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ETTC/BZA/SCR TRS/Maintenence

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INITIAL TRINING COURSE FOR APPRENTICE TECHNICIAN (E lec. Loco)

(ITI, Direct through RRB) Module: Elect 37

Module No Module Description Duration Venue Foundation Course 3W ETTC ELEC-01 Foundation, Measuring / Portable Tools, Safety,

First Aid, Fire Fighting, Material Handling and Storage, Proper up-keep of work area.

12D ETTC

ELEC-1.2 General Electrical Technology, and definitions of electrical terms

2D ETTC

ELEC-1.3 Readings of Drawings, circuit diagrams 3D ETTC ELEC-1.4 Basic Properties of Electrical Material 1D ETTC Theoretical Training in the allotted streams 4W ETTC ELEC-Loco-1.1 Over view of Power, auxiliary and control circuit 2D ETTC ELEC-Loco-1.2 Names, sizes, location of major Electric loco

equipments. (Power transformers, circuit breaker, Panto, traction and auxiliary motors, Arno, Relays, Line and auxiliary contactors, Batteries, MP. Head light and marker light, bogies, wheels, couplers, brake rigging, compressors, exhausters and pneumatic valves.

8D ETTC

ELEC-Loco-1.3 Maintenance Schedules, Critical points, settings and tolerance of Major Electric loco Equipments

8D ETTC

ELEC-Loco-1.4 Testing, erection and commissioning of major Electric loco equipments

6D ETTC

Training in other related streams 2W ELEC EMU-1.1 Rake formation, classification of coaches 1D ETTC ELEC EMU-1.2 Over view of power, auxiliary and control circuit 1D ETTC ELEC EMU-1.3 Names, sizes, location of major equipments of

EMU/MEMU 4D ETTC

ELEC EMU-1.4 Maintenance Schedules, critical points, settings and tolerance of Major EMU equipments

3D ETTC

ELEC EMU-1.5 Testing, erection and commissioning of major EMU equipments

3D ETTC

Practical training in Loco, tour, Computer training, Examination Feedback

17W Sheds/Manuf Units/ETTC


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INTRODUCTION TO RAILWAYS

Indian Railways abbreviated as IR , is a Department of the Government of India, under the Ministry of Railways, and is tasked with operating the rail network in India. The Ministry is headed by a cabinet rank Railways Minister, while the Department is managed by the Railway Board.

Indian Railways has a total state monopoly on India's rail transport. It is one of the largest and busiest rail networks in the world, transporting sixteen million passengers and more than one million tones of freight daily. IR is the world's largest commercial or utility employer, with more than 16 lack employees.

The railways traverse the length and breadth of the country; the routes cover a total length of 63,140 km (39,233 miles). As of 2002, IR owned a total of 216,717 wagons, 39,263 coaches and 7,739 locomotives and ran a total of 14,444 trains daily, including about 8,702 passenger trains.

Railways were first introduced to India in 1853. By 1947, the year of India's independence, there were forty-two rail systems. In 1951 the systems were nationalized as one unit, becoming one of the largest networks in the world. Indian Railways operates both long distance and suburban rail systems.

MINISTRY OF RAILWAYS (RAILWAY BOARD) The ministry of Railways is in charge of the ministry of Railways who is a minister of cabinet rank. He is assisted in his work by one or more ministers who are of the status of minister of state or Deputy Minister. The Railway Board is the chief administrative and executive body assisting the minister for Railways in discharging of his functions. The Railway Board at present consists of: 1. Chairman Railway board 2. Financial Commissioner of Railways.

3. Five members each in charge of Traffic, Staff, Mechanical Engineering, Civil Engineering and Electrical Engineering.

Chairman Railway Board is ex-officio principal secretary to Govt. of India. In the ministry of Railways he is solely responsible under the ministry of Railways for arriving at decisions on Technical questions and advisory to the Govt. of India on the matters of Railway policy.

Financial Commissioner for Railways represent the ministry of finance on the board and also functions as Ex-officio secretary to the Govt. of India ,in ministry of Railways in financial matters. He has direct contact with the Finance minister , whom he keeps informed of developments in the Ministry of Railways. All the member are responsible for dealing with all aspects of technical subjects of which they are is the in-charge in order to able to effectively discharge the duties and responsibilities from the increased of development works. The Railway Board has the following attached and sub ordinate offices. ATTACHED OFFICES : 1. The Research Design and Standard Organization at LUCKNOW 2. Office of the Railway liaison officer with the Director General of supplies and disposals. 3 Railway Recruitment Boards at Allahabad, Bombay, Bhubaneshwar, Gauhati, Dhanpur, Bhopal,

Calcutta, Chandigarh, Chennai, New Delhi and Secunderabad. 4. Indian Railway Institute of Civil Engg, Pune. 5. Indian Railway Institute of Signal telecommunications Engg. Secunderabad 6. Indian Railway Institute of Electrical Engineering, Nasik. 7. Indian Railway Institute of Mechanical Engineering, Jabalpur. 8. Railway staff college, Vadodara.


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INDIAN RAILWAYS ZONAL / DIVISIONAL SET UP AFTER APR IL 2003.

S.No Name of the Zone with Route Kilometers

Established Head

quarter

No. Of

Divisions

Divisions included with Route Kilometers

01. Central Railway. (CR) (RKM: 3714)

5.11.1951

Mumbai 05

1. Bhusawal (973) 2. Mumbai (CST) (427) 3. Nagpur (894) 4. Pune (New) (510) 5. Sholapur (967)

02. East Central Railway (ECR) (RKM: 3426)

1.10.2002

Hajipur (New)

05

1. Danapur (699) 2. Hhanbad (854) 3. Mughalsarai (311) 4. Samastipur (1046) 5. Sonpur (516)

03. East Coast Railway (ECoR) (RKM: 3426)

2003 Bhubaneswar (New)

03 1. Khurda Road (693) 2. Sambalpur (705) 3. Waltair (1114)

04. Eastern Railway. (ER) (RKM: 2382)

April 1952

Kolkata 04

1. Asanol (493) 2. Howrah (755) 3. Malda (438) 4. Sealdah (696)

05. North Central Railway (NCR) (RKM: 3085)

01.04.2003 Allahabad (New)

03 1. Agra (549) 2. Allahabad (1052) 3. Jhansi (1484)

06. North Eastern Railway (NER) (RKM: 3407)

1952 Gorakhpur 03

1. Izatnagar (1021) 2. Lucknow (1165) 3. Varnasi (1221)

07.

North Western Railway (NWR) (RKM: 5646)

01.10.2002

Jaipur (New) 04

1. Ajmer (1187 2. Bikaner (1737) 3. Jaipur (1135) 4. Jodhpur (1588)

08.

North East Frontier Railway (NFR) (RKM: 3931)

1958

Guwahati 05

1. Alipurdar (841) 2. Katihar (865) 3. Lumding (889) 4. Rangiya (New)(825) 5. Tinsukia (511)

09. Northern Railway (NR) (RKM: 6686)

14.04.1952

New Delhi 05

1. Ambala (987) 2. Delhi (1275) 3. Ferozpur (1562) 4. Lucknow (1459) 5. Moradabad (1403)

10. South Central Railway (SCR) (RKM: 5734)

02.10.1966

Secunderabad

06

1. Guntakal (1401) 2. Guntur ( New) (622) 3. Hyderabad (573) 4. Nanded (New) (937) 5. Secunderabad (1314) 6. Vijayawada (886)

11. South East Central Railway (SECR)(RKM: 2937)

01.4.2003 Bilaspur (New)

03 1. Bilaspur (764) 2. Nagpur (1289) 3. Raipur (New) (344)

12. South Eastern Railway 1952 Kolkata 04 1. Adra (566)


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(SER) (RKM: 2430)

2. Chakradharpur (709) 3. Kharagpur (672) 4. Ranchi (New) (483)

13. South Western Railway (SWR) (RKM: 3038)

01. 04. 2003

Hubli (New) 03 1. Bangalore (861) 2. Hubli (1076) 3. Mysore (1101)

14. Southern Railway (SR) (RKM: 5235)

14.04.1951

Chennai 05

1. Chennai (844) 2. Madurai (1451) 3. Palghat (1140) 4. Trichy (1174) 5. Trivandrum (626) 6. Selam (xxxx)

15. West Central Railway (WCR)(RKM: 2925

01.04.2003 Jabalpur (New)

03 1. Bhopal (969) 2. Jabalpu (1083) 3. Kota (873)

16. Western Railway (WR) (RKM: 6475)

5.11.1952

Mumbai 06

1. Ahmedabad (New) (1410) 2. Bhavnagar (1312) 3. Mumbai Central (637) 4. Rajkot (637) 5. Ratlam (1121) 6. Vadodara (1357)

Konkan Railway (KR) is constituted as a separately incorporated railway, with its headquarters at Belapur CBD (Navi Mumbai). It comes under the control of the Railway Ministry and the Railway Board.

There are some more organizations attached to Railway board such as METRO RAILWAY at Kolkatta, IRCON and RITES at New Delhi.

The Calcutta Metro is owned and operated by Indian Railways, but is not a part of any of the zones. It is administratively considered to have the status of a zonal railway. Each zonal railway is made up of a certain number of divisions, each having a divisional headquarters. There are a total of sixty-seven divisions.

