC INVERTER (SIV)

The function of SIV is to provide stable power supply to the train auxiliary
loads of one unit (DT+M). The different SIV outputs and their consumers are as
under
a) 415V A.C> 3 phase 50 Hz used for the input to
a. Main air compressor
b. Main transformer blower motor & oil pump
c. Saloon Aircon and Cab Aircon
b) 230V single phase a.c. 50 Hz used for the input supply to
a. Saloon a.c. lightning
b. 230V socket outlet of each car
c) 110V D>C> used for supplying
a. Control Unit
b. Battery Charging
c. Saloon D.C. lights.

PERFORMANCE DATA OF SIV

Type of output 415V AC 230V AC 110V DC
Rated voltage AC 415V+/- 5% AC230V +/-5% DC 110V+/-5%
Rated frequency 50Hz +/-1% 50Hz+/-1% -
Rated capacity 151KVA 11KVA 18KW
Overload capacity 150%for 10Sec 100% Continuous 100% Continuous

TECHNICAL DATA
Voltage Range of OHE(PerformanceAC22.5KV-27.5KV
Guaranteed)
Voltage range of OHE (Operation Guaranteed) AC19KV-30KV
Input frequency range 50Hz+/-3%
Output frequency range 50Hz+/-1%

MAIN PARTS OF SIV

▪ Input charging contactor IVK 1 & 2 (For making contact
between input and converter unit)
▪ Output contactor SIVK (For connectivity between output of
inverter and load)
▪ Relay unit (It contains different relays such as IVK1AR,
IVK2AR, VCBTPR, SDRXR, SIVLR and SIVKAR)
▪ Power unit (It contains IGBT’s)
▪ Charging resistor (RC) unit (Prevents high inrush current during
initial charging)
▪ Transducers (For monitoring of different parameters)
▪ Input filter reactor (ACL 1 & 3) (For reducing the harmonics
towards OHE)
▪ Input filter capacitor (ACFC) (For reducing the harmonics
towards OHE)
▪ Output filter capacitor (ACC) (For reducing the harmonics
towards Output)
▪ Output filter reactor (ACL2) (For reducing the harmonics
towards Output)
▪ Battery charger transformer (TR1) (For changing three
phase415V to 3 phase 104V a.c. and 220V single phase a.c.)
 ▪ Battery charger unit (For conversion of 104 V three
phase a.c. to 110V dc.)

BATTERY

The battery is used in the following applications-

1. During Train Start Up
a. Aux Compressor
b. Control Circuit Supply
c. Emergency Saloon Lights
2. Emergency Loads (When SIV not Working)
a. Emergency Saloon Lights
b. Emergency Ventilation
c. Control Circuit Supply

BATTERY CONSTRUCTION
The Nickel-cadmium battery provided in the DMRC trains consists of 76 SRM
250 cells with stainless steel container that are installed in wooden crates.

The battery consists of 16 wooden crates of 4 cells each and 4 wooden crates of
3 cells each only instead of 4.

Within a crate, the cells are series connected with rigid connections made of
nickel plated copper. The crates are series connected with flexible connections
made out of multi-strand copper cables.

The battery set is installed in the battery box, which is installed on the M- car
under frame.
BATTERY CHARACTERISTICS
The characteristics of the battery box given on the table below:
Parameter Value
Cell model type SRM250
Rated capacity (C5 Ah) 250Ah
Battery nominal voltage 91.2V
Number of cells 76
Weight of one crate assy of ¾ cells 40Kg
Weight of one crate assy of 4 cells 52Kg
Weight of battery 990Kg
Type of terminals M 14*2
Number of terminals(per cell) 2
Torquing value 30±3N.M
Min level of electrolyte above plates 5mm
Max level of electrolyte above plates 105mm
Length of filling pistol nozzle 80mm
Nominal charge/discharge current 0.2 C5A 50A

TRAIN INTEGRATED MANAGEMENT SYSTEM (TIMS)

The Train integrated Management System (TIMS) provides a centralized

function to monitor the train borne systems and devices. It also provides the
operators interface via a Video Display Unit mounted on the operator desk. This
display unit shows relevant information to the operator about the status of On
board equipment as well as commanded functions.
The Train information Management System interfaces with the following
systems located throughout the train, these systems are:
▪ Traction Inverter (CI)
▪ Auxiliary Power Supply (SIV)
▪ Brake Electronic Control Unit (Brake System)
▪ Door Control Units
▪ Air conditioners
▪ AVAS & PA
▪ Train Radio
▪ ATC System
The Train Integrated Management System also monitors Train Line status,
switch and circuit breaker positions.

FAULT DETECTION LEVELS- Fault detection is classified into five

critically levels:
LEVEL 1: CIRCUIT FAULT-
Faults that require the immediate action/attention of the train operator are
classified as critical fault
.
LEVEL 2: OPERATING EVENT-
An event which is triggered by the train operator

LEVEL 3: MAINTENANCE EVENT-

An event that requires the attention of maintenance staff, after the train has
completed the scheduled service operation

LEVEL 4: RECORD-
A maintenance record that requires the attention of the maintenance staff during
scheduled routine maintenance.

LEVEL 5: NOTICE-
Information or remainder to aid the train operator during normal service under
defined conditions

NOTIFICATION AND RECORDING OF EVENTS-

Fault Criticality Level

Level – I Level - II Level - III Level - IV Level - V
Pop Up * *
Departure * *
Current Fault * *
History * *
Memory * * * * *

TIMS OPERATION MODES-

OPERATOR MODE FUNCTIONS-

The TIMS system has the following functions which are accessible to the
driver.
System Check Screens- On this screen, TIMS will display on the main window
a list of train faults that have been detected.
Additional information about other systems can be checked by driver by
touching the soft keys at the bottom of the screen display. The available soft
keys and corresponding train systems are,

DOOR: The status of Door system is displayed.

