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To BEML Ltd
Rev. Date


A 15 May 13
B 2 Jul 13
C 2 Sep 13


Title
Test Procedure for RS6
Traction System
on Main Line for 8 car train





GENERAL

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

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

MITSUBISHI ELECTRIC INDIA
PRIVATE LIMITED

Date 22
nd
Nov 2012





Document No. MEI/RS6/MLTP/CI-002

Total Pages: 34

D 25 Feb 14

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CONTENTS

1 SUMMARY OF PERFORMANCE REQUIREMENTS
1.1 Performance Requirement
1.2 Test Conditions

2 TEST ITEMS

3 PRE CHECK
3.1 Equipment Safety
3.2 Equipment Inspection

4 TEST SET UP
4.1 Test Equipment Set Up
4.2 Test Preparation set up
4.3 Sub system interface check

5 SAFTY ITMES

6 RUNNING TESTS
6.1 Powering Mode Test (Acceleration test)
6.2 Regenerative Braking Mode Test (Deceleration test)
6.3 Maximum Speed Test
6.4 Scheduled Running Test
6.5 Temperature Rise Test
6.6 Brake blending signal I/F test
6.7 Wheel slip/slide test
6.8 Energy consumption test
6.9 Special Mode test
6.10 Running resistance measurement
6.11 Power Factor Measurement Test
6.12 TIMS Back Up of PWM Signal test
6.13 Invalid Train line Test
6.14 Starting Resistance Measurement

7 MEASUREMENT ITEMS
7.1 Measurement Parameters
7.2 Test Equipment

8 TEST CHECK SHEET for Type Test

9. TEST CHECK SHEET for Routine Test









A
B
C
A
C
D

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Document Revision

Revision Date Changes
2012-11-22 Original issue
A 2013-05-15 i) Added test items 6.9,6.10 & 6.11
ii) Revised car numbering in 1.2(a)
iii) Added test items in Table 2.
iv) Added 4.3
v) Added 6.1.7 & 6.2.8
vi) Revised 7.2
vii) Revised clause 8
B 2013-07-02 i) Revised Table 2
ii) Deleted 6.1.7 & 6.2.8
iii) Revised clause 8
C 2013-09-02 i) Added test items 6.12 to 6.15
ii) Added 6.6.2(3)
iii)Revised rest to reset in 6.7.2(i)
D 2014 02-25 i) Included SCS cut out mode test in
special mode test. Accordingly revised test
item no. in Contents, Table 2, Check sheets 8
and 9.
ii) Added laden condition in 1.2(e)
iii) Added 6.4.3
iv) Revised Temperature Rise Measurement
Points in Table 5






























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1. SUMMARY OF PERFORMANCE REQUIREMENTS

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

Table 1 RS6 Performance Specification
Item
Maximum design speed. 90 km/h
Maximum operation speed. 80 km/h
Round trip schedule speed with 30sec station stops & 8% coasting.
excluding terminal station turn round time with fully loaded train.
35 km/h
Acceleration from 0 km/h to 30 km/h for fully loaded train on level tangent
track.
0.78 m/s5%
Service braking rate from 80 km/h to standstill up to fully loaded train on
level tangent track.
1.0 m/s5%
Emergency braking rate from 80km/h to 0 km/h up to fully loaded train on
level tangent track.
>1.3 m/s
Jerk rate Below 0.75m/s

1.2 Purpose of Commissioning and routine test at DMRC Main Line
Type and Routine Test will be conducted on the DMRC Main Line between Station A and Station B.
All normal powering and regenerative braking tests will be conducted on a straight level track with
a dry clean running surface.
The basic testing conditions on the DMRC Main Line are as follows


a) Train consist : 8 car unit (DTA-MA-TC-MC-TD-MD-MB-DTB)
b) Power supply : 25kV Nominal (with regenerative brake capacity)
C) Power supply frequency : 50Hz
d) Test Line : Between Station A and Station B.
e) Load condition : Tare / Fully Laden














A
D

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

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

Table 2 Test Item List
No Test Items Type test
Routine
test
Technical Specification
Clause
1 Powering Mode Test

(Tare/Laden)

(Tare)
3.25.1
2 Regenerative Braking Mode Test

(Tare/Laden)

(Tare)
3.25.1
3 Maximum Speed Test

(Tare/Laden)

(Tare)
3.25.1, 3.25.3.1
4 Scheduled Running Test

(Tare/Laden)
3.25.3.1, 3.25.4
5 Temperature Rise Test

(Tare/Laden)
3.25.6
6 Brake Blending signal I/F Test

(Tare/Laden)
6.14.1
7 Wheel Slip/Slide Test

(Tare/Laden)
6.21
8
Energy Consumption Test
(Confirmation of TIMS indication)

(Tare/Laden)

9 Special Mode test

(Tare/Laden)

SCS Mode
(Tare)

10 Running Resistance Measurement

(Tare)
3.23
11 Power Factor Measurement Test

(Tare/Laden)

12 TIMS Back Up of PWM Signal

(Tare)

13 Invalid Train line Test

(Tare)

14 Starting Resistance Measurement

(Tare)
3.23





B C D

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3. PRE CHECK
3.1 Equipment Safety
Following items must be confirmed.

a) All High Voltage safety procedures have been adhered to.
b) The pantographs have been lowered and isolated, and the VCBs are earthed.
c)

The Pneumatic Brake Units are functioning correctly and friction brakes can be applied
before the train is moved.
d) The Door Units are functioning correctly and all doors can be closed or are isolated.

