Spotting
 Timeline
 Travel Tip
 Trip
 Race
 Social
 Greeting
 Poll
 Img
 PNR
 Pic
 Blog
 News
 Conf TL
 RF Club
 Convention
 Monitor
 Topic
 Followed
 Rating
 Correct
 Wrong
 Stamp
 HJ
 Vote
 Pred
 @
 FM Alert
 FM Approval
 Pvt
Search Trains
 ↓ 
×
DOJ:
Dep:
SunMonTueWedThuFriSat
Class:
2SSLCCEx3AFC2A1A3EEA
Type:
 

Train Details
Words:
LHB/ICF:
Pantry:
In-Coach Catering/Pantry Car
Loco:
Reversal:
Rake Reversal at Any Stn
Rake:
RSA:
With RSA
Inaug:
 to 
# Halts: to 
Trvl Time: to  (in hrs)
Distance: to  (in kms)
Speed: to  (in km/h)

Departure Details
Include nearby Stations:      ONLY this Station:
Dep Between:    
Dep PF#:
Reversal:
Rake Reversal at Dep Stn

Arrival Details
Include nearby Stations:      ONLY this Station:
Arr Days:
SunMonTueWedThuFriSat
Arr Between:    
Arr PF#:
Reversal:
Rake Reversal at Arr Stn

Search
4-month Availability Calendar
  Go  

NCR - maar bhi, raftaar bhi - Harshit Sharma

Full Site Search
  Full Site Search  
 
Fri Oct 23 08:08:45 IST
Home
Trains
ΣChains
Atlas
PNR
Forum
Topics
Gallery
News
FAQ
Trips/Spottings
Login
Advanced Search
Page#    1673 FAQs  next>>
Oct 21 (20:24)
Locomotives

Entry# 2303     
Brandon12663^~
DRIVER DISPLAY UNIT (DDU) OF 3 PHASE ELECTRIC LOCO A DETAILED VIEW

★  Rail Fanning
Oct 21 (20:10)
Blog Post# 4754455-0     
SOUTHEASTERNRAILWAYWAP7   Added by: Brandon12663^~  Oct 21 (20:24)
Some pics of India's Fastest Passenger Locomotive

THE PHOTO WHICH SATISFY YOU.. HWH WAP 5 GOING LIGHT TOWARDS SANTRAGACHI UNDER A OVERCAST SKY
Location Ramrajatala - রামরাজাতলা
click here
...
more...

The Driver Display Control Panel of India's Strongest Passenger Locomotive WAP-7
Location Electric Loco Shed Howrah
click here

DRIVER DISPLAY UNIT (DDU) OF 3 PHASE ELECTRIC LOCO A DETAILED VIEW

DIU is an interface between the driver and DPWCS. The DIU acts as terminal, simply to receive and display information from CCU (Control & Communication Unit) and send driver input to CCU. DIU has 1024 x 768 resolution capacitive touchscreen along with keypad support for redundancy. It supports ESD/EMD MVB or serial 485 Communication.

Linux Based DDU
The Driver Display is 10.4 inch ARM controller based capacitive touch screen and fanless design. Touch screen has resolution of 1024 X 768 with keypad support. It communicates with Vehicle Control Unit through MVB to display various locomotive parameters. USB, RS232, RJ45 Interface is available. It supports ESD/EMD MVB Communication.
This Display is similar to Linux DDU with internal flash to store the fault and conditon data which is generated from Vehicle Control Unit. USB port is provided to extract fault messages from DDU for analysing the fault.

DOS Based DDU
10.4" LCD display, LED backlight, variable intensity and fully enclosed IP65
MVB interface with vehicle control, provision of 4x40 LCD text pixy® screen for driver's convenience.
Integrated external fan for chassis cooling, milled full aluminium anodised body.
USB interface for data upload/download.
Multiple pre set graphic screens for viewing MVB variables.
Context sensitive troubleshooting directory pop up during fault. Can be used as a troubleshooting tool.
Provision for viewing status of physical I/O signals.
800 X 600, 10.4" LCD TFT non touch screen display.
OS : MS DOS.
IEC-60571 compliant.

Linux Based DDU
ARM based fanless design.
ESD/EMD MVB communication support.
USB RJ45 RS232 RS485 interface are available.
Port Freshness and Signals View features available.
1024 X 768, 10.4" capacitive touch screen display.
Screen brightness will automatically adjust to environment conditions.
Multi language supported (English and Hindi).
OS : Customize Linux.
Hardware or Software can be customize for needs.
IEC-60571 compliant.
Screens Details
1. SCREENS
The Driver display has pre-defined dedicated screens in order to monitor real time process variables pertaining to a particular section or sub-system of the locomotive. However, such screens are meant for online monitoring by technical staff whenever required. The locomotive driver, however, needs to view the default screen only most of the times. The screens have been designed to take care of the specification requirement. The details of the screens are explained below.


2. SUB-SYSTEM STATUS
In the sub-system status menu, the names of the sub-systems are listed. To navigate to default screen, press "HOME". To navigate to list of screens, press . The isolated sub-system will be shown in red.