BRAKES: The status of the Pneumatic Brake system is
displayed.
POWER: The status of the High Tension circuit and
equipment is displayed.
AUX: The status of the Auxiliary Power Supply
System is displayed.
AIR CON: The status of the air conditioning system is
displayed.
HISTORY: A list of previously record critical faults are
displayed.
DEPARTURE: The departure check screen is displayed.
MAIN: The LOGOFF screen is displayed.

MAINTENANCE MODE FUNCTIONS- The TIMS system functions

available to the operator are also acceptable to Maintenance staff in addition
maintenance staff can also access the following functions.
▪ Data download/upload by TIMS Maintenance Terminal
▪ Data and status check on VDU

When the maintenance staff log on to the TIMS system, the Maintenance Menu
screen is displayed. From this screen maintenance staff can check or view the
status of the TIMS system or equipment sub system.

TIMS DATA COMMUNICATION SYSTEM-

The TIMS system provides and controls the data communication system
between TIMS units (Central and Local) and to other sub systems.

EQUIPMENT DESCRIPTION-
The Train Integrated Management System consists of the following equipment
boxes located on the Driving Trailer car and Motor Car.

CENTRAL UNIT-
The Central Unit carries out the application programs for the overall control and
administration of the TIMS system.
The Central Unit has two central processor units (CPU1 & CPU 2) Both CPU’s
are operational and in case of one CPU failure the other CPU can continue the
data transmission function.
One central unit provided in every DT car. The Central Unit is comprised of the
following components:
▪ Sub Rack
▪ CPU 4 PCB
▪ CIF 4 PCB
▪ DIS 2 PCB
▪ DIS 3 PCB
▪ AIO PCB
▪ PSG PCB

LOCAL UNIT-
The Local Unit is provided in each car to interface with various devices and
intelligent train subsystems such as Air Conditioning, Propulsion System,
Auxiliary Supply System, Brake Electric Control Unit and Door Control Units.
The Local Unit is comprised of the following components:
▪ Sub Rack
▪ CPU 4 PCB
▪ TRC 4 PCB
▪ DIS 2 PCB
▪ DIS 3 PCB
▪ PSG PCB
DISPLAY CONTROLLER-
The Display Controller (DC) is installed in DT car. The Display Controller is
comprised of the following:
▪ Line Filter
▪ DC-DC Converter
▪ Connector
▪
VIDEO DISPLAY UNIT-
The video Display Unit has two main functions.
▪ To provide the Operator with information regarding the status of the
various systems throughout the train.
▪ To enable the Operator to quickly determine the nature of any subsystem
failure and perform the required actions to either rectify or isolate the
fault.
PA/PIS SYSTEM

The PA/PIS system consists of two basic systems

1. VISUAL SYSTEM- Passenger Information System
2. AUDIO SYSTEM- Automatic Voice Announcement System

PASSENGER INFORMATION SYSTEM-

The main function of the PIS system is to provide information to the passengers.
The PIS system provides the following information:
▪ TRAIN NUMBER- front and rear of train
▪ DESTINATION- front and rear of train(Hindi and
English)
▪ NEXT STATION IS…- inside train, on the PIB’s
▪ THIS STATION IS…- inside train, on the PIB’s
▪ JOURNEY MESSAGE….Inside train, on the PIB’s
▪ MANUALLY TRIGGERED MESSAGES- from driver or OCC
(internal and optionally external on the DIF)
▪ REAL TIME INFORMATION (VISUAL ONLY)- inside train, on the
PIB’s (ganarated by OCC)
The PIS system is made up of three different following types of displays.

PASSENGER INFORMATION BOARD (PIB)

There are three PIB’s installed in each car, all three are powered from the train
battery 110V DC supply. The displays receive serial data via the PAMP.

DESTINATION IN FRONT OF TRAIN DISPLAY (DIF)-

The DIF is a LED dot matrix display using 3mm diameter ultra-bright yellow
LED’s pitched on 4mm centres. The LED matrix is 48 LED’s high by 96 LED’s
wide, in total 4608 off yellow LED’s. The display area is 191 mm high by 383
mm wide.

TRAIN NUMBER INDICATOR (TNI)-

The TNI’s are powered from 110C EDC. The TNI is a LED dot matrix display
using 3mm diameter ultra-bright yellow LED’s pitched on 4 mm centres. The
LED matrix is 32 LED’s high by 96 LED’s wide in total 3072 off yellow
LED’s. The display area is 127 mm high by 383 mm wide.