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

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

a) Visual inspection of the external equipment box covers for any signs of damage.
b) Visual inspection of the exterior of the main transformer for any signs of damage.
c) Visual inspection of the inside of each equipment box for any foreign material such as dirt.
d) Check low tension connectors are connected to equipments boxes.
e) Visual inspection of all high-tension cables and connections for correct connection and tightness.

4. TEST SET UP
4.1 Test Equipment Set Up
The general arrangement of the test equipment is to use the existing sensors mounted within the C/I
box. These signals are connected to a chart recorder from which a hard copy of the measured
parameters can be inspected and analyzed for the particular test.

The test equipment set-up for C/I parameter measurement is shown in Figure 1. Two test cards are
inserted into the spare slot of C/I gate Control Unit. The measured signals can then be taken from a front
connector on the test card and connected to the chart recorder.

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

The jerk rate is measured using an accelerometer secured directly to the car floor. The signal from the
accelerometer is amplified and connected to the chart recorder.

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

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TEST SIGNAL







































Figure 1 Test Equipment Set Up Arrangement











Figure 2 C/I Box Outline
Gate Control Units
NO.2 No.1
TEST CARD

CONV
out4 P2-10
out 5
out6 P2-13

out12P2-22

Chart
recorder
TEST CARD

INV
out12 P2-10
out4 P2-17

out1 P2-5
out2 P2-7
TRQP
IM

FS
PMF
VS
IS1
VD

VEL

P15 N M15
2-1 P2-3 P2-29
Signal Earth
ACCELEROMETER
Strain
Amp.
,
Gate Control Units in C/I box Measuring Equipment in M-CAR saloon
P15 N M15
BUF CARD
P4-3,4
BTF
Train line
(3010 / 3011)
Powering / Braking
Command
Sensor connected
at Brake cylinder
BC pressure

ACPT
Clamp sensor
Vs, Is
Watt hour
meter

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4.2 Train Preparation Set Up
Before commencement of commissioning, the commissioning officer in charge is required to prepare
the train as follows.

1) Confirm that all test equipments have been fitted and the train is ready for raising pantographs.
2) All pantographs are raised.
3) All SIV units are operational.
4) All safety circuits, such as door loop, brake loop, are set.
5) Confirm the emergency brake function is operational.
6) Confirm the service brake function is operational.
7) Prepare the train for powering mode operation.
8) Confirm the communication procedure between the drivers cab and the test equipment position.
9) Confirm all other sub systems are operational.
4.3 Sub System Interface Check
This check is to confirm the correct function of the interface signals between the train sub systems and
the C/I box.

BECU Interface Signals
Confirm the load weight signal for the train load condition required at the time of test.
Tare Load Condition 3.25% V V=(W/5)-5 W=20.5ton(M/N-Car)20.5ton(DT/T-Car)
Fully Laden Load Condition 7.85% V
The load signal value to be checked on SCP card by setting the rotary switches located on
the front panel with switch H to position 1 and switch L to position 7.
5. SAFTY ITEMS
DMRC is to confirm the safety of the train and personal when the train is moving within the depot or
operating on the main line.

During the main line testing, it is expected that track possession is granted to the testing train.
The DMRC engineer in charge of testing is to arrange for full track possession, safety interlocking,
warning lamps, etc. and any other measures required by the DMRC operation procedure or any other
measures considered necessary for train and personal safety.

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



6. TEST PROCEDURE
The objective of these tests is to demonstrate the correct functioning of the traction system and to confirm
compliance to the specific requirement of the DMRC specification.

The test items may be repeated 2 or 3 times to confirm the consistency of test results or test procedure was
not followed as expected. The requirement to repeat test items will be determined by the MEI test
engineer in charge.




A

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6.1 Powering Mode Test
These tests are to demonstrate that the starting and acceleration performance of the train set meets the
specified requirements of the DMRC Technical Specification and to check the satisfactory operation of
the equipment and the control system during the starting and accelerating cycles.
Objective 1 : Master Controller, PWM generator and Powering function in C/I are tested.
Objective 2 : Powering operation scheme and response in C/I are tested.

Table 3 shows the basic test function. The details of procedure and criteria are described in the following
sections.
Table 3 Powering Test Items
Acceleration Rate Calculation Method
Where the average acceleration rate is to be determined the following calculation method will be used.
From the chart record, a straight line shall be marked along the medium of train velocity curve from 0km/h
up to 30km/h.
The average acceleration will be calculated by dividing the difference of two velocity points by the time
difference between the two velocity points.















No. Test Items Load
1
Minimum Powering (PWM 11.3%)
0kmph 20kmph Off (3sec)
Tare/Laden
2
Medium Powering (PWM 2030%)
0kmph 40kmph Off (3sec)
Tare/Laden
3
Maximum Powering (PWM 45%)
0kmph 85kmph Off (3sec)
Tare/Laden
4
Powering Up
0kmph 10kmph 35kmph 60kmph Off (3sec)
(PWM 11.3%) (PWM 2030%) (PWM 45%)
Tare/Laden
5
Powering Down
0kmph 30kmph 40kmph (10sec) Off (3sec)
(PWM 45%) (PWM 2030%) (PWM 11.3%)
Tare/Laden
6
Powering Off and On
0kmph 30kmph Off (3sec) On 50kmph Off (3sec) On 70kmph Off (3sec)
(PWM 45%) (PWM 45%) (PWM 45%) (Brake PWM 45%)
Tare/Laden
1 2
1 2
t t
v v

=
A

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6.1.1 Minimum Powering Test
ii) Objective
The objective of this test is to confirm the minimum powering mode performance of the traction system.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the minimum powering position (PWM 11.3%).
Allow the train to accelerate up to 20kmph.
Place the Master Controller Handle to the OFF Position for 3 Seconds
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly.
From the chart record, confirm that the minimum Powering acceleration rate is beyond 0.078m/s
2

From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.