3. HIGH VOLTAGE CIRCUIT
In the high voltage circuit screen, Harmonic Filter status and Hotel Load status are additionally provided. Other variables are already available in the default screen. Hotel Load facility is available only in WAP7 & WAP5 class of locomotives.


4. I/O SIGNALS
The physical input/output signals, both analog and digital, can be viewed using this multi-level screen. In this screen, the description of the signal, name used in FUPLA and the location of the signals and the actual value can be viewed (channel+slot+connector+pin number eg: 12/EA05 : means channel-12, E slot, A connector, pin-5). These screens will be quite useful for troubleshooting.


5. TRACTION CONVERTER
In traction converter screen, converter related parameters are displayed. The screen is split into two columns, one for each traction converter. The process variables displayed include pre-charge & input contactor status, oil pressure & temperatures, input power & ventilation level. Other displayed parameters are already available on default screen.


6. AUXILIARY CONVERTER
The Auxiliary Converter screen provides very vital process variable display about the BUR, which will help in easy trouble shooting. The variables include Auxiliary winding voltage, Total current in the auxiliary winding, dc link voltage & dc link current of each BUR, output voltage and output frequency. Please note that there is no direct signal available for the output voltage whereas the displayed value is calculated from dc link voltage and output frequency considering constant v/f relation. The screen also provides the status of BUR grouping contactors.


7. TRACTION MOTOR
The traction motor screen is also vertically split into two columns, one for 3 motors belonging to one bogie. The relevant process variables like input contactor status, dc link voltage, ventilation level, converter input power, wheel slip status, speed of each traction motor reported from speed sensor and temperature of each traction motor reported by the temperature sensor are displayed.


8. AUXILIARY SYSTEM
The auxiliary system screen essentially displays the status of various auxiliary machines, as to whether these are OFF or ON. It also indicates the BUR status and BUR input volatge. The auxiliary machines considered are Compressors (1,2), Oil Cooling Blowers (1,2), Oil Pump Converter (1,2), Oil Pump Transformer (1,2), Traction Motor Blower (1,2) & Machine Room Blower (1,2).


9. BRAKING SYSTEM
The braking system screen displays the process variables related to braking, which include locomotive speed, master controller position (traction/braking region), BE demand and BE Actual, Pneumatic Brake Effort demand (when regeneration fails), regenerated power & energy as well as status of compressor.


10. ENERGY MONITORING
The screen for energy monitoring displays the energy consumed and regenerated. The cumulative value is the one taken from the NVRAM of DIA computer, which is available on MVB. The trip energy is calculated by the driver display itself from the time of switching ON. This value is not saved in any memory and will vanish once the locomotive is OFF. Trip energy can be used for comparison of driver performance under identical conditions of operation.
The regeneration ratio (energy regenerated/energy consumed) is calculated by the driver display and displayed. This factor also provides a measure of the efficiency of regeneration and is a good comparison tool.


11. TEMPERATURES
The temperature screen provides various temperatures recorded by sensors and the same can be compared with the converter input power. The temperatures of transformer oil, traction converter oil and traction motors are displayed alongwith converter input power for each bogie.


12. PRESSURES
This screen shows the pressure variables. It include Transformer oil pressure, converter oil pressure, MR pressure, BP pressure and status of BC1 & BC2.
Link :
click here
Oct 16 (13:45)
PNR/Waitlist/RAC/Confirmation

Entry# 2302     
SaifAliSalmani30^~
Understanding your ticket and WL number of PNR status

Info Update
9337 views
Oct 16 (13:44)
Blog Post# 4748619-0     
SaifAliSalmani30^~   Added by: SaifAliSalmani30^~  Oct 16 (13:45)
Understanding your ticket and WL number of PNR status
On Railway ticket, there are two numbers which tell the position at which you joined the waitlist and current position.
Example:
You have booked a Railway Ticket to some destination.
At
...
more...
the end of the Booking Ticket, you get a ticket with Position as WL5/WL2.
In this example you joined the waitlist at position 5 (WL5), but by the time you actually bought the ticket online you moved to waitlist position 2 (WL2) (due either to a cancellation or to someone not making a final booking).
The first number (WL5) will always stay the same � it indicates position you joined the queue.
The second number (WL2) will decrease until you get a ticket.
Your railway reservation could change / upgrade like:
WL 5/WL 2 (Starting Position . Waitlist 2)
WL 5/WL 1 (Waitlist 1)
WL 5/RAC 3 (Reservation Against Cancellation 3)
WL 5/RAC 1 (Reservation Against Cancellation 1)
WL 5/CNF (Seat Confirmed)
AB1 (Seat Number Confirmed)
WL 5/WL 2 = Waitlist ticket : you cannot board the train.
WL 5/RAC 3 = RAC ticket : you are allowed to board the train, but you may end up on a seat instead of a berth.
WL 5/CNF = Confirmed ticket : you can board the train and you have a berth to yourself.
Oct 16 (12:28)
General

Entry# 2301     
VijaySai123^~
What is Scotch Block, Detailing Switch and Sand Hump in Indian railways?

