11. AC DC 3-Phase EMUs

MOSFETs replace bipolar transistors in low voltage applications (up to 200V) due to their voltage-controlled operation requiring less input current, simpler triggering circuits, and lower power loss.

A combination of MOSFET and bipolar transistor on the same wafer. It maintains the advantages of each, resulting in high input impedance (like MOSFET), and low on-state power loss (like bipolar).

A thyristor that can be turned on with a positive gate current pulse and turned off with a negative gate current pulse.

GTOs eliminate the need for bulky and expensive forced commutation circuits, resulting in compact and inexpensive inverters.

GTO Thyristors require a substantial negative gate current pulse for turning off, in contrast to bipolar transistors and MOSFETs which require only a simple gate signal.

Using snubbing circuits protects power electronic devices from excessive voltage (dv/dt) and current (di/dt) changes (spikes, for example).

Turning off a GTO involves removing excess charge carriers from the base region of transistors using a negative gate bias, thus stopping the conduction process.

Connects the pantograph to either 25 kV AC or 1500 V DC circuits.

Detects line voltage and controls HVCC and MVCC.

Connects 1473 V AC or 1500 V DC from HVCC to the line converter.

Converts 1473 V AC or 1500 V DC to a stabilized 2200 V DC supply.

Converts 2200 V DC to 3-phase variable voltage, variable frequency power to traction motors.

Three-phase squirrel cage induction motors.

Mechanism to limit DC link voltage if it exceeds a pre-defined level.

A circuit of inductor, capacitor, and resistor, reduces harmonic disturbances in DC.

Protects equipment from voltage surges in AC and DC operation.

Provides dynamic braking during regenerative braking when the overhead line (OHE) is not receptive.

Converts 2200 volts DC to 530 volts DC.

Powers inverters for main compressor, auxiliary systems, and battery charging.

Converts 530 volts DC to 415 volts AC 3-phase for the main compressor motor.

Converts 530 volts DC to 415 volts AC 3-phase for auxiliary systems.

Distributes power from the 50 kVA Inverter to lights, fans, and other auxiliary machines.

Used in train control to switch on the train and enable functions of the master controller.

Consists of switches in two rows for train control.

Converts 530 volts DC to 110 volts DC for charging batteries and power supply systems.

A braking system in trains that converts some kinetic energy into electrical energy.

'rpm' stands for 'revolutions per minute'. It's a unit of measurement for how quickly something spins.

Traction Fault Code 10 indicates a failure of the inductor vessel fan 1, which is responsible for cooling the traction system.

Traction Fault Code 11 indicates a failure of both inductor vessel fans, leading to a complete traction system shutdown.

Traction Fault Code 12 indicates the inductor temperature is too high, leading to the traction system being shut down.

Traction Fault Code 13 indicates a high inductor temperature, triggering an ED Brake off, which stops the train.

A switch used to disconnect the train from the overhead line, allowing it to be shunted to a different track.

The pantograph is raised, making contact with the overhead line, allowing the train to receive power.

The pantograph is lowered, breaking contact with the overhead line, depowering the train.

This switch cuts all electrical power to the train, stopping its operation.

The train is transitioning between sections of track with different power systems, requiring a temporary power interruption.

After a fault is detected, this switch resets the system, allowing for possible resumption of operation.

The Vacuum Circuit Breaker or Direct Current Circuit Breaker has opened, interrupting the flow of power to the train.

The Vacuum Circuit Breaker or Direct Current Circuit Breaker is closed, allowing power to flow to the train.

This device controls the power supplied to the train's motors and also manages the braking system.

A safety device that requires continuous input from the driver to keep the train powered. If the driver becomes incapacitated, the train automatically stops.

MOSFETs use less input current compared to bipolar transistors, leading to simpler and cheaper triggering circuits in low voltage applications.

A type of thyristor that can be turned ON with a positive gate pulse and OFF with a negative gate pulse, eliminating the need for complex commutation circuits.

GTO Thyristors require a significant negative gate current for turning OFF, making their triggering circuits more complex.

Snubber circuits protect power electronic devices from sudden voltage (dv/dt) and current (di/dt) changes, preventing damage.

Turning off a GTO involves removing excess charge carriers from its transistors using a negative gate bias, stopping conduction.

A circuit used to protect power electronic devices against excessive di/dt and dv/dt.

A braking system that converts kinetic energy of the train into electrical energy, slowing it down. This energy can be either dissipated as heat or fed back into the power system.

Converts 2200 volts DC from the line converter to 530 volts DC, powering auxiliary systems like the compressor and batteries.

Converts 530 volts DC to 3-phase 415 volts AC for the main compressor motor, which powers the brakes and other systems.

Enables the driver to control the train's operation, including switching it on and controlling the speed.

Contains multiple switches for different functions, including speed control, brakes, and special modes.

Converts 530 volts DC to 110 volts DC for charging the batteries and supplying power for control systems.

A condition indicating a problem with the train's braking system. This could be a variety of issues, from parking brakes being applied to a failure in the braking system itself.

A device that controls the train's braking system. It acts as a backup system and has different positions for releasing brakes, applying brakes, and activating an emergency brake.

The normal operating position of the pneumatic brake controller, allowing the train to move and the brakes to be applied.

A position on the brake controller that allows the train to move slowly, but not at a high speed. It can be used when approaching stops or in certain situations.

The position on the brake controller that activates the emergency brakes to immediately stop the train. This is used in critical situations when the normal braking system fails.

A warning light on the Driver's Display Unit (DDU) that indicates that the train has experienced a general fault, usually related to the traction system.

A type of fault where the train can still operate, but performance may be reduced. Traction power and auxiliary systems remain operational.

A fault where the train's traction power and ED brake are lost. This affects the ability to move the train.

A critical fault where the train loses traction power, ED brake, and auxiliary systems. The only power available is for lights and fans for passengers.

A button on the DDU that allows the driver to reset the system after some faults. This can sometimes restore power and allow the train to operate.

It steps down the high voltage received from the overhead line to a suitable voltage for the traction converter and other systems.

Converts DC power from the traction converter to variable AC voltage and frequency for the traction motors.

Reduces the main DC voltage to power auxiliary systems like the compressor and battery charger.

A device that collects power from the overhead line to supply the train.

A failure of the inductor vessel fan, leading to the traction system shutting down or experiencing reduced performance. This can occur as a single fan failure or the failure of both fans.

The temperature within the HEX (High Efficiency Exchange) cubicle, which houses critical traction system components. If it gets too high, the train will experience a traction and auxiliary shutdown.

A malfunction in the system that controls the pantograph, preventing it from properly raising or lowering to make contact with the overhead line, leading to power loss.

A condition where the train's traction power is completely lost, preventing the train from moving. This may result from various fault conditions like an overheated motor or a failure of the inductor fans.