6.1.2 Medium Powering Test
ii) Objective
The objective of this test is to confirm the medium powering mode performance of the traction system.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the medium powering position (PWM 2030%).
Allow the train to accelerate up to 40kmph.
Place the Master Controller Handle to the OFF Position for 3 Seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.
iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.

6.1.3 Maximum Powering Test
i) Objective
The objective of this test is to confirm the maximum powering mode performance of the traction
system.
ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%).
Allow the train to accelerate up to 85kmph
Place the Master Controller Handle to the OFF Position for 3 Seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.
iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly.
From the chart record, confirm that the maximum acceleration rate is 0.78m/s
2
5%.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.


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6.1.4 Powering Up Test
ii) Objective
The objective of this test is to confirm the response and stability of the control system to increasing
changes of PWM signals in the powering mode.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the minimum powering position (PWM 11.3%) and accelerate
the train up to 10kmph.
Place the Master Controller Handle to the medium powering position (PWM 2030%), and accelerate
the train up to 35kmph.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to 60kmph.
Place the Master Controller Handle to the OFF Position for 3 Seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly with each change
of Master Controller Handle position.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.


6.1.5 Powering Down Test
i) Objective
The objective of this test is to confirm the response and stability of the control system to decreasing
changes of PWM signals in the powering mode.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 30kmph.
Place the Master Controller Handle to the medium powering position (PWM 2030%) and accelerate
the train up to 40kmph.
Place the Master Controller Handle to the minimum powering position (PWM 11.3%)
Maintain the minimum powering position for 10seconds.
Place the Master Controller Handle to the OFF Position for 3 Seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current decreases smoothly with each change
of the Master Handle position.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.



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6.1.6 Powering Off and On Test
i i) Objective
The objective of this test is to confirm the response and stability of the control system to On/Off
step changes in the powering mode.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 30kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 50kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 70kmph.
Place the Master Controller Handle to the OFF Position for 3 Seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly with each
change of the Master Controller position.




















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6.2 Regenerative Braking Mode Test
These tests are to demonstrate that the deceleration performance of the regenerative braking mode
meets the specified requirements of the DMRC Technical Specification and to check the satisfactory
operation of the equipment and the control system during the regenerative braking cycles.
Objective 1 : Master Controller, PWM generator and Regenerative braking function in C/I are tested.
Objective 2 : Brake blending operation scheme and response in C/I are tested.

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


Table 4 Braking Test Items

Deceleration Rate Calculation Method
Where the average deceleration rate is to be determined the following calculation method will be used.
From the chart record, a straight line shall be marked along the medium of train velocity curve from
80km/h down to 0km/h.

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



No. Test Items Load
1
Minimum Braking (PWM 11.3%)
30kmph Off (3sec) Minimum Brake 0kmph
Tare
/Laden
2
Medium Braking (PWM 2030%)
50kmph Off (3sec) Medium Brake 0kmph
Tare
/Laden
3
Maximum Braking (PWM 45%)
85kmph Off (3sec) Maximum Brake 0kmph
Tare
/Laden
4
Braking Up
60kmph Off (3sec) 50kmph 35kmph 0kmph
(PWM 11.3%) (PWM 2030%) (PWM 45%)
Tare
/Laden
5
Braking Down
60kmph Off (5sec) 40kmph 20kmph 0kmph
(PWM 45%) (PWM 2030%) (PWM11.3%)
Tare
/Laden
6
Braking Off and On
60kmph Off (3sec ) On50kmph Off (3sec) On 30kmph Off (3sec)
On 0kmph
(PWM 45%) (PWM 45%) (PWM 45%)
Tare
/Laden
7
Quick Operation from Maximum Powering to Maximum Braking
0kmph 35kmph 0kmph
(Powering PWM 45%) (Braking PWM 45%)
Tare
/Laden
1 2
1 2
t t
v v

=
A

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6.2.1 Minimum Braking Test
ii) Objective
The objective of this test is to confirm the minimum regenerative braking mode performance of the
traction system.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 30kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the minimum braking position (PWM 11.3%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly.
From the chart record, confirm that the minimum braking deceleration rate is beyond 0.10m/s
2

From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.


6.2.2 Medium Braking Test
ii) Objective
The objective of this test is to confirm the medium regenerative braking mode performance of the
traction system.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 50kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the medium braking position (PWM 2030%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.


6.2.3 Maximum Braking Test
ii) Objective
The objective of this test is to confirm the maximum regenerative braking mode performance of the
traction system.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to 85kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly.
From the chart record, confirm that the maximum deceleration rate is 1.0m/s
2
5%.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.