Production Units, the manufacturing plants of the Indian Railways, are managed directly by the ministry. The General Managers of the PU’s report to the Railway Board. The Production Units are:

S.No Production Unit of Indian Railway 1 Diesel Locomotive Works, Varanasi 2 Chittaranjan Locomotive Works, Chittaranjan 3 Diesel-Loco Modernisation Works, Patiala 4 Integral Coach Factory, Chennai 5 Rail Coach Factory, Kapurthala 6 Rail Wheel Factory, Bangalore 7 Rail Spring Karkhana, Gwalior

DEPARTMENTS AND DEPARTMENT HEADS AT ZONAL AND

DIVISIONAL LEVLS Sr No Department Zonal Head Divisional Head 1 Over all Administrative head GM DRM 2 Additional Head AGM ADRM 3 Electrical CEE Sr.DEE/TRS, TRSO, TRD, Maintenance


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4 Commercial CCM SR DCM 5 Operating COM Sr DOM 6 Engineering CE Sr DEN 7 Mechanical CME Sr DME 8 S&T CSTE Sr DSTE 9 Accounts F&CAO Sr. DFM 10 Personal CPO Sr. DPO 11 Stores COS Sr. DCOS 12 Medical CMO CMS 13 Security CSC Sr DSC 14 Safety CSO Sr DSO

ELEC-01 ELEC-01.01 MEASURING AND PORTABLE TOOLS TOOL MATER

IAL SIZE USES PRECAUTIONS

Hand Drill Steel Iron

3,6,12mm Used for making holes in wooden blocks and boards

Should be kept clean & without grease should be used straight.

Hack Saw Carbon steel blades

16,20,25, 30cm

Used for cutting conduit G.I pipes or mild steel

Keep straight while cutting. Protect from rust during storing, apply water on blade while cutting.

Files (flat, round,)

Steel 3'' to 4'', 8-35cm

To smooth the surface or corners of any iron board etc

Do not use without handle. Do not use it as hammer or poker.

Auger Bit Steel 6 to 25 mm For making holes in doors, windows to pass wires

Should not be used as base for hammering.

Pipe Vice Steel 25,50, 100 mm

Used for holding the pipes for cutting or filing.


Bench Vice Steel 50,75, 100mm

Should not be tightened too much to break pipe.


Hand Vice Steel 25,30, 50mm

Used for holding wires while making joints.

Should not be used for holding hot substances.

Center Punch Steel 100, 150mm

Used for making guide holes for drilling in metals

Should not be used on high speed steel.

Pipe Wrench

Screw Driver Steel 10, 15,20,cm Used for loosening or tightening or to keep screws in position

Avoid greasy or oily handle .Do not use in place of Firmer Chisel. Use proper size for particular screws.

Combina-tion pliers

Steel 15,20, 25cm

For holding, twisting or cutting wires

Do not cut steel wires .Do not hold any hot substances.

Round nose pliers

Steel 10cm For holding, twisting or joining the wires at narrow places.

Do not cut steel substance. Protect from rust.

Side cutting Steel 20cm For cutting wire at narrow Do not cut steel substances


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pliers places or ordinary places. For removing insulation.

. Protect from rust.

Cross peen Hammer

Steel 1/4kg to2kg. Used for fixing clip and making gitties hole in the wall

Never loose handled hammer. Hammer handle should not be greasy.

Ten on Saw or Hand Saw

Steel 30.5cm, 40.5cm

Used for cutting wooden boards ,blocks casing etc.

Protect from rust. When not in use, apply grease.

Try Square Steel 15,20,30cm To check the right angle of the corners

Do not use as hammer. Keep it safe avoid rust.

Electric soldering iron

Copper bit

25,40,65,125KW

To solder the joints of wires and winding wires.

While using insulate yourself. Do not put iron on the wires.

Electrician knife

Steel blade

10cm It has two blades one for removing insulation of wires and other for cleaning the wires

Protect from rust. Do not use it for cutting wires.

Poker Steel 10,15cm Used for making pilot holes Do not use it on the metals. Gimlet

Steel 10mm to 25mm

Used for making holes in wooden things(Blocks & boards)

Should not be used on metals.

Pipe Wrench Steel 15cm to 60cm

Used for opening or tightening conduit pipes.

Should not be used as a hammer. Avoid greasy handle.

Crimping tool Steel 1.5 to 2.5,6mm

As soldering on Aluminum conductors ,difficult ,this pliers is used to crimp the joints lugs.

Do not use it on thick steel made sleeves or lugs.

Drill machine with Masonry drill Bit

Steel Bit size 3,6,12, 20mm

Used for making holes for plastic plugs in Marble stone tiles, other such tiles and stone walls or brick walls

Never use this bit on iron to make holes.

Measuring tape

-- Different lengths (1m, 10m, 20m)

Used for measuring the dimension of the wiring .It is made of steel or cotton cloth

Do not twist the open tape. Avoid from rust (steel tape)

Pipe cutter Steel -- Such cutters are used to cut the conduit pipes .Three tool steel, roller cutters are used to cut the pipes. For cutting -hold the pipe in cutters, and tighten it, rotate it again, tighten it and rotate the cutter.

Oil the joints from time to time.

Reamer Steel -- It is used for removing burs of mouth of newly cut pipe or newly threaded pipe.

Keep it clean with help of brush.

Spanners Sets- (Double ended, ring, slide, box)

Steel -- Spanners come in different sizes to suit different purpose. These are used to tighten and loosen bolts, nuts, and screws etc.

Do not use key as Hammer. Use proper key for proper nut.

Firmer chis Steel 1.25cm, 1.9cm 2.54cm.

Used for making pilot holes for fixing wood Screw.

Do not use it on the metals.

Cold chisel Steel 10cm, 15cm

Used for chipping, scraping and grooving in wood.

Always strike with mallet. Grind it on water stone. Do


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not use in place of screw driver.

Screw Driver

Steel 10,15,20, 30cm

Used for loosening or tightening or to keep screws in position. (small size screw driver is called Connector)

Avoid greasy or oily handle. Do not use in place of Firmer Chisel. Use proper size for particular Screws.

Electric soldering iron

Copper bit

25,40,65W To solder the joints of wires and winding wires .

While using insulate yourself.Do not put iron on the wires.

ELEC-01.02 PRECAUTIONS TO BE TAKEN WHILE HANDLING TOOLS AND

EQUIPMENT:

Great caution and care is required in handling tools. A worker is liable to injure himself in addition to the damage caused to the tools or work, if he at any time is slack in handling them. The following are the safety precautions in the handling of tools:

1. The sharp-edged tools such as pocketknife, chisels should never be put in pocket without shield,

and while working with such tools, care should be taken not to place hand or finger in the path of motions of the cutting tools. Also, care should be taken not to hand over the sharp-edged tool with its sharp edge side.

2. When cutting with a chisel always cut away from you rather than towards you. 3. Before using a hammer, its handle must be examined, whether it is properly secure or not. It should

not be oily or greasy. 4. When making a cut with hacksaw, the cut must be guided first with finger and thumb of one hand;

otherwise, the blade is liable to break which may cause serious injuries. 5. After using tools, they should never be left at the top of ladder or any other high-level place since

they may fall accidentally and cause injury. 6. Only a suitable tool should be used for the proper purpose and if particular tool does not suit the

purpose, do not abuse the tool; try to have a new tool matching the need. 7. All injuries must be attended immediately, since delay may cause infection. ELEC-01.03 PRECAUTIONS TO BE TAKEN WHILE HANDLING THE

ELECTRICAL EQUIPMENTS: 1. Always be careful. Do not think of others while working on electricity.

2.You should not energize any conductor unless you are sure that all is clear and there is none working on it.

3. You should not tamper unnecessarily with any live electrical gear. 4. You should not disconnect any plug by pulling the flexible cable. 5. Before replacing a blown fuse, always remember to put the main switch ‘off’.

6. Safety demands a good earthing. Hence, always keep earth connections in good conditions. 7. Before using portable electrical things, see that these are well earthed. 8. While handling an electrical appliance like table fan, iron, heaters, etc., be sure that they are

disconnected from the supply. Switching off is not enough. Leaky insulation may give serious shock. Live wires should always be connected through the switch.

9. Do not put a sharp-edged tool in your pocket. 10.If you want to hand over any sharp tool- like knife, screw driver, file , hand saw etc., to

someone else, give it from handle side otherwise it can injure the hand. 11.In rainy season, apply grease on tools to avoid rust. 12.In case of electric fire, do not throw water on live conductor and equipment as it is

dangerous. The best remedy is to disconnect the electric supply immediately and throw sand or dust on the fire.


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ELEC-01.04 SAFETY AND ELECTRICAL SAFETY SAFETY

Safety is the state of being "safe", the condition of being protected against physical or other types or consequences of failure, damage, error, accidents, harm or any other event which could be considered non-desirable. This can take the form of being protected from the event or from exposure to something that causes injury, life or property losses.

ELECTRIC SHOCK

An electric shock can occur upon contact of a human or animal body with any source of voltage high enough to cause sufficient current flow through the muscles or nerves. The minimum current a human can feel is thought to be about 1 milliampere (A). The current may cause tissue damage or heart fibrillation if it is sufficiently high. A fatal electric shock is referred to as electrocution.