AUTOMATIC VOICE ANNOUNCEMENT SYSTEM-

The main functionality of the audio system is summarized as under:
▪ PUBLIC ADDRESS- driver (active cab) to passengers (broadcast)
▪ PUBLIC ADDRESS- rear cab (inactive cab) to passengers (broadcast)
▪ PUBLIC ADDRESS- OCC (EPA) to passengers (broadcast)
 ▪ PUBLIC ADDRESS- Automatic announcement triggered automatically
by the PIC, as a result of input from ATO/ATP(including door open
chime)
▪ PUBLIC ADDRESS- Automatic announcement manually triggered by
driver on the MOP
▪ PUBLIC ADDRESS- Automatic announcement manually triggered
from rear cab MOP
▪ CAB TO CAB COMMUNICATION (SIMPLEX)- Driver to all other
cabs (including coupled trains)
▪ CAB TO CAB COMMUNICATION (SIMPLEX)- Any cab to all
other cabs (including coupled trains)
▪ Passenger alarm warning tone
▪ PASSENGER COMMUNICATION (SIMPLEX)- Driver to
individual passenger, call set up as a consequence of PAB operation.
DOOR OPEN/ CLOSING CHIME
The main components of audio system are as following-

MOP (MAIN OPERATING PANEL)

The panel is provided to operate in conjunction with the ‘Front Panel Interface”
module of the AVAU. The MOP panel is connected in parallel with the AOP
panel.

The panel includes the following functional components:

▪ Keypad- 16 buttons
▪ Mode selection buttons, each with an associated with LED
▪ Backlighting for all the MOP buttons
▪ LCD graphics display- 64*192 pixels with LED back – light
▪ Monitor loudspeaker- 500mW nominal (1.5W maximum)
▪ Amplifier for monitor loudspeaker (digital volume control, within
AVAU)
▪ Microphone pre-amplifier
▪ Microprocessor control system for keypad and LCD
▪ Microprocessor control system for “Mode” functions
▪ Fall-back processing logic
▪ Power supply

AOP (AUXILIARY OPERATING PANEL)

The AOP has a subset of the functions provided by the MOP. The AOP
comprises the mode selection controls for PA and Cab, plus indication only for
the PEA mode.
AVAU (AUTOMATIC VOICE ANNOUNCEMENT UNIT)
The AVAU is the heart of the PA/PIS system. AVAU has the cards for PA/PIS
functions as follows:
▪ Vehicle Communications Card
▪ Cab Audio Communications Unit CPU card
▪ Expanded serial I/O card
▪ Audio Control Matrix Card
▪ Front Panel Communications Card
▪ Analogue Train Wire Interface Card
▪ Digital Train Wire Interface Card
▪ Power Supply interface Module
▪ Main Power Supply DC- DC Converter Module
▪ Internal Power Supply Card
▪ Passenger Information System Control Card

ETC (EMERGENCY TALK- BACK UNIT)

The ETU is provided as an interface between the passenger and the driver. The
Passenger can talk to the driver through the ETU.

PAB (PASSENGER ALARM BUTTON)

The function of PAB is to activate the PEA and the alarm to the driver

PA-AMPLIFIER (PAMP)
The PAMP contains the audio power amplifier to drive the loudspeakers at
100V line level, and monitors/controls the four ETU’s in the same vehicle. The
interfaces to the Train bus and saloon data-bus (RS485) are through 3.5mm
version. It also controls the Vehicle data bus in that car, providing PIB’s with
data-received from the Train Data bus.

LOUDSPEAKER & 100V LINE TRANSFORMER.

The loudspeaker can be driven with 4Watts of power, provided by the PAMP
over the 100V line distribution system.

AIRCON

PLC CONTROL-
The heart of the control system for the air conditioning unit is a Programmable
Logic Controller (PLC). Using a control program stored in the plc’s memory,
the PLC close or open electrical circuits connected to its outputs depending on
the status of the inputs. When a component in the system fails, the PLC
diagnoses the problem and isolate the failed component.
AIRCON WORKING MODES-

The saloon aircon works in the following modes

▪ VENTILATION MODE- In this mode air to be circulated throughout

the vehicle and at the same time fresh air will continually be induced into
the vehicle but cooling will not be installed.

▪ COOL 1- During Cool 1 the air conditioning unit provides

approximately 50% of the total rated cooling capacity. This is carried out
by operating compressor and energizing only one of the liquid line
solenoid valves which allows refrigerant to flow into the evaporator.
▪ COOL 2- During cool 2 modes the air conditioning unit provides 100%
of the total rated cooling capacity. This is carried out by operating and
fully loading the semi-hermetic compressor and energizing both of the
liquid line solenoid valves which delivers refrigerant to the evaporator
coil.

▪ EMERGENCY MODE- In case of Ac Power supply failure the shift to

the emergency vent mode. The power is supplied by the battery and only
fresh air is supplied into the saloon.

▪ TEST COOL- When activated the unit automatically operates in a

cooling mode operation, regardless of the return air temperature sensed.
Test Cool mode can be initiated through PLC unit.
The maximum time test cool will be permitted to operate prior to switching
to automatic mode is 20 minutes.

COMMUNICATION WITH PLC USING UMT-

The A/C unit is able to communicate with a laptop PC running Windows 95 or

higher. The A/C unit provides a Hyper Terminal interface with the following
options.
▪ VIEW INPUTS- The user is able to request the PLC to display the
current state of the inputs of the controller.
▪ VIEW OUTPUTS- The user is able to request the PLC to display the
current state of the outputs of the controller.
▪ VIEW COMMS LINK 1 INPUTS- The user is able to view the
information coming from an external device connected to
communications link 1.
 ▪ VIEW COMMS 1 OUTPUTS- The user is able to view the information
being sent from the PLC to the external device.
▪ INITIATE TEST COOL- The user is able to initiate test cool functions.
▪ INITIATE TEST VENT- The user is able initiate test ventilation
functions.
▪ INITIATE TEST EMERGENCY- The user is able to initiate the test
emergency function
▪ RESET FAULTS AND TEST CONDITIONS- The option allows the
user to reset any alarms, and halt any currently running tests
▪ DOWNLOAD EVENT LOG- The user us able to request that the PLC
event log is downloaded to the laptop computer.
▪ DOWNLOAD DATA LOG- The user is able to request that the PLC
data log is downloaded to the laptop computer.
▪ DELETE DATA LOG- The data is cleared when this option is selected.