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6.2.4 Braking Up Test
ii) Objective
The objective of this test is to confirm the response and stability of the control system to increasing
changes of PWM signals in the regenerative braking mode.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to 60kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the minimum braking position (PWM 11.3%), and decelerate
the train down to 50kmph.
Place the Master Controller Handle to the medium braking mode (PWM 2030%), and decelerate
the train down to 35kmph.
Place the Master Controller Handle to the maximum braking mode (PWM 45%), and decelerate the
train down to 0kmph.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly with each change
of the Master Controller Handle position.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.


6.2.5 Braking Down Test
i) Objective
The objective of this test is to confirm the response and stability of the control system to decreasing
changes of PWM signals in the regenerative braking mode.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to 60kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%), and decelerate
the train down to 40kmph.
Place the Master Controller Handle to the medium braking mode (PWM 2030%), and decelerate
the train down to 20kmph.
Place the Master Controller Handle to the minimum braking mode (PWM 11.3%), and decelerate
the train down to 0kmph.

iii) Criteria
From the chart record, confirm that the traction motor current decreases smoothly with each change
of the Master Handle position.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.



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6.2.6 Braking Off and On Test
i) Objective
The objective of this test is to confirm the response and stability of the control system to On/Off
step changes in the regenerative braking mode.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to 60kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%), and decelerate
the train down to 50kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%), and decelerate
the train up to 30kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%), and decelerate
the train down to 0kmph.

iii) Criteria
From the chart record, confirm that the traction motor current increases smoothly with each change
of the Master Controller position.


6.2.7 Quick Operation Test from Maximum Powering to Maximum Braking
i) Objective
The objective of this test is to confirm the maximum regenerative braking from the maximum powering
performance of the traction system.

ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to 35kmph (between 3038kmph).
Place the Master Controller Handle to the maximum braking position (PWM 45%) immediately, and
decelerate the train to stop.

iii) Criteria
From the chart record, confirm that the maximum deceleration rate is 1.0m/s
2
5%.
From the chart record, confirm that the maximum jerk rate is below 0.75m/s
3
.








(17/34)
6.3 Maximum Speed Test
ii) Objective
The objective of this test is to confirm that the train can attain the maximum speed specified in the
DMRC Technical Specification, and apply full service brake from the maximum speed to stop.
ii) Procedure
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to the maximum allowable speed on DMRC mainline.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking mode (PWM 45%), and decelerate the
train down to 0kmph.
iii) Criteria
From the chart record, confirm that the maximum speed is achieved.
From the chart record, confirm that the traction motor current increases smoothly.
Confirm that no abnormal vibration or car shocks are observed.


6.4 Scheduled Running Test
6.4.1 Normal Condition
The schedule running test shall consist of a single round trip between Station A and Station B.
ii) Objective
The objective of this test is to confirm that under all out train running condition, the average schedule
speed has 8% margin for normal train running scheduled.
ii) Procedure
Start test from A station.
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to the maximum permissible service speed.
Once the maximum permissible service speed has been achieved, then place the Master Controller
Handle to the OFF position.
Apply the powering or braking mode as required to maintain the maximum permissible service speed.
At the approach to each station, apply the maximum service brake in order to stop at the station
platform.
After 30 seconds, apply the maximum powering position (PWM 45%), and accelerate the train up to
the maximum permissible service speed.
Repeat the above procedure for each station stop until reaching B station.
Start from B station.
Place the Mode Selector Handle to the ATP position.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to the maximum permissible service speed.
Once the maximum permissible service speed has been achieved, then place the Master Controller
Handle to OFF position.
Apply the powering or braking mode as required to maintain the maximum permissible service speed.
At the approach to each station, apply the maximum service brake in order to stop at the station
platform.
After 30 seconds, apply the maximum powering position (PWM 45%) and accelerate the train up to
the maximum permissible service speed.
Repeat the above procedure for each station stop until reaching A station.
iii) Criteria
Confirm below 92.6(100/108)% of the specified running time excluding stop time can be achieved by
possible all out running in the testing section.


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6.4.2 One Motor Car Cut-Out Condition
ii) Objective
The objective of this test is to measure the running time on the one Motor Car Cut-Out condition.

ii) Procedure
Repeat the above procedure described in 6.5.1 for each station stop Station A and Station B on the one
Motor Car Cut-Out condition.
Measure and record the train running time.

iii) Criteria
There is no criteria for this test

6.4.3 Two Motor Car Cut-Out Condition
ii) Objective
The objective of this test is to measure the running time with 2 Motor Car Cut-Out condition.

ii) Procedure
Repeat the above procedure described in 6.5.1 for each station stop Station A and Station B with 2
Motor Car Cut-Out condition.
Measure and record the train running time.

iii) Criteria
There is no criteria for this test





























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

6.5.1 Temperature Rise Measurement
The temperature of the components shown in Table 5, are measured using thermocouples and recorded
using a Data Logger.
Table 5 Temperature Rise Measurement Points and Permissible Rise











Note.1 Inverter 115 47 17K Tj-f 5K fin-thermistor 46K
Converter 115 47 10K Tj-f 5K fin-thermistor 53K







Figure 3 Measurement points for Main Motor Outline




Figure 3 Measurement points for Main Motor Outline


No Items Permissible
Rise
Syste
m
Remark
1 Air inlet - MM
2 Air outlet - MM
3 Outer surface (top) of core - MM
4 Surface of bearing cap on drive side 55K MM
5 Non drive side speed sensor cap 55K MM
6 Ambient Temperature - MM
7 Outer surface (shaft side) of core - MM
8 Outer surface (bottom) of core - MM
9 Outer surface (bogie) of core - MM
10 Inverter Unit Fin : T1 46K CI T1 T3
11 Converter Unit Fin : T2 53K CI T2 T3
12 Ambient Temperature : T3 --- ---
13 Main Transformer Oil:T4 45K MTr T4 T5
14 Inlet Air Temperature of Blower:T5 --- MTr
1
3,7,8,9