PRECAUTIONS TO BE TAKEN TO PREVENT ELECTRIC SHOCK (1) Care in handling all electrical apparatus and equipments is the only effective safe guard against

injury and death. (2) Never touch appliance etc. damaged or frayed leads. (3) Replace immediately broken switches and plugs . (4) Check that all metallic parts of the electrical equipments are effectively Earthed. (5) Never place bare wires of leads in plug . Fit a plug top. (6) Check proper working of safety devices. (7) Keep proper condition of electrical hand tool . (8) Use correct rating of fuses . (9) Never tamper unnecessarily with any live apparatus. ELEC-01.05 FIRST AID 1) If an electrician or any person is still in contact with the live wire or equipment, he or she must be quickly released from the electric current by :- 2) Switching off, if it is not available – 3) Pulling out plug ,etc ,If it is not possible – 4) Insulate your self from the ground ,by using a rubber mat, dry wood or clothing ,and free the victim free. 5) Extinguish any spark (if there is) in the clothes of the patient. Ascertain whether he is breathing or not .Send for doctor . 6) Till the doctor arrives, give first aid for resuscitation. 7) These are three methods: -

1. Prone resuscitation 2. Mouth-to-mouth resuscitation 3. Mouth-to-nose resuscitation

ELEC-01.06 FIRE FIGHTING FIRES Fire means the combination of any burnable material that can burn with the help of Oxygen and heat. As a result of which a chemical reaction will take place, which will be accompanied with smoke and heat. The smoke will not present sometimes, but the heat will be present always. Firefighting is the act extinguishing destructive fires. A firefighter fights these fires and prevents destruction of life, property and the environment. Graphical representation detailing the three elements of fire are :-


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FIRE TRIANGLE The main three elements needed to sustain combustion are:

AIR , FUEL and HEAT

AIR Fire FUEL

(Blanketing) Triangle (Starvation)

HEAT (Cooling)

To extinguish a fire, it is necessary to remove one or more of the three components of combustion. Removing any of these will not allow combustion to continue. Firefighters work by

• Limiting exposure of fuel that may be ignited by nearby flames or radiant heat • Containing and extinguishing the fire • Removing debris and extinguishing all hidden heat to prevent rekindling

Firefighters' goals are to save life, property and the environment. A fire can rapidly spread and endanger many lives. To prevent fires from starting a firefighter's duties include public education and conducting fire inspections.

CLASSIFICATION OF FIRES :

Fires are classified as class A, class B and class C: 1. Class A: Fires which acquire in common combustible material such as wood, paper etc.., these fires

can be readily extinguished by water or solution containing large quantity of water. 2. Class B: Those where water should not be used. For e.g. Fires involving kerosene oil, diesel or

lubricating oil for extinguishing these fires some blanketing agent is required such as foam, which deprives the fire of its oxygen requirements

3. Class C: These are those acquire in electrical equipments. The use of water in foam type extinguished is not permitted. The fires are extinguished by employing some insulating like sand or C4CL (carbon tetra chloride) or CO2 (carbon-di-oxide). Type of Extinguisher Class A Class B Class C Water Suitable Unsuitable water will

spread and incur fire Unsuitable water being conductor should not be used on live electrical equipment

Foam type Suitable for both smoothening and wetting action

Suitable smothering blanket does not dissipate floats on top of liquid

Unsuitable foam being a conductor should not be used on live electrical equipment

Dry chemical powder Suitable for small surface fires only

Suitable chemical releases smothering gas and shields operated from heat

Suitable, chemical is non conductor fog of dry chemical powder shields operated from heat

Carbon di-oxide Suitable Suitable, does not leave any residue or effect their equipment or foodstuff.

Suitable, non conductor and does not damage equipment


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TYPES OF FIRE EXTINGUISHERS

There are different types of fire extinguishers for different types of fires. The commonly used types are described below.

1. Soda – Acid fire Extinguishers :- This is used for ‘A’ class fire only. This type of extinguishers is cylindrical or conical shape . Inside it , above a solution of soda and water, is small glass flask containing sulphuric acid. When the extinguisher is inverted the acid mixes with the solution and reacts with soda to generate carbon dioxide gas pressure then forces the solution out of the hose .It can extinguish fire which is up to a about on the way from the fire extinguisher. It is suitable for fires of wood, cloth, Papered .But un suitable for petrol, oil, spirit and electrical fires.

2. Carbon Dioxide Extinguishers:- This type of extinguishers has a horn like nozzle and is

therefore, easily distinguished from other types . It contains liquid carbon dioxide forms flakes that vaporize and blanket the fire . It is used to extinguish electric fires and fires involving liquids. It is effect against small surface fires and not use in the open air .

3. Foam Extinguishers:- This type will put out the fire by blanketing method. It is used for

‘B’class fire only. Form extinguishers are used against inflammable liquids and small fires in solid they cannot be used against electrical fire as both water and foam electricity . A foam extinguisher contains water, sodium bicarbonate, an agent for strengthening the foam and a phial containing aluminium sulphate powder. When mixed they form a foam of CO2 bubbles. All the foam type file extinguishers should be operated in turn over type position only.

4. Carbon-tetrachloride Extinguisher (CTC):-It comprises a cylindrical metal container containing

carbon tetrachloride liquid. When release fire. It is suitable for electrical fires but it should not be used in enclosed places as the vapour is poisonous.

5. Dry Chemical Powder extinguishers (DCP): This type of extinguishers put out the fire by

smeathering or blanketing method . This is used for B,C,D & E class fires. This should be operated in upright position only. (97% Sodium carbonate +one 1/2 magnesium streeke +1% magnesium carbonate +one ½ dry calcium phosphate = dry CO2)

ELEC-01-07 MATERIAL HANDELING AND STORAGE Material handling with reference to stores depot could also be defined as a systematic and systemic process of shifting, transfer, movement, handling and supply of materials to the users with the aid of modern equipments. The main objectives are:-

1. To avoid frequent leakages, breakages, damages and deterioration 2. To ensure minimum space utilization in order to have more capacity of depots for stocking

materials. 3. To reduce handling cost, such as labor and overhead expenses. 4. To save the time and manpower. 5. To have easy receipt issues and inspection. 6. To conduct rapid stock verification either by accounts or departmental. 7. To shift materials with in specified time. The achievement of above objectives requires a detailed analysis of various aspects of material handling as the problems of material handling vary from situation to situation. How ever it depends upon the following factors.

a) Nature of the material to be ,moved or stacked. b) Distance involved in movement. c) Quantity of material for movement d) Time specified for movement.


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In stores depots there are various types of materials such as light, heavy, small and bulky in weight. Each type of material to be handled or moved requires a program based and time based operation after analysing, what to move, when to move and how to move. Storage:- Due to the fact that capital expenditure is incurred for purchase of stores, the material kept in stores depots can be treated as “unproductive cash” till it is consumed. Prolonged keeping of stores may affect more of dividend to the General revenues. Therefore, it becomes essential on the part of Railway Administration to have a proper upkeep , to safeguard from thefts, damages, leakages, careless handling and also periodical inspections and checks. The stores and material stored in stores depots are distributed among different wards, each ward containing material of one or more classes of stores. The wards are distinguished by alphabetical letters for facility of reference. ELEC-01-08 PROPER UPKEEP OF WORK AREA

Cleanliness is the absence of dirt, dust, stains, waste, unused material, bad smells and clutter. Purposes of cleanliness include health, good look, and to avoid the spreading of dirt and contaminants to oneself and others.

Proper Up Keeping of the work area is an very important activity be to followed in the work area. Following points to be noted:-

1. Material stacking to be done properly, new material and used material to be kept separately. 2. New material received from stores to be located separately in the place nominated 3. Un-used / condemned material should be segregated as ferrous and non- ferrous and be to

kept separately. 4. After collection of sufficient scrap / condemned material, same to be handed over to the

concerned section for further disposal. 5. Work area should be kept clean, waste or un-wanted material should be thrown in the dust

bins. 6. Proper ventilation and illumination is to be ensured at the work spot. 7. Tools and Measuring instruments including testing appliances should be handled carefully

and should be kept at the nominated location. 8. Lubricants, oils, cotton waste are to be kept separately to avoid fire accidents. 9. Inflammable materials like acids and gas cylinders should be handled carefully. A fire

fighting arrangement should be provided in this area. 10. First Aid box should be provided at easily accessible area.

ELEC-1.2 GENERAL ELECTRICAL TECHNOLOGY ELEC-1.2.01 FUNDAMENTALS OF ELECTRICITY Symbol:- Symbol is a simple representation of an electrical appliance or device which has no significance in size or shape. These symbols are used for making out the diagrams. Cell:- It is source of electrical energy where the chemical energy is converted in to electrical energy by the chemical reaction. It produces DC current Battery:- Battery is a combination of more than one cell connected together either in series or in parallel. DC Generator:- It is a machine which converts mechanical energy in to electrical energy. It produce DC current. AC generator or Alternator :- It is as same as DC generator, but produces alternating current. If it produces single phase it is called alternator, or if it produces three phase supply it is called as three phase alternator.