CAB AIR CONDITIONING SYSTEM

The cab air-conditioning system consists of one roof mounted aircon unit. The
major components of cab aircon unit are as under-

MAJOR COMPONENTS-

▪ Compressor
▪ Condenser Coils
 ▪Condenser Fan
▪Supply Air Blowers
▪Evaporator Coils
▪Return Air Filters
▪Filter Drier
▪Fusible Plug
▪Dual Pressure Control
▪Sight Glass
▪Liquid Line Solenoid Valve
▪Service Access Valves
▪Thermal Expansion (TX) Valve
CAB AIRCON CONTROL-

▪ FAN SPEED SELECTOR SWITCH- The fan speed selector switch is

used to select the rotational speed of the supply air fan hence effect the
quantity of conditioned air delivered.
▪ TEMPERATURE SELECTOR SWITCH- The temperature selector
switch is used to selewct the temperature of the supply air.

CAB AIRCON OPERATING MODE- The main operational mode of the A/C
unit is dictated by the mode switch, which allows selection of operation in any
one of the following modes:
▪ NORMAL MODE- When the operation Mode Switch is located in the
“Normal” position, the air conditioning system will operate according to
the settings on the Fan Speed Switch and Cooling Setting Switch.
▪ VENT MODE- In this mode the air conditioning unit operates the
supply fans only.
▪ BACK UP MODE- If the Operation Mode Switch is in the “Back Up”
position, air will be drawn into the driver’s cab from the saloon supply
air ducts.
▪ OFF MODE- If the operation mode Switch is located in the “Off”
position, the air conditioning system will be displayed. No ventilation,
cooling or heating will operate in this mode.

PASSENGER SALOON DOOR

The passenger saloon door system comprises electrically powered, double leaf,
sliding doors designed to permit safe entry and exit for passengers from the
train cars.
DOOR OPERATION- The operation of the passenger saloon door system is
controlled by Door Control Unit that interfaces with the Train Integrated
Management System (TIMS).
On receipt of an open command from the DCU, the door locking system
unlocks the door and the door operating mechanism slides the door panels to
their open position, Close limit switch and lock limit switch attached to the door
operating mechanism, notify the DCU whether the door is closed and locked or
not.

MAJOR COMPONENTS-

The major components of saloon door system are as under

▪ Door Panel
▪ Door Control Unit
▪ Door Gear Assembly
▪ ‘Door Locking Mechanism
▪ Emergency Release Mechanism
▪ Door Isolation Switch

DOOR PANELS-
Door panels are of aluminum composite construction bonded using aerospace
technologies. Two No of door panels (LH/RH) are provided in each door.

DOOR GEAR-
The Door Gear Assembly consists of:

MAINFRAME ASSEMBLY-The Mainframe Assembly is located at the top of

each External Slider Door System. This is the primary fixing point for mounting
the door assembly into the car body.
ELECTRIC MOTOR AND GEARBOX- The electric motor provides power
for movement of door panels
TRANSMISSION BELT AND TRANSMISSION PULLEY- The
transmission belt and pulley transmits the motor movement to the spindle shaft.
The transmission pulley is mounted on spindle shaft.

SPINDLE SHAFT- On the movement of pulley spindle shaft rotates and

transfer the movement to the driver brackets via spindle nuts.

DRIVE BRACKETS- Door brackets are mounted on door panels

SOLENOID AND DOOR LOCK- The Locking Mechanism is integrated in
the Door Gear Assembly in centre of the door gear assembly. Mechanical locks
are used to ensure full locking.
The center hook assembly locks the Doors as they meet in the centre. A Lock
Switch mounted onto the Door Gear Assembly is activated by the Centre Hook
Assembly to signal the Door Control Unit that the door is locked

DOOR ISOLATION SWITCH ASSEMBLY- Door isolation switch assembly

is provided in the middle of door gear assembly. It is used to isolate the Door in
case of any door failure.

EMERGENCY RELEASE MECHANISM- Emergency release mechanism is

provided to open the any particular doors without opening all doors in case of
any emergency. In every car door no 2 and door no 6 are provided with external
emergency release device. Internal emergency release devices are provided in
all cars.

DOOR CONTROL UNIT-

Each passenger Door Gear includes a separate Door Control Unit (DCU). The
Electronic Door Control Unit controls all powered operations of the Door Gear.
The DCU provides all power required by each Door System component and
reports door status to the Train Integrated Management System (TIMS).

On receiving a door operation command, by the Door Control Unit, the safety
controller first checks all inputs and outputs for correct status and then instructs
the motor controller to correctly power the motor resulting in a door close or
open movement.

OBSTRUCTION DETECTION-
During door close operation if any obstruction of 15mm *100mm or more
obstructions the door movement the DCU sense the obstruction. After sensing
the obstruction the DCU takes three attempts and tries to close the door.
 TEST SPECIFICATIONS

INSULATION AND DI-ELECTRIC TEST

1. INTRODUCTION

This test procedure is used for verification test of each car for DMRC MRTS
RS3 project.
The procedure is divided in different parts, each part dealing with the system
that shall be tested.
All the tests in a system should be made before any test of another system is
started.