5

4
2

D

(20/34)








Figure 4 Measurement points for Main Transformer Outline


























13
14
Figure 5 Measurement points for Converter Inverter Outline
11
10
Oil temperature Inlet air temperature


(21/34)
6.5.2 Test Conditions
The temperature rise tests are to be conducted on the following conditions.
Averaged speed is measured for reference from the chart time and distance.
Temperature rise test shall be carried out with 25% of blocking air filter of traction motor
and transformer blower.
1) A train consist of a tare / fully laden, 4M4T operating with scheduled running from A and B. and B and A.
(Till the saturation of the fin temperature)

2) A train consist of a tare / fully laden, 4M4T operating with all out running from A and B. and B and A.
(Till the saturation of the fin temperature)
3) After 30 seconds condition of 1) condition, two motor are cut out (25% cutout). Then running with all
out condition from A and B and B and A repeatedly.

6.6 Brake Blending Signal I/F Test

In braking mode the traction system produces an electric braking effort to stop the train. The electric braking
effort signal is given to the pneumatic braking system that adjusts the level of pneumatic braking effort
according to the total braking demand. This system is known as Brake Blending.

6.6.1 Measurement of the speed at which ED brake cut off

i. Objective
Confirm the speed at which ED brake cutoff.
ii. Procedure
Place the Mode Selector Handle in the forward position.
Place the Master Controller Handle in maximum powering position (PWM 45%) until the train
speed reaches 20km/h.
Place the Master Controller Handle in maximum braking position (PWM 45%) until train stops.
The speed at which ED brake cut off is measured in the chart recorder.
ED brake cut off is recognized as motor current is zero.
iii. Criteria
From the chart record confirm that ED brake cut off speed is below 5km/h.

6.6.2 Measurement of Reset of holding brake signal

i. Objective
Reset holding brake signal is confirmed.
ii. Procedure
After test item 6.7.1, holding brake is confirmed by brake cylinder pressure signal.
Place the Master Controller Handle in powering position.
Reset of holding brake is confirmed by brake cylinder pressure signal.
iii. Criteria
From the chart record, brake cylinder pressure signal was reduced to minimum level.

C
C

(22/34)
6.7 Wheel Slip/Slide Protection

The traction system incorporates a Slip / Slide protection system that is design to reduce to effects of low track
adhesion levels. This is done by first detecting a slip or slide condition and reducing the tractive until the
adhesion level is regain and then increase the tractive effort to the normal level.

i Objective.
The objective of this test is to confirm the performance of the traction control system during both slip and slide
conditions.
In addition to confirm the coordination between the slide control of the traction system and the pneumatic
system.

ii Procedure
Place the Mode Selector Handle in to ATP
Place the Master Controller Handle in maximum powering position (PMW 45%) and turn On the spaying
of solution to the rail.
Accelerate the train up to 20km/h and turn Off the spraying of solution to the rail.
Place the Master Controller Handle into OFF position for 3 seconds.
Place the Master Controller Handle in maximum braking position (PMW 45%) and turn On the spaying of
solution to the rail.
Decelerate the train down to 0km/h and turn Off the spraying of solution to the rail.

iii Criteria
From the chart record, confirm that the torque pattern changes smoothly over the whole speed
range.
Fall time of torque pattern was below 300ms for each correction. (=100ms as initial)
Recovering time of torque pattern was below 3sec for each correction.(=1sec as initial)

6.7.1 Test Conditions
The low adhesion condition is simulated by spraying a mixture 50% water and 50% soap directly onto the rail
in front of the motor car bogie wheels.

6.7.2 Test Set Up
For this test water containers are placed in the saloon areas and flexible tubing is routed from the water
containers to the front bogie wheels.
Motorized containers are used to spray the solution onto the rail when required.





(23/34)
a) Powering










b) Braking

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









6.8 Energy Consumption Measurement (Actual Measurement)

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

ii) Procedure
There are two measuring methods, one by TIMS indication and the other is by using Watt-Hour Meter.
The separation of energy consumption of C/I Powering, C/I Regenerative Braking and SIV, is difficult
in case of Watt-Hour Meter measurement.
The actual measurement is by the TIMS indication, and the Watt-Hour meter measurement should be
used for the confirmation of the accuracy of TIMS indication.

Confirmation of the accuracy of TIMS indication is carried out as follows.
The primary voltage is picked up from ACPT and the primary current is picked up from the
additional CT or (Clamp Meter) installed at the primary circuit (Wiring PE355). These outputs are
connected to Watt-Hour Meter.
The measurement is made with TIMS and Watt-hour Meter during the schedule running test 6.5.1
The measured data with TIMS indication and Watt-Hour Meter are compared.

iii) Criteria
The difference between TIMS reading and watt hour meter reading is less than 10%.

Motor Car
Bogie
Direction of travel
Bogie
Rail
Flexible Tube
Solution
Motor Car
Bogie
Direction of travel
Bogie
Rail
Flexible Tube
Solution
A

(24/34)

6.9 Special Mode Test
The traction system has some special modes. The performance of these special mode functions are
to be confirmed in the following tests.