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DC Motors:- It is a machine which converts electrical energy into mechanical energy. It works on DC supply. AC Motor:- It is as same as DC motor, but it works on AC supply. If it works on single phase supply it is called as single phase AC motor or if it works on three phase supply it is called as three phase AC motor. Ammeter:- It is a measuring instrument for measuring the current flowing in the circuit. It should be connected in series to the receiver. Voltmeter:- It is a measuring instrument for measuring the voltage across the generator or receiver or any equipment. It should be connected in parallel to the device across which voltage is to be measured. Lamp (receiver):- It is an object which converts electrical energy into heat and causes illumination. Resistance:- It is the property of a material which opposes the free flow of current in the circuit. Coil:- It is a conductor made into several turns and used in electro-magnet, relays, motors, etc. Conductor:- It is a material which allows the flow of current with negligible resistance from on place to another. Metals like silver, copper, aluminum are good conductors. Earth:- Earth is a good conductor. Many electrical circuits are closed through the earth. Transformer:- It is static device which transfers electrical energy (AC) from one coil to another with increase or decrease the voltage without changing the frequency. Auto Transformer:- It is a single winding transformer which is capable for giving variable voltage according to the requirement as per designed. Fuses:- It is a protective devices for an electrical circuit. It causes a cut in the circuit automatically whenever current passes in a circuit more then the predetermined limit. Switch:- It is a device which closes and opens the electrical circuit. Circuit breaker:- It is also a switch used for closing and opening the circuits, but it opens automatically when there is an abnormality in the circuits. Double pole switch:- It is a switch for opening and closing the circuit in two different levels simultaneously. Three pole switch:- It is a switch for closing and opening the three phase supply. Alternating current :- The current which flows in both directions and changes its polarity and value at a regular intervals is called alternating current or AC Direct Current :- The current which always flows in one direction and does not change its polarity and value is called Direct Current or DC. Terminal :- It is the point at which the electrical appliances are secured one to the other firmly is called as terminal. Insulator:- It is an object which offers very high resistance to the flow of current in an electrical circuit. Electricity :- Electricity is a form of energy produced by the flow of electrons in a closed circuit when a generator or battery maintains the potential difference. It is not visible to us, but its effects are felt and realized. Electrical Circuit :- It is a continuous path and is an assembly of source of supply, receiver, connecting wire terminals and switches. Source of Supply :- The apparatus which generates electric voltage difference, Ex. Cell, Dynamo, Battery, Generators etc. Receiver :- The apparatus which receives electric current and produces work. Ex Lamp, Heater, Motor etc. Connecting Wires :- It is a metallic path or the conductor through the electric current flows. Ex. Cupper, Aluminum wire etc. Work :- It is said to be done by force F when the point of its application moves through a distance S. The unit of work is Newton- metre or joule. Mathematically Work= Force x distance. (W=F x S) Power:(kW) :- The rate of doing work is known as power. In the case of mechanical power, it is the work done per second where as in electric power it is the product of voltage and current. i.e. P = V x I. In case of DC supply and in case of AC supply it is the product of voltage, current and power factor i.e. P = V x I x cos φ

Mechanical power unit is horse power or HP Electrical power unit is Watt or Kilo Watt One kilo watt = 1000 Watts = 1.34 Horse power


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One Horsepower = 736 Watt. Magnet : It is the substance having the properties of attracting iron and its alloys. Properties: 1. The magnet always attracts iron and its alloys. 2. The magnet has two poles and when it is freely suspended, it comes to rest pointing north and south

directions. 3. Like poles repel and unlike poles attract each other. 4. If a magnet is broken into pieces, each piece becomes an independent magnet. 5. A magnet loses properties when it is heated, hammered and dropped from height. 6. A magnet can impart its properties to any magnetic material. Electromagnet : -The magnet, which loses its properties as soon as the electrical supply is removed, is generally known as electromagnet. Magneto motive force (M.M.F) : It is the difference of magnetic potential, which maintains a magnetic flux in a magnetic circuit. It is just like E.M.F. Generator :- It is a machine, which converts mechanical power into Electrical Power. It works on the principle of Faraday’s law of Electromagnetic Induction. Inductance (L):- The property of a coil due to which it opposes the change of current flowing through it is called inductance of the coil. It is measured in Henry. e g : choke. Flux (ø):-The quantity of magnetic lines of force produced by a magnet is called magnetic flux. It is measured in Weber. Capacitor or Condenser:-(C) Two conducting surfaces separated by an insulating material or dielectric is called a capacitor or condenser. It is a device to store electrical energy and to release it when required. The capability of a capacitor to store charge is called capacitance. The unit of capacitance is Farad (F). Diode:- A PN junction is known as a semi conductor device and it allows current to flow in only one direction. Transistor:- A semi conductor device consisting of two PN junctions formed by sandwiching either p type or n type semi conductor between a pair of opposite types is known as a transistor. Silicon Controlled Rectifier :-It is a semiconductor device working as diode with a gate, which controls the output voltage Integrated Circuits :- It is a small semiconductor chip having a number of conventional electronic components like resistors, capacitors, diodes, transistors etc inbuilt. It can perform all the operations that a conventional circuit can do. It is very less prone to failure Circuit :- It consists of source of supply, fuse ,switch, receiver or load and connecting wires. ELEC-1.2-02 VOLTAGE AND ITS ANALOGY VOLTAGE OR TENSION : - The electrical potential difference created and maintained by the source of supply between its two terminals is called Voltage or Tension. Voltage is represented by “V” or “U” The instrument used to measure the Voltage is VOLTMETER. This instrument is always connected in parallel to the device across which the voltage is to be measured. The unit of Voltage or Tension is VOLTS. Different Type of Voltage:

(i) Safe Voltage 24 volt to 32 volt (ii) Low Voltage 110 volts to 250 volts (iii) Medium Voltage 250 volts to 650 volts (iv) High Voltage Above 650 Volts

ELEC-1.2.03 CURRENTS AND ITS MEASUREMENT

CURRENT: - Current is a flow of electrons in a conductor. It is an energy, which flows in a closed circuit and produces some work. It always flows from higher level to lower level of potential. The higher level to a source of supply is positive (+ ve) and lower level of the source of supply is negative (-


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ve). If there is a cut in the circuit the flow of current will stop and the receiver will stop working. The more is the voltage of the source of supply the more will be the flow of current in the circuit, similarly the less is the voltage of the source of supply the less will be the flow of current in the current. INTENSITY: - The rate of flow of current per second in the circuit is called Intensity. It is represented by “I” AMMETER : - The measuring instrument of current is called “Ammeter”. It should always be connected in series in the circuit. The symbol of the Ammeter is “A” . AMPERE or AMPS: -The unit of current is called ampere or Amp, and is denoted by “A”. TYPES OF CURRENT :- It is of two types namely -

(a) DC Current (DC) and (b) Alternating Current (AC) DIRECT CURENT (DC ) – The current which always flows in one direction and does not change its polarity and value is called Direct Current or DC ALTERNATING CURRENT (AC ) - The current which flows in both directions and changes its polarity and value at a regular intervals is called alternating current or AC. ELEC-1.2.04 RESISTANCE AND ITS MEASUTREMENTS

Resistance :- It is the property of the material which opposes the flow of current. In a circuit, work done by receiver is only when it opposes the flow of current and the opposition offered by the receiver for the flow of current is called as Resistance. Ohm Meter :- The measuring instrument of Resistance is called Ohm Meter. OHM :- The unit of measuring of resistance is called OHM. Resistance depends upon the length, cross section and nature of material used in the wire. Specific Resistance (ρ):

R = ρ x L/ A Where R = Resistance

ρ = Specific Resistance of a material used in the wire (Ohm- meter) l = length of the wire A = Area of cross section of the wire.

ELEC-1.2.05 RELATION BETWEEN “V” , “I” & “R” OHM’S LAW : OHM’S law states that the ratio of the potential difference (V) between any two points of a circuit to the current (I) flowing through it is constant provided physical conditions i.e. temperature constant. This constant is known as resistance (R) of circuit.

i.e. V / I = R or I = V / R or V = I x R Magic triangle: V I R

What ever you want place your thumb on it the others two will tell the result.

ELEC-1.2.06 FARADAY’S LAW OF ELECTRO MAGNETIC INDUCTION Faraday’s Law: The emf induced in a coil is equal to the negative of the rate of change of magnetic flux linked with it. E = - N dφ / dt


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Time varying of magnetic field produces an electric field. 1.When ever a conductor is cut across the magnetic field an emf is induced in that conductor.

2.The magnitude of induced emf is directly proportional to the rate of change of flux linkages.

3.The emf induced in a conductor depends on the rate of change of flux which can be produced in the following manner.

(a) Whenever a conductor is moved in a magnetic field emf is induced in that conductor. This emf is said to be dynamically induced emf. E.g. Generator.

(b) When ever the conductor is kept stable but the current flowing through the conductor is changing (AC) then an emf is induced in that conductor. It is said to be statically induced emf e.g. Transformer.

FLEMING’S RIGHT HAND RULE:

Hold the right hand with the thumb, first finger and middle finger mutually perpendicular to each other. It the thumb points out the direction of motion and the first finger represents the magnetic flux and the middle finger represent the direction of flow current in the conductor. Then the thumb will indicate the direction of force exerted in the conductor.

LENZ’S LAW

This laws state that the electro-magnetically induced current always flows in such a direction that the action of magnetic field setup by it tends to oppose the cause which produces it. Or The Lenz’s law states that “the induced current due to the induced emf always flows in such a direction as to oppose the change causing it”.

FLEMING’S LEFT HAND RULE:

Hold the left hand with the first finger Middle finger and the thumb mutually perpendicular to each other. If the first finger represents the direction of magnetic flux and the middle finger represents the direction of current flow in the conductor, then the thumb will indicate the direction of force exerted in the conductor.

ELEC-1.2.07 TRANSFORMER Transformer is a device that transfers electrical energy from one circuit to another through inductively coupled electrical conductors. A changing current in the first circuit (the primary) creates a changing magnetic field; in turn, this magnetic field induces a changing voltage in the second circuit (the secondary). By adding a load to the secondary circuit, one can make current flow in the transformer, thus transferring energy from one circuit to the other. The secondary induced voltage V2 is scaled from the primary V1 by a factor ideally equal to the ratio of the number of turns of wire in their respective windings: V1/V2 = N1/N2 = I2/I1 By appropriate selection of the numbers of turns, a transformer thus allows an alternating voltage to be stepped up — by making N2 more than N1 — or stepped down, by making it less. A auto transformer consists of single winding on a single core without any secondary winding. Several number of taps are provided on its turns. Different voltages can be obtained by tapping from different taps as per requirement.