★  Info Update
Oct 11 (15:43)
Blog Post# 4742524-0     
VijaySai123^~   Added by: VijaySai123^~  Oct 16 (12:28)
It is normal practice to isolate a through running line from a siding so that a vehicle standing on the siding does not accidentally roll onto the running line and foul the same. A scotch block or derailing switch is provided on a siding or shunting neck to ensure that the vehicle does not go beyond a particular point and that if this happens, the vehicle gets derailed.

Scotch block: A scotch block (Fig. 27.9) is a wooden block placed on the rail and properly held in its place with the help
...
more...
of a device to form an obstruction. Once it is clamped in position, the scotch block does not allow a vehicle to move beyond it.


Derailing switch: A derailing switch (Fig. 27.10) consists of a half-switch, i.e., only a tongue rail, which in its open position faces away from the stock rail, leaving a gap in between, and this causes a discontinuity in the track. A vehicle cannot go beyond this point and gets automatically derailed if it does manage to do so. The switch can be closed with the help of a lever and a vehicle can then traverse it normally. This is also called a trap switch.


Sand hump: This is possibly the most improved method of isolating and stoping a moving vehicle without causing much damage to it. The sand hump (Fig .27.11) is normally provided on the loop line with the idea that in case an incoming train overshoots when being received on the loop line, the sand hump can make it stop while ensuring that there is least damage to it.


A sand hump consists of a mound of sand of a specified cross section that covers the track under the end of a dead end siding, which is laid on a rising gradient. A moving vehicle comes to a stop because of the combined resistance of the sand hump and the rising gradient.
Oct 16 (10:44)
Train Classes

Entry# 2300     
VijaySai123^~
What does yellow and white line or stripes indicates on the train coaches?

Site-Related
9992 views
Oct 16 (10:19)
Blog Post# 4748304-0     
VijaySai123^~   Added by: VijaySai123^~  Oct 16 (10:44)
To illustrate lots of things in the Indian Railways, a special type of symbols is used like symbol at the side of the track, symbols at platform etc. The need for all these types of symbols is felt to make people understand about the indications of the train, its rules and regulations. Keeping all this in mind, a special type of symbols is used in the coaches of the train.

On the blue ICF coach, the lines or stripes of yellow or white colour are placed on top of the window at
...
more...
the end of the coach, which is actually used to separate the coach from another coach. These lines indicate the unreserved coach of the second class. When a train arrives at the station, there are many people who are confused about the General Bogie, but by looking these yellow stripes, people can easily understand that this is the General Coach. Similarly, the yellow stripes on blue / red are used for the handicapped and sick people. Similarly, green stripes on the grey indicate that the coach is for women only. These colour patterns are included only for the new Auto Door Closing EMU in Mumbai, Western Railway.
Oct 14 (23:00)
General

Entry# 2298     
s.r.k_1007^~
History of Bhor Ghats - Khandala Ghats

★★  General Travel
Oct 14 (22:59)
Blog Post# 4746222-0     
s.r.k_1007^~   Added by: s.r.k_1007^~  Oct 14 (23:00)
History of Bhor Ghats section
Bhor Ghats (भोर घाट )
Elevation
622 metres (2,041 ft)[1]
Location
Maharashtra,
...
more...
India
Range
Sahyadri
Coordinates
18.46°N 73.22°E
Bhor Ghats which are known as Bhore Ghauts is the mountain passage between Palasdhari to Khandala in case of railways and Khopoli to Khandala in case of Roads . This Ghat cover a Distance about 21 Kms from Palasdhari to Khandala in case of Railways as well as 18 Kms in case of Roads (covered by Mumbai - Pune Expressway) from Khopoli to Khandala. In case of Railways it comes under the proposed project of Golden Quadrilateral Freight Corridors. In case of Railways this Ghat section has 26 tunnels here through the entire ghat section. During the construction of this Ghat section about 25000 workers died due to the steepness of this Ghat section. This Ghat section consisted Some Masonry arch bridges , Reversing Stations etc. Initially steam traction was used to haul trains across this ghat. In 1929-30 the Great Indian Peninsula Railway electrified Bombay (Mumbai) - Poona (Pune) section with a 1.5 kV DC system. This led to end of steam era on this ghat. The electrification system of the Mumbai - Pune section completed its conversion to a 25 kV 50 Hz AC system in June 2015. The first DC locomotives were EF/1 class locomotives (later classified as WCG1) for freight trains. Later Express trains were hauled by EA/1 class locomotives (later classified as WCP1).
For More Info
click here
Page#    1673 FAQs  next>>

Scroll to Top
Scroll to Bottom
Go to Mobile site
Important Note: This website NEVER solicits for Money or Donations. Please beware of anyone requesting/demanding money on behalf of IRI. Thanks.
Disclaimer: This website has NO affiliation with the Government-run site of Indian Railways. This site does NOT claim 100% accuracy of fast-changing Rail Information. YOU are responsible for independently confirming the validity of information through other sources.
India Rail Info Privacy Policy