2. EQUIPMENTS

2.1 TOOLS

Following is the list of tools required for testing and commissioning of each car.
▪ Test wires with connector
▪ Short Circuit plugs
▪ Hand tools (Screw driver, Spanner, Long nose)

2.2 TESTING DEVICE

Following is the list of measuring equipments required for Testing and

commissioning of each car.
▪ Multimeter
▪ Continuity tester
▪ Ohmmeter
▪ Voltmeter
▪ Megger 500V/2000V
▪ Variable AC Voltage tester
▪ Earth testing device (Wheatstone bridge type)

2.3 DOCUMENTS

Following is the list of required documents to be used for Testing and

Commissioning of each car.

▪ List of Circuit Diagram:

▪ Wiring Diagram (Low tension, ceiling and Underframe DT and M-Car
Cab Wiring Diagram)
3.0 CONTINUITY TESTS
3.0.2 M CAR
Check the continuity of the cables

3.1 INSULATION AND DIELECTRIC TESTS

3.1.1 M CAR

3.1.1.1 GENERAL
Equipment required:
▪ 500/1000V/2000V Megger
▪ Variable AC voltage tester capable of supplying 4888 V

HIGH VOLTAGE AND ELECTRICAL DRIVE CABLES (900 V AC/1040

V AC), GROUP B
Dielectric test 3910 V, AC/60Sec
Insulation test 1000V, DC

TRANSFORMER TERTIARY SUPPLY CABLES (470 V AC), GROUP C

Dielectric test 2700 V, AC/60Sec
Insulation test 500V, DC

AUXILIARY POWER CABLES (415 V AC, 50 Hz), GROUP D

Dielectric test 2582 V, AC/60Sec
Insulation test 500V, DC

AUXILIARY SUPPLY CABLES (230 V AC, 50 Hz), GROUP E

Dielectric test 2188 V, AC/60Sec
Insulation test 500V, DC

BATTERY CIRCUIT CABLES (110V DC), GROUP F

Dielectric test 1275 V, AC/60Sec
Insulation test 500V, DC

DATA and COMMUNICATION CABLES, GROUP G

Dielectric test 640 V, AC/60Sec
Insulation test 500V, DC

3.1.1.2 PREPARATION
All the preparations in all systems should be completed before starting test on
any system. Disconnect all connectors and cables from all the electrical
equipments including earth brushes.
Identify cables for each group viz. Group A, B, C etc.
While Short-circuiting the cables, do it individually for each group.
3.2 TESTS FOR SYSTEM EARTHING

3.2.1 M CAR

3.2.1.1 SYSTEM EARTHING

Check that the installation of the earth cable is correctly connected. Visually
check that the length of the earth cable is sufficient to relative movement of the
points connected.

Check that the earthing cables between Earth bar box and earth brush are
correctly connected.

The earth continuity will be checked with Wheatstone bridge circuit. Refer to
Earth testing device connection diagram below. The continuity resistance shall
be a maximum of 100 m ohms, which is an international accepted standard in
accordance with RIA No. 13. Clause 10.5.15.
3.2.1.2 PROTECTIVE EARTHING

Check that all the electrical protective earthing wires are correctly connected.

4.0 INSULATION AND DIELECTRIC TESTS

4.1 DT CAR

4.1.1 GENERAL

EQUIPMENT REQUIRED:

▪ 500/1000V/2000V Megger
▪ Variable AC voltage tester capable of supplying 60 KV

HIGH VOLTAGE CABLES (25KV), GROUP A

: All High voltage line
Dielectric test 60 KV, AC/60Sec
Insulation test 2000V, DC

HIGH VOLTAGE CABLES (900 V AC), GROUP B

: Main transformer to CI
Dielectric test 3910 V, AC/60Sec
Insulation test 1000V, DC

TRANSFORMER TERTIARY SUPPLY CABLES (470 V AC), GROUP C

: Main transformer to SIV
Dielectric test 2700 V, AC/60Sec
Insulation test 500V, DC

AUXILIARY POWER CABLES (415 V AC, 50 Hz), GROUP D

: HVACs, Air compressor
Dielectric test 2582 V, AC/60Sec
Insulation test 500V, DC
AUXILIARY SUPPLY CABLES (230 V AC, 50 Hz), GROUP E
: AC Lighting
Dielectric test 2188 V, AC/60Sec
Insulation test 500V, DC

BATTERY CIRCUIT CABLES (110V DC), GROUP F

: All BA classified line
Dielectric test 1275 V, AC/60Sec
Insulation test 500V, DC
DATA and COMMUNICATION CABLES, GROUP G
: All S2 and S6 classified line
Dielectric test 640 V, AC/60Sec
Insulation test 500V, DC
4.1.2 PREPARATION

All the preparations in all systems should be completed before starting test on
any system.
Disconnect all connectors and cables from all the electrical equipments
including earth brushes.
Identify cables for each group viz. Group A, B, C etc.
While Short-circuiting the cables, do it individually for each group.

4.1.3 INSULATION AND DIELECTRIC TEST

HIGH VOLTAGE CABLES (25KV), GROUP A

1.Connect Megger to group A at Main transformer.

2.Connect Group B, C, D, E and F to chassis by a jumper.
3.Megger with 2000V DC
4.Record value (R>5Mohm).
5.Disconnect Megger.
6.Connect voltage test equipment between Group A and earth.
7.Be sure that no one is in the test area. All safety procedures for high
voltage test must be followed.
8. Test with 60 KV rms. 50/60 Hz for 60 Seconds.
9. Disconnect voltage test equipment.
10. Repeat the Megger test (Step 1 to 5).