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ELEC-1.2.08 MEASURING INSTRUMENTS Various circuit parameters are required to be measured such as voltage, current, resistance, power, energy. The current transformers(CT) and potential transformers(PT) are specially designed for using in the system where secondaries are connected to meters for measuring of current and voltage. Name of the Meter Measuring Parameter In Units Ammeter Current Amperes Voltmeter Potential Difference(Voltage) Volts Watt meter Power Watts Ohm meter Resistance Ohms Frequency meter Frequency of Supply Hertz Megger Insulation Resistance Mega Ohms Energy meter Energy Watt Hour(KWH) ELEC-1.2.09 SIMPLE ELECTRICAL CIRCUITS Open Circuit :-In this circuit the switch is in open condition Closed Circuit:- In this circuit the switch is ‘ON’ position, so the current passes through it. Short circuit :-Circuit having very low resistance of wires only is called ‘Short Circuit’. Bulb or Receiver Bulb or Receiver I = 0 Amp I

Switch closed

V V OPEN CIRCUIT CLOSED CIRCUIT Earth or leakage circuit:- If any wire of the supply touches the body of an appliance, then it is called ‘Earth circuit' (or) Leakage circuit.

ELEC-1.2.10 SERIAL AND PARALLEL CONNECTIONS Electrical connections can be made in many ways and they are mainly classified as Series Circuits and Parallel Circuits. SERIES CIRCUIT The circuit in which number of resistors is connected end to end is called series circuit. A series circuit have following characteristics 1. Same current flow the all parts of the circuit . 2. Different resistors have their individual voltage drops and this voltage drops are additive.

Switch Open

+

V3

V

R3 R2 R1 I

V2 V1


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I

R2

+

I3

V

R3

R1

I2

I1

3. Applied voltage equal to the sum of voltage drops. 4. Resistances and powers are additive. PARALLEL CIRCUIT The circuit is which one end of the resistors is joined to a common point and the other ends are also joined to another common point is called parallel circuit. The characteristics of parallel circuit are

1. Same voltage acts across all parts of the circuit. 2. Different resistors have their individual current 3. Branch current and powers are additive

Series Circuit Parallel Circuit 1) Receivers are connected in the form of chain one after another. 2) Total resistance of the circuit is equal to the sum of all receivers . i.e R =R 1+ R2 + R3………. 3) Voltage is divided according to the resistance value. 4) Intensity is constant through out the circuit. 5) A cut in the circuit causes total failure of the circuit. 6) Power varies according to the number of receivers connected in the circuit

1) Receivers are connected directly to the generator. 2) In this connection the formula is used to find total resistance 1/R=1/R1 +1/R2 + 1/R 3+………. 3) Voltage remains constant in all receivers. 4) Intensity is divided according to the resistance value on each branch. 5) A cut in the circuit causes failure of that particular branch only. 6) The power of receivers remains same as Generator.

ELEC-1.2.11 SHORT CIRCUIT

An electrical circuit is having two different levels known as positive and negative level. From positive terminal of the generator to the negative terminal of the receiver is termed as positive level. From the negative terminal of the generator is termed as negative level. Whenever these two different levels come in contact with each other with negligible resistance the circuit gets completed through this accidental contact. Due to this effect the receivers are bye-passed and resistance is reduced to the minimum in the circuit. Intensity in the circuit increase to the maximum. This phenomena is called as short circuit. So, an accidental contact between two different levels of a circuit with minimum resistance is known as short circuit. Effects of short circuit:- 1) Receiver in the circuit is bye-passed. There by the resistance decreases abnormally, Intensity of

current in the circuit gets increased suddenly & abnormally. 2) Abnormal increase of intensity of current causes to produce excessive heat in the circuit. 3) This increased heat causes the insulation of the conductor to get melted. 4) Due to damaged insulation generator and windings will develop further short circuits internally. 5) Due to high temperature fire accidents will takes place. 6) Life of the generator or motor gets reduced. 7) If there is permanent short circuit in different level, it will cause repeated melting of fuse which

results in failure of the circuit.


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Note: Any number of contacts in the same level either in +ve or –ve level will not cause the short circuit effect.

Reasons for Short Circuit:- 1) Old or punctured insulation. 2) Loose or hanging wires. 3) Wrong connections. 4) Naked wired (un-insulated wires) are placed very closely without sufficient gap. 5) Contact of out side wires. 6) Contact due to left over tools. 7) Contact due to water leakage. 8) Contact of rubbing cables with loco body.

Preventive measures:-

1) Wires should be of proper insulation according to the current flow of the circuit. 2) Terminals are to be provided with holders for proper fixing. 3) Cables are to be numbered at the terminal points to avoid wrong connections. 4) Water leakage on the circuit should be arrested. 5) Cables and wires are to be fixed with wooden clips, and clamps to avoid rubbing with moving parts. ELEC-1.2.12 ELECTRICAL POWER

POWER :- The work done by a receiver per second is called the power of the receiver. It is represented

by “P”. In a circuit, if the voltage at the terminals of the receiver is V and the current flowing in the circuit is I, hence the power of the receiver P = V I

Measuring Instrument of Power :- The measuring instrument of small unit of Power is “Watt Hour Meter” (WH) and the measuring instrument for large amount of power is “Kilo Watt Hour Meter” (KWH)

ELEC-1.2.13 ARC AND BAD CONTACT Safety gap: Normally the current flows through a conductor in a closed circuit. If there is any cut in a circuit flow is stopped. But, the electrons will try to jump over the gap caused by the breakage of conductor. If the voltage is 1000 V, then the electrons can jump to a distance of 1 cm without any conductor. This will cause forming of arc and fire accidents. Some times this will cause short circuit effects also. To avoid this effect sufficient safety gap should be provided between two conductors and loco body. Arc: On high voltage circuit if there is a cut in the circuit with insufficient safety air gap the current passes from one end of the broken part to the other end of the broken part to the other end and forms an arc. So, the circuit will be completed through this arc and receiver will function. The phenomena by which the current passes in the form of an arc ie. termed as bad contact. Bad Effect:

1. Due to the arc heat is produced. 2. The bad contact offers extra resistance,so the intensity of this circuit decreases. 3. Since bad contact is getting as an extra-receiver applied voltage is divided. 4. Due to this decrease of current and sharing of voltage, the power of the receiver gets reduced. 5. The heat produced by the bad contact melts the terminate of the conductor and also leads

electrical fire. Note: The loose terminals in the circuit can also acts as bad contact.

ELEC-1.2.14 EARTH RETURN CIRCUIT Common wire: When there are number of receivers connected to a generator in parallel connection, the negative wires of the receiver can be connected to a single wire and which can be connected to the negative terminal of the generator. In the same manner if there are generates feeding different circuits,


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the negative wire can be a single wire known as common wire. This common wire is used for the return path of the circuit. Return path through earth: Earth is a good conductor of electricity. Taking thin advantage instead of using a common wire the earth is utilized as a conductor for the return path of the circuit. The negative terminal of the generator or a transformer is buried in the earth and also the negative terminals of the last receiver is buried in the earth. Now the current from positive terminal of the generator passes through the conductor to the receiver connected. And from the negative terminal of the receiver the current passes through the earth to the negative level of the generator and there by completes the circuit. Due to this arrangement 50% of the conductor as well as the expenditure is saved. Arrangements in AC Traction: On 25KV AC traction one terminal of the transformer secondary is connected to the OHE at the sub-station and the other terminal of the transformer is buried deeply in the earth. The current from the transformer is taken to a metallic path(Centenary and contest wires) for the use of the locomotive. When the pantograph is raised and main circuit breaker is closed the currents from the OHE passes in to the main transformer(TFWR) and after energized it, the return path is completed through the loco body, wheel rail and the sub-station. The rail is connected to the earth at several different places, so that the circuit can be completed through the earth also in case of any rail breakage. Advantages: 1. Save 50% of conductor length; so it is economical. 2. Since the return path is arranged through the earth the construction of traction circuits from the return conductors is avoided. 3. Safety of the personnel is ensured by this arrangement. ELEC-1.2.15 DC MOTORS Motor is machine which converts the electrical energy into mechanical energy. DC motor works on the principle of attraction and repulsion. Working: When the switch ‘H’ is closed the inductor and armature are energized. The inductors posses some polarity. The armature is get before the inductors in such a way so that to maintain equal polarity to the inductor on either sides. Since like poles repel each other, now the armature and inductor will try to be away from each other. The inductor are stationary. So they will not move. But armature is movable, so it will move and starts rotating. At the same time the other inductor will attract the unlike pole of the armature towards it, there by the rotation of the armature increases. Now, when the armature rotates the polarity of the armature is charged by the commutator in such a way so that it keep equal polarity in front of the other inductor at the time of the arrival towards it. So , again the reputation and attraction takes place and rotation of the armature continues. The commutator continues to change the polarity of armature poles at appropriate time, there by the motor rotates until the switch H is opened. The motor provided with the tow inductors is known as two pole motor. If it is of four inductors then it is four pole motor and so on. Type of DC motors: 1.Separately excited motor 2.Series excited motor. 3.Shunt excited motor. Out AC locos are provided with DC series excited motors. In this type of motor armature and inductors are connected in series to a single DC source. So it is called as series excited motor. They are most useful for traction purpose. Advantages of DC series excited motor: 1.Starting torque of is very high (torque in the force that tends to produce a turning effect on he shaft). 2.Reversal of the rotation of the motor is very easy. 3.Variable speed is possible than by any other type of DC motors. Reversing the direction of the rotation of a motor:


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For reversing the direction of the rotation of the motor the direction of flow of current should be changed either in the field or in the armature coil. But, if the direction of flow of current is charged in the both field as well as armature, the rotation of the motor will not change. On AC locos for changing the direction of rotation of the traction motor the direction of flow of current is changes in the fields(inductors) with the help of reversers. This in turn will reverse the direction of the locomotive. Note: The reversal of the rotation should be done after stopping the motor (i.e. locomotive). Otherwise serious damages will be caused. ELEC-1.2.16 SINGLE PHASE AC INDUCTION MOTOR AC voltage can be produced by “field displacement” method. But, we have observed that this principle can be adopted by two methods. In he first method the magnetic field is kept stationery and the conductor is moved up and down to cut the flux. In the other method the conductor is stationery but the magnetic field is made to rotate to move up and down. In both the cases the field and displacement is achieved and current is produced. Whenever current passes through a conductor a magnetic field is set up around the conductor. In case of DC supply flowing through the conductor, the magnetic flux around the conductor rotates in one direction. In case of AC supply through the conductor the rotating magnetic field is set up around the conductor which is changing its direction and magnitude at regular intervals. In this kind of magnetic field if another conductor is placed near by, an AC voltage is induced into that conductor. If the terminals of this conductor is connected to a circuits we can observe the flow of current in that circuit. And when the AC supply is stopped the flow of current in other circuit is also stopped. This method of producing current is called as AC induction method. The rotor coils of the AC induction motors are energized on this principle. Starting of Single Phase AC Motor: When two permanent magnets are fixed in a ring and a compass is provided in the centre, the compass needle gets attracted by the magnets and remains in between the two magnets. ELEC-1.2.17 3- PHASE INDUCTION MOTOR This type of motor is having three sets of stator coils which are energized by 3 phase AC supply and the rotor bars are fed by induction and hence it is called a 3 phase AC Induction Motor. It consists of 3 separate sets of stator having 6 terminals which are star connected. The rotor bars are short circuited on either end. The three sets of stator coils are fed by three phase AC supply, and the rotor coils are fed by induction. ELEC 1-3 READING OF DRAWING AND CIRCUIT DIAGRAMS SYMBOLS :- Symbol is a representation of electrical appliances, which are used in electrical circuit diagrams.

8) Battery 1)A .C.Generator or Alternator

9)Bulb or Receiver

2) A .C Current.

G


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10) Bipolar Switch

3) Auto Transformer 11) Diode

4) Ammeter

5) Electro magnet 12) Delta connection

13) DC Current 6) Earth

7 Resistance 14) Circuit breaker

15) Fuse 23) DC Generator

16) Heater 24) Cross wire without connection

17) Cross wire with connection 25) Horn or Hooter

A


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18)Normally opened interlock 26) Normally closed interlock

19) Pressure switch N/C N/O 27) Push button switch

N/C N/O 28) Single phase A/C Motor 20) Box lever switch

21) Three phase A.C motor 29) Voltmeter 22) Capacitor fixed 30) Cell

31) Transformer 32) Star Connection ELEC-1.4 BASIC PROPERTIES OF ELECTRIC MATERIALS ELEC-1.4.01 CONDUCTOR, INSULATOR AND SEMICONDUCTOR 1. CONDUCTOR :- The material which offers a very low resistance to the flow of current and they

rapidly allow current to flow through them is called a conductor. Example copper, gold, iron aluminum etc.

2. INSULATOR :- The material which offers a high resistance to the flow of current and they

practically allow no current to flow through them is called an insulator. Example: rubber, asbestos, bakelite, mice, ebonite.

3. SEMICONDUCTOR:- A Semiconductor is a solid that has electrical conductivity between that of a conductor and that of an insulator, and can be controlled over a wide range, either permanently or dynamically. Semiconductors are tremendously important in technology. Semiconductors electrical properties are often permanently modified by introducing impurities by a process known as doping. Depending on the kind of impurity, a doped region of semiconductor can have more electrons or holes, and is named N-type or P-type semiconductor material, respectively. Semiconductors have led to the development of a broad range of semiconductor devices, like transistors and diodes.


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ELEC-1.4.02 USES OF CONDUCTORS AND INSULATORS

Conductor Uses in Electrical field

Insulators Uses in Electric Field

1. Silver Special Meters Contact points

1.Mica In elements or winding

2. Copper Wires and Accessories 2.Rubber Insulation in wires 3.Brass Switches (Terminals) 3.Dry Cotton Winding 4.Aluminium Wires (Conductors) 4.Varnish Winding 5. Iron Wires (Telephone) 5.Asbetos In the bottom of Irons

and Kettles etc. 6.Carbon Generator and Motors 6.Gutta Parcha Submarine Cables 7.Human Current (shock) 7.Porecellain Over head lines

Insulators 8.All gases Lamps 8.Glass Over head lines

Insulators 9.Wet air -- 9.Wood dry Cross arms in over

head lines 10.Water Batteries or load

(Electrolyte) 10. Plastic Wires Insulation or

Switches body 11.Dil. Acid Batteries (electrolyte) 11.Ebonite Bobbin of Transformer 12.Lead Joints and wire

covering 12.Fibre Bobbin making and

Winding ELEC-1.4.03 DI-ELECTRIC STRENGTH The insulating material which can withstand without breakdown voltages called dielectric strength. In other words it is the maximum kilovolts per millimeter or volt per millimeter which a medium can withstand without breakdown Dielectric Strength of various insulating materials:

S.no: Dielectric Material Dielectric Strength k.v/mm at 20◦c

1. Mica 20-60 2. Asbestos 42 3. Rubber vulcanized 30-50 4. Micanite 20-40 5. Ebonite 30-40 6. Varnish oil 30-40 7. Varnished Paper 16-40 8. Bakelite 17-21 9. Insulating oil 10-16 10. Glass 8-12 11. Porcelain 8-12 12. Paraffin wax 12 13. Resin 12 14. Wood-impregnated 2-6 15. Ordinary paper 2-6


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ELEC-1.4.04 THERMAL CLASSIFICATION OF INSULATING MATERIALS

CLASS LIMITING TEMPERATURE MATERIALS Y 90°C Cotton, Silk, Paper A 105°C Impregnated paper E 120°C PVC B 130°C Inorganic materials F 155°C Pollster, Epoxide, Varnishes H 180°C Composite materials on mica C Above 180°C Mica, Ceramics, Glass, Teflon

ELEC-1.4.05 EFFECTS OF ELECTRIC CURRENT The following effects are observed when current is passed through the circuit: - 1. Magnetic Effect: - A magnetism is produced around the conductor through which current is

flowing. The effect is utilised in making magnets. The common applications of these effects are motors, fans, and electric bells.

2. Heating effect: - Heat is produced in the circuit due the flow of current through it. The magnitude of heat produced is given by I2R where I is the current flowing and R is the resistance offered by the circuit. This effect is used in heaters soldering iron, Electric lamps.

3. Chemical effect: - when current is passed through an electrolyte, it breaks up. This breaking effect is known as chemical effect and it is used in refining of metals, electroplating, battery charging etc.

4. Physical effect: - Whenever current flows through the human body, contraction of nerves takes place, which may prove to be fatal.

5. X- Rays effect: - If very high frequency voltage is passed through vacuum tube a special type of rays comes out which cannot be seen. These rays are called X-Rays. With the help of these rays in hospitals, photos of body bones are taken.

ELEC-Loco-1.1 OVER VIEW OF ELECTRIC LOCOMOTIVE Due to scarcity of energies like coal, diesel and petrol and also due to increasing environmental pollution, electrification in the Railways became a necessity. By electrification the following benefits can be obtained: 1. A pollution free environment 2. Easy and cheap maintenance 3. Saving of essential fuels like coal, diesel, etc. 4. Faster, quicker and comfortable transports. 5. Smooth starting and stopping. For all the above reasons electrification of more and more tracks of the Railways is being initiated. In SC Rly. Different types of electrical locomotives are in use, they are given below: For freight service:- WAG5, WAG7, WAG9 locos. For Passenger services :- WAM4 , WAP4, WAP5 E-Loco-1.1.01 BASIC CODES AND EQUIPMENT CODES BASIC CODES :- Sr CODE Apparatus 1 A Auxiliary Circuit 2 C Contactor 3 H or Z H- Switch for isolation, Z- selector switch 4 L Line Contactor