6.9.1 Safety Cutout Switch (SCS) Mode Test

ii) Objective
The objective of this test is to confirm the performance of Safety Cutout Switch (SCS) Mode.
This mode is used when the trackside ATC system has failed and the driver wishes to move the train.

ii) Procedure
Place the Mode Selector Handle to the FORWARD position.
Turn the Safety Cutout Switch (SCS) to the Cutout Position.
Note I: This test is carried out at Down gradient to check regenerative braking operation by CI at
24kmph in SCS Cutout mode.
Place the Master Controller Handle to the minimum powering position (PWM 11.3%) and hold for
15 seconds.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and hold
till train speed reaches 24kmph.
Maintain the maximum powering position till train speed falls to 18kmph(1kmph).
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.
Turn the Safety Cutout Switch (SCS) to the Normal Position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and hold for
10 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that powering effort is ON at 18kmph(1kmph) and OFF at 20kmph
(1kmph).
From Chart record, confirm that regenerative braking is ON at 24kmph (1kmph) .
From the chart record, confirm that when the maximum braking is applied the train is decelerated
to stop.
From the chart record, confirm that when the SCS is turned to the Normal Position and the maximum
powering is applied, then the train is accelerated above 25kmph.

6.9.2 High Acceleration Mode Test (Laden)

i Objective
This mode is used to increase the maximum powering torque by 5% of the normal torque level. This mode of
operation is expected to be used in emergency towing of an operative train set.

ii Procedure
Place the Mode Selector Handle in forward position.
Depress the High Acceleration Mode button on TIMS. (For 30sec HA mode available)
Move the Master Controller Handle to maximum powering position (PWM 45%).
Move the Master Controller Handle to maximum braking position (PWM 45%) to stop the train.

(25/34)
After 30sec , repeat powering operation .(second operation)
Move the Master Controller Handle to maximum powering position (PWM 45%).
Move the Master Controller Handle to maximum braking position (PWM 45%) to stop the train.

iii Criteria
From the chart record confirm that the initial torque level of the train increase by 5% by confirming the
acceleration rate increases by 5% to be 0.83 m/s
2
5%.
From the chart record confirm that when the train speed increased above 10km/h the acceleration level
decreases to the normal value of 0.78 m/s
2
5%.
At second operation, acceleration level is the normal value of 0.78 m/s
2
5%.


6.10 Running Resistance Measurement Test
ii) Objective
The objective of this test is to measure the train running resistance.

ii) Condition
The train is running on the coasting mode at the speed of 20, 40, 60, 80kmph on the straight and
level track.

iii) Procedure
Measure the running time and the train speed to calculate the deceleration rate of the train.
Calculate the deceleration rate of the train at each speed above.
The train running resistance is calculated by the following formula.

F = 278WD
Where
F : Running resistance [N]
W : The total weight of the train including inertia mass [Ton]
D : Deceleration rate of the train [kmph/s]

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

R = 14.01 + 0.2646V + 0.00191V
2
(For At-grade and Elevated corridors)

R = 21.96 + 0.4222V + 0.00876V
2
(For Underground corridors)

Where
R : Train resistance [N/Ton]
V : Train speed [kmph]










(26/34)
6.11 Power Factor Measurement Test
ii) Objective
The objective of this test is to measure the traction system power factor when the train is in the
Maximum power operation.

ii) Procedure
Place the Mode Selector Handle to the Forward Position.
Place the Master Controller Handle to the maximum powering position (PWM 45%) and accelerate
the train up to maximum permissible speed.
Place the Master Controller Handle to OFF position for 3 seconds.
Place the Master Controller Handle to the maximum braking position (PWM 45%) and decelerate
the train down to 0kmph.

iii) Criteria
The measured power factor should be more than 97%, at the maximum power output of converter.
(Train speed is between 30kmph and 38kmph)

Test Conditions
The power factor will be determined by the measurement of the Primary side voltage and current.
The measuring instrument will be a power meter with the primary voltage signal being taken from the
C/I line voltage transformer PT and the line current signal from the additional test current transformer
connected to the primary circuit.


6.12 TIMS Back Up of PWM Signal Test
The TIMS system has the function to monitor the position of Master Controller Handle in the driving cab.
In case of the failure of PWM train line, the Master Controller Handle position signal provided by the
TIMS system is used by each C/I and BECU unit to determine the powering or braking demand request
by the driver.

ii) Objective
The objective of this test is to confirm the operation and performance of the C/I and BECU units with
in case of PMW train line signal failure.

ii) Procedure
Disconnect the electrical connector for the PWM generator in the driver cab.
Place the Mode Selector Handle to the forward position
Place the Master Controller Handle to the Minimum powering position (PWM 11.3%) for 3 seconds.
Place the Master Controller Handle to the maximum powering position (PWM 45%), and accelerate
the train up to 60kmph.
Place the Master Controller Handle to the OFF position for 3 seconds.
Place the Master Controller Handle to the Maximum braking position (PWM 45%) to stop the train.

iii) Criteria
From the chart record, confirm that the powering and braking charts are similar to PWM train line
controlled chart.
C
C

(27/34)

6.13 Invalid Train Line Signal Test
The status of the train line is monitored by the C/I, BECU and TIMS systems. When an invalid train
condition is detected, the designated action is taken by each system.

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

ii) Procedure
This test is carried out on the standstill condition without catenary power supply.
Each invalid signal is applied.
Response of Traction Control Unit and BECU is confirmed.

iii) Criteria
Refer to Table 6 for the system response to invalid train line signal.