HIGH VOLTAGE CABLES (900 V AC), GROUP B

1. Connect Megger to group B at Main transformer.

 2. Connect Group A, C, D, E and F to chassis by a jumper.
3. Megger with 1000V DC
4. Record value (R>5Mohm).
5. Disconnect Megger.
6. Connect voltage test equipment between Group B and earth.
7. Be sure that no one is in the test area. All safety procedures for high
voltage test must be followed.
8. Test with 3910 V rms. 50/60 Hz for 60 Seconds.
9. Disconnect voltage test equipment.
10. Repeat the Megger test (Step 1 to 5).

TRANSFORMER TERTIARY SUPPLY CABLES (470 V AC), GROUP C

1. Connect Megger to group C at Main transformer.

2. Connect Group A, B, D, E and F to chassis by a jumper.
3. Perform the Megger test at 500V DC
4. Record value (R>5Mohm).
5. Disconnect Megger.
6. Connect voltage test equipment between Group C and earth.
7. Test with 2700 V rms. 50/60 Hz for 60 Seconds.
8. Disconnect voltage test equipment.
9. Repeat the Megger test (Step 1 to 5 above).

AUXILIARY POWER CABLES (415 V AC, 50 Hz), GROUP D

1. Connect Megger to group D at Aux. jumper connector.

2. Connect Group A, B, C, E and F to chassis by a jumper.
3. Perform the Megger test at 500V DC
4. Record value (R Should be >5MOhm).
5. Disconnect Megger.
6. Connect voltage test equipment between Group D and earth.
7. Test with 2582 V rms. 50/60 Hz for 60 Seconds.
8. Disconnect voltage test equipment.
9. Repeat the Megger test (Step 1 to 5 above).

AUXILIARY SUPPLY CABLES (230 V AC, 50 Hz), GROUP E

1. Connect Megger to group E at Aux. jumper connector.

2. Connect Group A, B, C, D and F to chassis by a jumper.
3. Perform the Megger test at 500V DC
4. Record value (R Should be >5MOhm).
 5. Disconnect Megger.
6. Connect voltage test equipment between Group E and earth.
7. Test with 2190 V rms. 50/60 Hz for 60 Seconds.
8. Disconnect voltage test equipment.
9. Repeat the Megger test (Step 1 to 5 above).

BATTERY CIRCUIT CABLES (110V DC), GROUP F

1. Connect Megger to group F at low Tension Jumper Connector.

2. Connect Group A, B, C, D and E to chassis by a jumper.
3. Perform the Megger test at 500V DC
4. Record value (R >1M ohm).
5. Disconnect Megger.
6. Connect voltage test equipment between Group F and earth.
7. Test with 1275 V rms. 50/60 Hz for 60 Seconds.
8. Disconnect voltage test equipment.
9. Repeat the Megger test (Step 1 to 5 above).

DATA and COMMUNICATION CABLES, GROUP G

1. Connect Megger to group G at low Tension Jumper Connector.
2. Connect Group A, B, C, D, E and F to chassis by a jumper.
3. Perform the Megger test at 500V DC
4. Record value (R >1M ohm).
5. Disconnect Megger.
6. Connect voltage test equipment between Group G and earth.
7. Test with 640 V rms. 50/60 Hz for 60 Seconds.
8. Disconnect voltage test equipment.
9. Repeat the Megger test (Step 1 to 5 above).

TEST FOR PROTECTIVE SYSTEM

TEST PROCEDURES ON LEADING DT CAR

TRAIN CONTROLLING CAB

▪ Switch on CC1CB, CC2CB and TLCB1/2 in both cabs.

▪ Insert and turn the master key into the Master Controller (TBC) on the
leading DT-car.
▪ Put MS to “Rev” and check visually that following relays are operated.
 • Leading DT car.
HCR 1, 2, 3, 4, 5 and 6
TLSC1, TLSC1R and LCAR1, 2
TCRTLR…………………………….Energized
TCR 1 and 2………………………...De-energized
• Rear DT car
HCR 1, 2,3, 4, 5 and 6, LCAR1, 2………De-energized
TCR1, 2 TLSC1R and TCRTLR………..Energized
▪ Put MS to “OFF” position and check that all relays are de-energized
except LCAR1, 2 of leading DT car.
▪ Put MS to “Standby” position and repeat test no 3 to 4.
▪ Put MS to “Forward” position and repeat test no 3 to 4.
▪ Put MS to “ATP” position and repeat test no 3 to 4.
▪ Put MS to “ATO” position and repeat test no 3 to 4.
▪ Compulsorily energize SSK relay on the shore supply unit 1 of leading
DT Car.
▪ Check visually that all relays on the train set are de-energized.
▪ Reset compulsorily energizing of SSK and repeat test no 2. to 4.
▪ Put MS to “REV/STNDBY/FOR/ATP/ATO” on the leading cab and
simultaneous, insert and turn the key into Mater controller on the rear
DT- car.
▪ Put MS to “Rev/Standby/For/ATP/ATO” position.
▪ Check visually those above relays are still keeping their position.
▪ Put MS to “OFF” and take off the master key on the rear DT car.

PANTOGRAPH

▪ Switch on PANCB in each DT-car.