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5 M Motor 6 O Grounding/Earthing/Bonding 7 P Power circuit / Pump 8 Q Relay 9 R Resistance/Rectifier/Receiver 10 J Reverser 11 S Shunting Contactor 12 V Ventilator/ Blower 13 AF Air Flow 14 BA Battery 15 CP Compressor 16 CR Control Reservoir 17 MR Main Reservoir 18 RS Reservoir Secondary 19 CC Fuse 20 DJ Dis-Jointer/Circuit Breaker 21 GR Graduator 22 LS Lamp Signal 23 BL Box Lever 24 BP Button push 25 LF Marker Light 26 LC Cab Light 27 PT Pantograph 28 PV Exhauster 29 PR Head Light 30 SL Smoothening Reactor 31 TM Traction Motor 32 TF Transformer 32 SA Sander 33 VE Electro Valve 34 RG Regulating Governor 35 RF Braking Resistance 36 VT Cab Fan 37 RA Cab Heater 39 ET Excess Tension Arrestor 40 RA Can heater EQUIPMENT CODES :- Sr CODE Equipment Name 1 MVMT Motor blower to cool TM 2 HVMT Isolating switch for 3 QVMT Relay to check the working of MVMT 4 MVRH Motor blower to cool the Transformer oil 5 HVRH Isolating switch for MVRH and QVRH 6 QVRH Relay to check the working of MVRH 7 MPH Motor pump to circulate the Transformer oil 8 HPH Isolating switch for MPH and QPH 9 QPH Relay to check the working of MPH 10 MVSL Motor blower to cool smoothing reactor or SL 11 HVSL Isolating switch for MVSL and QVSL 12 QVSL Relay to check the working of MVSL 13 MVSI Motor blower to cool RSI block


26

14 HVSI Isolating switch for MVSI and QVSI 15 QVSI Relay to check the working of MVSI 16 QOA Earth fault or bonding detection relay for Aux power circuit 17 HQOA Isolating switch for QOA 18 QOP Earth fault or bonding detection relay for traction power circuit. 19 HQOP Isolating switch for QOP 20 ARNO Phase converter to convert single phase AC into 3 phase AC 21 QCVAR Relay to check the working of ARNO 22 HQCVAR Isolating switch for QCVAR and QV 61 23 HCHBA Switch for isolating CHBA 24 CHBA Battery charger to change the BA and to feed the control ckt after DJ close 25 QRSI Relay to checking over current in RSI block 26 HOBA Intentional grounding switch for battery 27 QLA Relay to check over current in aux. power circuit 28 TFP Traction power Transformer 29 TFWR Transformer winding regulated (Main transformer) 30 TFWA Transformer winding for Aux. power circuit 31 RGR Resistance for Graduator 32 RPGR Permanent resistance for graduator 33 VEPT Elector valve for graduator 34 VESA Electro valve for sanding 35 VEAD Electro valve for auto draining 36 VEF Electro valve for releasing loco brake 37 RGCP Regulating governor for compressor 38 TFS Transformer for Selsym Generator 39 GCR Governor control reservoir 40 QPDJ Pressure relay for DJ 41 RGAF Regulating governor air flow 42 BCR Buzzer for control reservoir 43 HPT Isolation and grounding switch for pantograph 44 HOM Main grounding switch 45 RGEB Regulating governor for emergency brake 46 ATFEX Auxiliary transformer for field excitation 47 MVRF Blower motor for Braking resistance 48 QVRF Relay for blower motor for Braking Resistance. E-Loco-1.1.02 DESCRIPTION OF LOCOMOTIVE GENERAL

AC Locomotive type WAG-5 were manufactured in CLW based on RDSO Specification No. C.WAM-006 of October 1978.These Locomotives are designed to haul goods trains.

1. WAG-5 Class Locomotives are designed for operation on 25KV AC. Single Phase 50c/s over head Lines. Locomotive is of Co-Co type consisting of single body on two bogies each having 3 driving axles. Each bogie is equipped with 3 axle hung nose suspended traction motors to drive the axle through pinion and gear and the body has driving cabs at either end. Inter connection between cabs is provided by two corridors on either end.

2. Current is collected from over headline by pantograph and is fed to an autotransformer through a high voltage Circuit breaker mounted on roof. The transformer steps down the voltage from 25KV to 2 x 865 volts. It is then converted to DC through two bridge connected silicon rectifiers and is fed to traction motors. Speed regulation is obtained by varying the voltage at motor terminals by tap changer. Traction motors are permanently connected in Parallel combination.

3. Locomotive is provided with Rheostatic braking besides vacuum and loco air brakes. Rheostatic braking can't be used in case of traction motor isolation and failure of any one of the rectifier.


27

4. The auxiliary machines are fed from ARNO converter, which converts the incoming a.c single-phase supply to three-phase supply at 380 V. If one rectifier bridge becomes defective, locomotive will work with the other rectifier unit with half power.

Tractive Effort: Tractive effort is the force developed by traction unit at the wheel rims for moving the traction unit and its train. Drawbar pull is the force exerted by the traction unit through the draw bar for moving the train. Thus the draw bar pull is less than the tractive effort by the force required to move the traction unit. Tractive effort exerted by the traction unit as to perform the following functions.

1. To give necessary linear and angular acceleration to the train mass. Fa 2. To over come the gravity component of the weight of the train. Fg 3. To over come wind, frictional and curve resistance for the train.Fr

Ft = Fa + Fg + Fr + Fe 4. To over come curve remittance of the train. Fe

5. Continuous tractive effort of loco at wheel rim – 21 tonnes. 6. Maximum starting tractive effort of loco – 30 tonnes. (WAM4 loco )

Specific Energy Consumption: It is the energy consumed in watt-hours per tonne kilometer of train. It is the ratio between specific energy out put at driving wheels to the over all efficiency of transmission of gear and motor. Factor effecting specific energy consumption are:

1. Distance between stops. 2. Gradients. 3. Train resistance. 4. Type of train equipment. 5. Retardation and acceleration value.

Energy consumption of train in watt hours = Weight of train in tones × Distance of run in Kms. Weight transfer:- When locomotive is standing on a level track its weight is normally shared by each driving axle equally. This equal weight share is equally distributed and weight transfer from one axle to other in locomotive due to turning movements while on run. These turning movements produced by traction motors nose suspension and by draw bar pull. Methods of reducing weight transfer:-

1. By effecting vertical coupling between bogies by resilient component. 2. By providing double tilting pivot in case three axle bogies. 3. By means of load traction bars. 4. By altering the position of traction motors.

Adhesion : It is the messing at the wheel rim and the rail due to the weight of the equipment . Tractive effort can be increased up to certain limit after that wheels start slipping. Hence there exists a relation ship between the tractive force and weight of the equipment. We cannot this content is known as coefficient of adhesion. Coefficient of Adhesion:- µ = Ft / W The definition of coefficient of adhesion is the ratio between the tractive effort to slip the wheel to the adhesive weight. Normally it should be 0.25 for clean and dry wheels, with wet or greasy rails it will be 0.08. The maximum frictional force between the wheel and track = µ × W where µ is the coefficient of adhesion between the wheel and track, and W is the weight of the loco on the driving axles(called adhesive weight). Slipping will not takes place unless tractive effort F> µ×W. For motion of trains with out slipping tractive effort F should be less than or at the most equal to frictional force but in no case greater than µ × W

Further suggests that tractive effort at the driving wheels can be increased by the increasing the torque exerted by the motor, but this is possible only up to a certain limit after which any increase in the motor car does not increase the tractive effort but causes wheels to slip. It has been found that maximum


28

effort of tractive effort at which driving wheels will not slip, depends upon the dead weight over the driving axle. As such adhesive weight can only be increased by increasing the number of driving axles.

E-Loco-1.1.03 General Characteristics Of WAG5 and WAG7 Locos Sr No Description WAG5 WAG7

1. Gauge 1676 mm same 2. Wheel Arrangement Co-Co, Tri-Mount,

Casting Co-Co,Tetra Mount, Fabricated

3. Service Freight Freight 4. Length with Buffers 19974 mm 20394 mm 5. Total Wheel Base 14898 mm 15690 mm 6. Bogie Wheel Base 3810 mm 3800 mm 7. Diameter of Wheels

New Half Worn Condemned

1092 mm 1055 mm 1016 mm

Same Same Same

8. Distance between Bogie- Centers 12580 mm 11890 mm 9. Height of Roof (in panto lock-down) 4165 mm

4205 mm

10. Body Width without Fixtures 3055 mm 3179 mm 11. Minimum Radius of Curve 174 mm Same 12. Maximum Service Speed

(With half worn wheels) 80 Kmph 100 Kmph

13. Continuous power of locomotive 3790 HP 5000 HP 14. Speed at continuous Rating 56 Kmph 50 Kmph 15. Continuous Tractive effort at wheel

rim 20.5 T 27 T

16. Maximum starting effort 33.5 T 42 T 17. Weight of locomotive

(with HS 15250A Motor) (with TAO 659 Motor)