Table 6 The Response to Invalid Train Line Signal
NOTE1 : States 1,3,5,7,8 are to be confirmed in this test.
(State 2,4,6 are normal train line conditions and not required in this test.)

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

= Coasting (Powering and Braking in non active state)
NOP = Non-Operational mode.
SB = Service Brake (Normal mode)
B max and P min in TCU is confirmed from the torque pattern target value.



6.14 Starting Resistance Measurement Test

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

ii) Procedure
One T-M Unit The train is standstill on the straight and level track and the brake is totally released.
Draw one T-M Unit the train by pulling by the battery car or manpower.
Measure the drawing force when the TM car the train starts to move. The measurement is made
by load-cell


State 1 State 2 State 3 State 4 State 5 State 6 State 7 State 8
Powering (Train Line) 0 0 0 0 1 1 1 1
Braking (Train Line) 0 0 1 1 0 0 1 1
PWM (Train Line/TIMS) 0 1 0 1 0 1 0 1
TCU (C/I) C C B max SB P min P C C
BECU --- --- B max SB --- --- --- ---
C
C

(28/34)






30cm



iii) Place: In depot
iv) Condition: Measurement point is First wheel of T Car rotated to 30cm (with one T-M unit).
v) Criteria
There are no criteria for the measurement.









































T
Load
Cell
Shunting
Loco
Chart
Recorder

M


(29/34)

7 Measurement Test Items
7.1 Measurement Parameters
The measurement parameters are shown in Table 7.

Table 7 Measurement Test Items
NO. Items Method
Type
test
Routine
Test
Abbr. Calibration
1 Line voltage PCB Test Card Chart recorder VS 100kV/div
2 Primary current
MTr terminal box Chart
recorder
- IS 100A/div
3 Secondary input current PCB Test Card Chart recorder - IS2 3000A/div
4 Filter capacitor voltage
PCB Test Card Chart recorder
VD 500V/div
5 Torque Pattern
PCB Test Card Chart recorder
TRQP 1000Nm/div
6 Pulse modulation factor
PCB Test Card Chart recorder
PMF 100%/div
7 Slip frequency
PCB Test Card Chart recorder
FS 2Hz/div
8 Velocity
PCB Test Card Chart recorder
VEL 10km/h/div
9 Motor current
PCB Test Card Chart recorder
IMU 1000 A/div
10 Acceleration / Deceleration
Acceleration sensorStrain
AmplifierChart recorder
/ 0.1G/div
11 Brake Torque Feedback (M car) BUF Card Chart recorder BTF 10V/div
12 Brake Cylinder pressure
Pressure sensor Chart
recorder
BC 4Bar/div
13 Powering Command signal Train Line Chart recorder P

14 Braking Command signal Train Line Chart recorder B


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

Table 8 Test Equipment List
Instrument Type Measurement Item Make
Chart recorder 8842 For measurement IM, Velocity, / Hioki Corporation
Strain Gauge 2GB For measurement of/ KYOWA
Data logger - For measurement of temperature Hioki
Clamp sensor 9661 For Energy Measurement Hioki
Watt Hour meter 3169 For Energy Measurement/Power factor Hioki
Load cell PO-5KU Starting resistance Kyowa






A C

(30/34)

8 Type test Check Sheet RS6-M-0004
Project : DMRC RS6 Car No.
Date of test : Tare weight signal : 3.2V5% Good / No

Good
Full weight signal : 7.8V5% Good / No

Good
Tested by :
1. Powering Mode Test ------------------------------------------------------------------------------------------- Pass / Fail

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


3. Maximum Speed Test ----------------------------------------------------------------------------------------- Pass / Fail
Chart No. OSC MS-1
No. Test Items Check Items Result Chart No.
6.1.1 Minimum powering
Train accelerates smoothly with no abnormal shock
or vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-1
6.1.2 Medium Powering
Train accelerates smoothly with no abnormal shock
or vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-2
6.1.3 Maximum Powering
Train accelerates smoothly with no abnormal shock
or vibration.
Criteria is 0.78m/s5%
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-3
6.1.4 Powering Up
Powering position is changed from minimum to
maximum.
Motor current smoothly increases according to
Powering position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-4
6.1.5 Powering Down
Powering position is changed from maximum to
minimum.
Motor current smoothly decreases according to
Powering position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-5
6.1.6 Powering Off and on
Pass /
Fail
OSC. P-6
No. Test Items Check Items Result Chart No.
6.2.1 Minimum Braking
Train decelerates smoothly with no abnormal shock or
vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-1
6.2.2 Medium Braking
Train decelerates smoothly with no abnormal shock or
vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-2
6.2.3 Maximum braking
Train decelerates smoothly with no abnormal shock or
vibration.
Criteria is 1.0m/s5%
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-3
6.2.4 Braking Up
Braking position is changed from minimum to maximum.
Motor current smoothly increases according to Braking
position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-4
6.2.5 Braking Down
Braking position is changed from maximum to minimum.
Motor current smoothly decreases according to Braking
position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-5
6.2.6 Braking off and on
Pass /
Fail
OSC. B-6
6.2.7 Quick Operation
Maximum Powering to Maximum Braking
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-7

C D

(31/34)
Accelerate to 85 kmph in maximum powering and decelerate to stop in maximum braking.