▪ Repeat the procedure of test no. 2-4 in the clause 4.1.2 as bellows;-,.
• Press and release “AUX ON/PAN UP” at the op#4.
• Check visually that following relays are energized till VCB is closed or
TLSC2R is energized.
• STUR of leading unit DT and M car… Energized.
• Check that the follows are correctly working on the
leading DT-car.
• ACMC………………………….Energizing
• ACM…………………………….Operating
• Pantograph……………………..Raising
• PANPSR…………………………Energizing
▪ Lower the pantograph and repeat the procedure of test no. 5-6 in the
clause 4.1.2.
 ▪ Repeat the procedure for pantograph raising and check that the
pantograph of leading DT car is lowering in any of the following case
• Compulsorily energize BUVDR or ASDR or PDR relay on the relay
panel.
▪ Operate the EGS handle shaft and turn the key (ACPMS and OSPMS are
operated) after opening of the inspection ceiling cover in both DT cars.
▪ (Caution: OHE should be powered off)
▪ Repeat the pantograph will not be raising of all unit in test no. 7-9 in the
clause 4.1.2 as below;-
• Press and release” AUX ON/PAN UP”.
• Check visually that following relays are energized till VCB is closed or
TLSC2R is energized.
• STUR of all car…Energized.
• Check that all components for no3. in the clause 4.1.3 is working
in both DT car.
▪ Check that the followings are correct working on the both DT cars.
• PANPSR…………………………De-energizing
• Pantograph…………………….. NOT raising
▪ Operate AOFFS button
▪ Turn the key and reset EGS handle shaft.

VCB OPERATION

▪ Switch on VCBCB, VCBCCB, PTCB, MTOMCB and SIVCB on each

DT-car and CICB1 and CICB2 on each M car.
▪ Press and release “AUX ON/PAN UP”
▪ Make a wire link ACVR terminal no. A2 & M2, disconnect ACVR
terminal no. B3 into VCB control box to simulate energizing of ACVR
compulsorily. (This instruction is required only when OHE is not
available.)
▪ Make a jumper between 1700 and 1701 wire of TIMS relay unit at the
cab back wall.
▪ Check that the VCB on each unit is closed, after rising of pantograph.
▪ (VCB will open after 10sec. only if OHE is not available.)
▪ Press and release VCBOS to open the VCB.
▪ Check that the VCB on each unit is opened automatically.
▪ Press and release VCBCS.
▪ Check that the VCB on each unit is closed.
▪ Compulsorily energize ASDR relay.
▪ Check that VCB on each unit is opened.
▪ Press Aux ‘ON’.
 ▪ Compulsorily energized PDR relay.
▪ Check that VCB of each unit is open.
▪ Press Aux ‘ON’.
▪ Compulsorily energized BUVDR relay.
▪ Check that VCB on each unit is opened.
▪ Press the “SS/UI” button on the TIMS screen after closing the VCB.
▪ Check the indication of TIMS screen after
▪ Press the “Reset” button on the OP#4 to close the VCB.
▪ Check the RSR relays on the both VCB control boxes are energized.
▪ Disconnect wire no. 1130 for “K” of C/I (Relay panel of either DT car).
▪ Check that the concerned VCB is not close after pressing and releasing
of the “AUX ON/PAN UP” button.
▪ Switch on the WWCB (as per circuit ECP02118 and ECP02121) in
leading DT car.
▪ Check that the NSDVR relay is energized.
▪ Press the “VCBCS” to close the VCB
▪ Pass the track-side magnet (“S” pole) through the APC receiver installed
on the bogie of leading DT car.
▪ Check that the NSDR relay is energized and opened the VCB of leading
DT car.
▪ Repeat test no.1 to 27 in the rear DT.

TRACTION SYSTEM
SPEED CONTROL

▪ Switch on TBCCB1 and TBCCB2.

▪ Compulsorily energize EBLR1 or EBLR2 on the leading DT car.
▪ Put the MS to “Rev/For/ATP” position.
▪ Put Master controller (TBC) to “Motoring” position.
▪ Compulsorily energized the DPR (or supply 110V dc on wire no 6082
and 0V on 6083) as per circuit ECP0141 or set the DPLCOS to “Cutout”
position.
▪ Set the SCS to “Cutout” position or make a jumper on wire no. 3007 &
3017, 3012 & 3015 to simulate to FSB by ATC.
▪ Set the driver’s brake handle to “II” position and check that the BPPSR
is de-energized.
▪ Check the monitoring command 1&2 is 0V potential wire no. 3010 and
3016 at the C/I and BECU
• Train line on other unit : 3010 and 3016
▪ Check that monitoring command 1&2 is 0V potential wire no. 3010 and
3016 at the C/I and BECU on the both car, in following condition
 • Put the driver’s valve to “V” position, upon the TBC to “Motoring”
position And the BPPSR is energized condition
• Train line on other unit: 3010 and 3016.
▪ Check that braking command is input to BECU and C/I
(wire no 3011) on the both cars in any of below;
(Measure to supply DC 110V of the wire no. 3011 at the
C/I and BECU side)
• Move the TBC to “Braking or Emer. Braking: position.
• Move the DPLCOS to “Normal” and de-energizing of DPR
• Connect wire nos 3042 and 3043 with de-energizing of SCSR.
• Train line on other unit:3011
▪ Put the SCS to “Cutout” position, and check that SCSR is
energized.
• Train line on other unit: 3003
▪ Put MS to “For or ATP” position and check that wire no 3005 is input to
DC 110V on the relay panel of leading DT car and wire no 3006 of rear
DT car.
• Train line on other unit: 3005 on head unit nad 3006 on rear unit
▪ Put MS to “Rev” position and check that wire no 3006 is input to DC
110V on the relay panel of leading DT car and wire no 3005 of rear DT
car.
▪ Put MS to “ATP” position and check that wire no 3004 is input to DC
110V on the relay panel of rear DT car..
• Train line on other unit: 3004

AUXILIARY ELECTRIC SYSTEM

STATIC INVERTOR (SIV)

▪ Switch on SIVCB in DT-car.

▪ Press and release the “AUX ON/PAN ON”
▪ Check that the SIVIC is energized.
▪ Check that SIV in DT-car is normally working or that the supply of each
SIVs are available. (If OHL is not available, SIV is not working)
▪ Press and release the “AOFFS”, check that the SIVIC is de-energized
and SIV is not working.
▪ Compulsorily energize the SSK on the shore supply unit no.1
▪ Check that the SIV unit in the DT-car is normally working.
▪ Check that the SIVIC is de-energized and SIV unit in the DT-car is not
working, in any of following;
• Press and release the “AOFFS”
 • Compulsorily energize the BUVDR relay on the panel of DT-car.
▪ By compulsorily energize PDR relay, check that the SIV unit is switched
OFF.

TRAIN MANAGEMENT INTEGRATED SYSTEM (TIMS)

▪ Switch on TCPUICB, TDOCB, TCPU2CB and VDUCB in DT-car and
TLUCB and TLU2CB on the M car.
▪ Check that the supply of TIMS CU and LU, VDU is available.

COMMUNICATION SYSTEM (CO)

PIS (PASSENGER INFORMATION SYSTEM)
▪ Switch on PIS1CB & PIS2CB in DT-car.
▪ Check that the DC 100V supply of PIB1-4, ESD1-2 and TNI & DIF are
available.
▪ Switch on PIS1CB & PIS2CB in M-car.
▪ Check that the DC 100V supply of PIB1-4, ESD1-2 are available.

PA SYSTEM (POWER AMPLIFIER)

▪ Switch on AVAUCB in DT
▪ Switch on PAACB in DT car
▪ Check that the DC 110V supply of AVAU and power amplifier of DT
car are available
▪ Switch on PAACB in M car
▪ Check that the DC 110V supply of power amplifier of M car is available.

ATP SYSTEM (AUTOMATIC TRAIN PROTECTION)

▪ Switch on the ATPCB1 and ATPCB2.
▪ Check that the DC 110V supply of ATP system is available.

TRAIN RADIO SYSTEM

▪ Switch on the TRUCB
▪ Check that the DC 110 C supply of TRIU is available.

PASSENGER SALOON SURVEILLANCE SYSTEM (CCTV)

▪ Switch on the CCTVCB of DT car
▪ Check that the DC 110V supply of Video Recorder, Video Server and
Monitor are available.
▪ Switch on the\r CCTVCB of M car
▪ Check that the DC 110V supply of Video Server and Monitor is
available
MY ROLE DURING THE TRAINING PERIOD:
• Assisting the manager in production activities, process monitoring, stage
inspection, arranging the tools, jigs and fixtures whenever required.

• As per the DMRC electrical drawings I am assisting to employee for

cable harness and specify different type of cables for each equipment.

• Assist for using different types of connectors in under frame of DT and

M-Car like EMC Connector, DMV connector and LTJB connector etc.

• Assist for Crimping the pins of each connectors like LTJB, LTEB,
AUTO-C, CI BOX, SIV by etc by using different type of tools like wire
stripper and crimping tool.

• Crimping the pins of traction motor and other HT cable by using

different type of crimping tools

• Installation of each equipment like Main Transformer, CI Box, SIV,

Valve Box, ESK, Saloon light , Camera, Door control unit, BCB, PIB,
ESD, PEA, PEAH, LRM, TIMS, PAMP, EDB, BECU-TB, CCTV,
Video Server, Video recorders and control equipments of DT and M-Car
as per the drawing.

• Checking the continuity test of Underframe cables, ceiling cables and

equipment to equipments connected cables.

• Checking the length of the cable as per the specified drawing.

• Helping to employees for Di-electric and insulation test, earthing test,

Vehicle control circuit test like Main Transformer, CI Box, SIV, Saloon
light , Camera, Door control unit, TIMS, EDB, BECU-TB, PAMP,
CCTV, Video Server, Video recorders.

• Taking responsibility for Documents preparation.

• Allotting the work force to specific jobs so as to ensure smooth and
balanced production on day to day basis

• Interaction and guiding the quality group in our section

• Performing the other tasks, assignments as allotted by department head

• Knowledge of working on SAP platform, updating day to day activities

on to the system using the data available

• Keeping the maintenance request in case of break down through SAP

• Creating the material request through SAP

• Creating the Inbond delivery through SAP

• Creating the Goods receipt through SAP

• Incentive booking of employees through SAP. If there is any problem

co-coordinating with the ERP team for further solutions

• Visiting the assembly sections and get the feedback and try to update the
scheduling and process activities

• Giving feedback to my superior by monitoring the records of every

drawings, and attendance of employees for the improvement of yield of
shop.

• For preparing the drawing of new material by using Auto Cad

• Inspecting and Programming of CNC Machines for different materials.

 CONCLUSION

During, June. 2008 to June. 2009 for a period of one year, I have learnt a lot in
BEML Limited, about how a factory functions, their Management Techniques
used to improve the production. How the Industry has to change according to
the global market and trends.

The Training period is successfully completed with gained knowledge about

skills in Production Department, Inspection, Team Management and Public
relation skills and SAP functionality.

By gaining the Knowledge, I contributed my utmost service to the BEML

Limited with sincerity and dedication.
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