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

The average schedule speed for one round trip between A and B is more than 32kmph.
(All out train running of Fully Laden)
Results are included in the Temperature rise test (Test item 6)

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

Case Test Items
Permissible
Rise
Result
Chart No.
Temp. Rise
Schedule
Running
(4M4T)
Inverter Unit Fin (at TH3) 46K K
OSC.
TR-SCH--1
Converter Unit Fin (at TH1) 53K K
Ambient Air Temperature --- ---
Main Transformer Oil 45K K
Inlet Air Temperature of Blower --- ---
Average speed : km / Hr = kmph Run time exclude stop time :
All Out Run
(4M4T)
after Schedule
Running
Inverter Unit Fin (at TH3) 46K K
OSC.
TR-AO-1
Converter Unit Fin (at TH1) 53K K
Ambient Air Temperature --- ---
Main Transformer Oil 45K K
Inlet Air Temperature of Blower --- ---
Average speed : km / Hr = kmph Run time exclude stop time :

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

The transition between regenerative braking effort and pneumatic braking is smooth and without significant
jerk.
No. Test Items Result Chart No
6.6.1 Measurement of the speed at
which ED brake cut off speed
:Below 5km/h
Good / No Good OSC. BB-1
6.6.2 Measurement of Reset of
holding brake signal
Brake cylinder pressure to be
zero after powering operation.
Good / No Good OSC.BB-2






7. Wheel Slip / Slide Protection Test---------------------------------------------Pass / Fail
Chart No OSC SS-1

(32/34)
Chart No OSCSS-2
Wheel slip / Slide control should be smooth with no abnormal vibration or shock.
Torque fall time is below 300ms.
Torque recovery time was below 3sec


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




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




10.Running Resistance Measurement






11. Power Factor Measurement Test -------------------------------------------------------------------- Pass / Fail
Measurement power factor should be more than 97%, at the maximum power output of converter.
(Train speed between 30kmph to 38kmph)
Chart No. OSC.PF-1

12. TIMS Back UP of PWM Signal Test ------------------------------------------------------------------- Pass / Fail
Chart No. OSC.TIMSBP-1
13. Invalid Train Line Signal Test -------------------------------------------------------------------------- Pass / Fail










14. Starting Resistance Measurement ----------------------------------Measured value : KN
Chart No. OSC.SR-1



9 Routine test Check Sheet RS6-M-0005
Project : DMRC RS6 Car No.
SIV + CI kWh (TIMS kWh)
No. Test Items Result Chart No.
6.9.1 Safety Cutout Switch Pass / Fail OSC. SMT-1
6.9.2 High Acceleration Mode Pass/ Fail OSC. HA-1
20kmph 40kmph 60kmph 80kmph
Running Resistance [N/Ton]
Chart No. OSC. RR-1 OSC. RR-2 OSC. RR-3 OSC. RR-4
State 1 State 3 State 5 State 7 State 8
Powering (Train Line) 0 0 1 1 1
Braking (Train Line) 0 1 0 1 1
PWM (Train Line/TIMS) 0 0 0 0 1
TCU (C/I) C B max P min C C
BECU --- B max --- --- ---
Result pass / Fail pass / Fail pass / Fail pass / Fail pass / Fail
A
D

(33/34)
Date of test : Tare weight signal : 3.2V5% Good / No

Good
Tested by :
1. Powering Mode Test ------------------------------------------------------------------------------------------- Pass / Fail


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




3. Maximum Speed Test ----------------------------------------------------------------------------------------- Pass / Fail
Chart No. OSC MS-1
No. Test Items Check Items Result Chart No.
6.1.1 Minimum powering
Train accelerates smoothly with no abnormal shock
or vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-1
6.1.2 Medium Powering
Train accelerates smoothly with no abnormal shock
or vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-2
6.1.3 Maximum Powering
Train accelerates smoothly with no abnormal shock
or vibration.
Criteria is 0.78m/s5%
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-3
6.1.4 Powering Up
Powering position is changed from minimum to
maximum.
Motor current smoothly increases according to
Powering position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-4
6.1.5 Powering Down
Powering position is changed from maximum to
minimum.
Motor current smoothly decreases according to
Powering position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. P-5
6.1.6 Powering Off and on
Motor current increase smoothly with each change of
master controller position.
Pass /
Fail
OSC. P-6
No. Test Items Check Items Result Chart No.
6.2.1 Minimum Braking
Train decelerates smoothly with no abnormal shock or
vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-1
6.2.2 Medium Braking
Train decelerates smoothly with no abnormal shock or
vibration.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-2
6.2.3 Maximum braking
Train decelerates smoothly with no abnormal shock or
vibration.
Criteria is 1.0m/s5%
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-3
6.2.4 Braking Up
Braking position is changed from minimum to maximum.
Motor current smoothly increases according to Braking
position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-4
6.2.5 Braking Down
Braking position is changed from maximum to minimum.
Motor current smoothly decreases according to Braking
position.
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-5
6.2.6 Braking off and on
Motor current increase smoothly with each change of
master controller position.
Pass /
Fail
OSC. B-6
6.2.7 Quick Operation
Maximum Powering to Maximum Braking
Jerk rate is below 0.75m/s
3
.
Pass /
Fail
OSC. B-7

(34/34)
Accelerate to 85 kmph in maximum powering and decelerate to stop in maximum braking.


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


No. Test Items Result Chart No.
6.9.1 Safety Cutout Switch Pass / Fail OSC. SMT-1