123 ± 1% T 118.8 ±1% T

Same ---

18. Maximum axle load 20.5 T Same 19. Height of contact wire above Rail level Maximum 6.10m

Minimum 4.45m Nominal 5.50m

Same Same Same

20. Catenary Voltage Nominal 25.0 KV Maximum 27.5 KV Average 22.5 KV Minimum for Traction 19.0 KV

Same Same Same Same

21. Gear ratio of transmission between Motors & Wheels

18:64 for HS 15250A 15:62 for TA0659

16:65 for HS

22. Traction motor Rating 630 KW for HS15250A 585 KW for TAO659

630 KW for HS

23. Traction motor insulation 'C' class for HS 15250A 'H' class for TAO 659

Same for HS

24. Type of Traction motor Cooling Air Forced Ventilation 90-m3/ min

Same

25. Type of Braking system Air and Rheostatic on locomotive

Same


29

26. No. Of Traction motor 6 Same 27. Traction motor combination six in parallel Same

E-Loco-1.1.04 SWITCHES A switch is device which used for closing and opening of LT circuits manually. LEVER SWITCH:- This switch is operated by means of a small lever and it has two positions ON and OFF. This switch is to be operated manually with the help of lever. These switches are provided with BL box on drivers’ desk in the loco. Ex. BLDJ, BLCP, BLVMT, BLPV etc. SPRING LOADED LEVER SWITCH:- This switch also operated with the help of a small lever having two positions ON and OFF. It is provided with spring. When it is closed manually it closes the circuit as long the lever is in pressed condition. When the lever is released the spring tension pushes the lever into OFF position, so that the circuit gets opened. Ex. BLRDJ and BLQPV. PUSH BUTTON SWITCH:- This switch is operated by a push button and a spring is used to bring back the switch to its normal position. When the push button is pressed the switch closes the circuit as long as it is in pressed condition, when the button is released the spring tension makes the switch to come back to its normal position, so that the circuit gets opened. Ex. BPP, BPR, BPT. SPRING LOADED PUSH BUTTON SWITCH:- In this type of switch the circuit is kept in closed condition normally by the action of a spring. When the switch is pressed it creates a cut in the circuit as long as it is in pressed condition. Ex. BP1DJ, BP2DJ. KNIFE SWITCH:- It is in the shape of a knife having a handle on one end and other end is fixed to the body of the switch. It has two positions ON and OFF and it should be moved to the respective position with the help of a handle for closing and opening of the circuit. Ex. HOBA, HQOP. ROTARY SWITCH:- This switch can be operated either clockwise or anti clockwise direction according to the requirement. When the switch is rotated to different positions one or more circuits can be closed or opened with a single operation. Ex. HVMT,HVSL,HVRH,HVSI. Position 0 - Motor and relay isolated. Position 1 - Motor and relay in service. Position 2 - Motor isolated. Position 3 - Relay isolated. PEDAL SWITCH:- It will function in the same way of a push button switch but it should be operated with foot so it is called as pedal switch. Ex. PVER,PSA. LINK SWITCH:- Link (in the shape of a bar) is used for closing and opening of a circuit so it is called as a link switch. When the link is fixed in special clips (or bracket) it closes the circuit. When it is removed from the clips the circuit is getting disconnected. TOGGLE SWITCH:- This switch can be operated with the help of a small lever for opening and closing of the circuit. Ex. ZRT, ZQWC, ZLE, ZLF. E-Loco-1.2.05 INTERLOCKS The word interlocking means one operation after the other in an automatic quick successive manner as desired. This is done by using different interlocks or auxiliary contacts. The electrical interlocking is necessary to ensure correct sequence of operation and automatic energisation and de energisation of a circuit in a proper sequence. There are two types of inter locks used in electrical circuits.


30

1. Normally closed interlock (Upper Interlock) 2. Normally opened interlock (Under Interlock) NORMALLY CLOSED INTERLOCK:- This interlock by virtue of its normal position keeps the circuit in closed position. Such interlocks are called normally closed (NC) interlocks. These interlocks will be shown in the circuit on left hand side of the vertical lines or topside of the horizontal lines. These interlocks will open only in case energizing of its relay or coil or closing of a contactor. NORMALLY OPEN INTERLOCK:- This type of interlock keeps the circuit in open position i.e. by virtue of its normal position. Such interlocks are called normally open (NO) or under interlocks. They are shown in the circuit in right hand side of the vertical lines or bottom side of the horizontal lines. This interlock closes the circuit only when the relay/coil is energized or by closing of a contactor. CASCADE OPERATION:- Mounting of interlocks on different control circuits in a proper sequence. When a contactor is closed its NO interlock will close on the other circuit automatically and NC interlock will open on the other circuit. This operation of different circuits by closing one switch is called cascade operation. DIFFERENCES BETWEEN ‘N/C’ AND ‘N/O’ INTERLOCKS SrNo N/C N/O

1 Normal position is closed. Normal position opens 2 When relay is energised the contactor is

opened When relay is energised the contactor is closed

3 It is indicated with left side vertical line and top side horizontal line

It is indicated with right side vertical line and bottom side horizontal line

4 It is show very close to the line It is shown little away from the line ADVANTAGES OF INTERLOCKING SYSTEM:- 1. No of switches can be reduced to a great extent. 2. Time can be minimized for operating different circuits. 3. Space can be minimized on locomotive since numbers of switches are reduced. 4. Sequence of correct operation can be maintained automatically. 5. Dependency on human memory is reduced and reliability can be achieved.

E-Loco-1.2.06 CONTACTORS

PRINCIPLE OF CONTACTORS The switches in the loco are remote controlled from Driver’s cab. These switches which are controlled from a distance are called contactor. A contactor has three main parts . 1. The contact position which consist of fixed jaw, mobile jaw, flexible shunt, Insulator and axle. 2. The driving mechanism which acts as a movable jaw. 3. The remote control arrangement is worked by 110 V battery, which energises the driving

mechanism.

DIFFERENT TYPES OF CONTACTORS 1 Electromagnetic contactors. 2 Electro-pneumatic contactors. 3 Cam contactors. 4 Drum Contactor


31

1. ELECTROMAGNETIC CONTACTORS The mechanism used in this type of contactor is an electromagnet. The coil is energised by a control circuit fed by 110 v battery. The low tension circuit energised by their remote control arrangement.

PROBABLE FAILURES 1. Melting of contacts 2. Cut in the flexible shunt 3. Cut in the control circuit 4. Axle seizure. Inspection & trouble shooting. When the driver close the switches in the Driver’s cab to check the success of operation, he checks the corresponding sign also. If the sign is removed the operation is successful. If the sign is abnormal the operation is incomplete, which may be due to cut in the circuit or non closing of contactors serve the contactor from a distance. If the contactors are found closed or if a cut in the power circuit, after taking safety precaution, he will check up the mobile jaw of the contactor. If mobile jaw is free then there is a cut in the control circuit. If the mobile jaw is not free then it is a mechanical failure. 2. ELECTRO PNEUMATIC CONTACTORS The driving mechanism in this type of contactor is a servomotor (compressed air operated mechanism) for closing the contactor. It is necessary to admit compressed air in to the servomotor. The admission and the exhaustion of the compressed air in and out of the servo motor is controlled by an electro valve which is controlled by an electromagnet. The coil of the electromagnet is remote controlled from the Driver’s cab by control circuit.


32

PROBABLE FAILURE 1. Melting of contacts 2. Cut in flexible shunt 3. Axle seizure 4. Breakage of air input pipe 5. Seizure of Electro valve 6.Inadaquete air pressure7.Cut in the control circuit 3. CAM CONTACTORS In this type of contactors the driving mechanism consists of transmission shaft over which cam of varying profile are mounted over the shaft and collar is attached to the mobile jaw of contactor. The transmission shaft is rotated by a pilot motor which is remote controlled from the driver cab. The shaft can be also be rotated by a hand wheel.

ARC BLOW OUT METHODS: Whenever a contactor opens or closes due to eddy current an arc is formed between the fixed and mobile jaw of the contactor. If the arc is not extinguished, it will result in damage to the contact tips. The separation of the arc is extinguished in two ways. 1.Magnetic blow out 2.Air blast blow out In order to prevent the damages to the neighboring equipment due to the blowing out of arc chutes are also provided to carryout fire.


33

4. DRUM CONTACTORS In this type of contactors the driving mechanism consists of drum, which is moved by servomotor or with manual operating handle. The main contacts closing and opening takes place according to the position of drum. The drum is moved either up or down by a pilot motor, which is remote controlled from the driver cab. The drum can be also be rotated by manual operating handle after taking safety precautions. If once the drum is moved either up or down, it will be on the last thrown position until and otherwise move to other direction though withdraws servomotor action .

6 5 4 3 2 1 6 5 4 3 2 1 J-1(F) J-1(R) 12 11 10 9 8 7 12 11 10 9 8 7

E-Loco-1.2.07 RELAYS Relay is a sensitive device provided to ensure proper functioning of an apparatus either in the electrical circuit or pressure/fluid circuit to safe guard the apparatus during any abnormalities. Mechanical Relays Electrical Relays

Air Flow Oil

Flow

Voltage

Relay

Current Relay

Earth

Fault

Relay

Signaling

Relay

Functional Relay

QVSI 1,2

QVSL 1,2

QVMT 1,2

QVRH

QVRF

QPH Q20

Q30

QCVAR

QLM

QLA

QRSI1,2

QD1,2

QE

QF1,2

QOP1,2

QOA

QV60, QV61,

QV62, QV63,

QV64,

QVLSOL

Q44, Q45, Q46, Q47, Q48, Q49, Q50, Q51, Q52, Q118, Q119, Q100, QTD105, QTD106, PR1, PR2, QFL, QWC, QPV

Pressure Relays:- RGCP, QPDJ, P1,P2, RGAF, SWC, RGEB1, RGEB2

Magnet Valves: VEPT 1&2, VEF, VEAD, ULV 1,2&3, IP, VESA1,2,3,4,

Special type of Magnet valves :- MV4, D1 pilot (VEF- E+M combined)


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E-Loco-1.1.08 FEEDING POWER CIRCUIT OHE supply is taken to main transformer by means of panto, roof bars & DJ etc. The OHE supply from the main transformer can utilized for different purposes of the loco operations. From TFWR the supply is stepped down in auxiliary power circuit and is utilized for auxiliary operations. On other hand, the supply as per requirement is rectified as DC and is supplied to traction motors for tractive effort. Equipment provided in feeding power circuit:

1. Pantographs1&2. 2. HPT1 & 2. 3. Roof bars. 4. ET1 & ET2. 5. DJ assembly. 6. QLM & TFILM 7. Roof bushing bar / HT cable. 8. HOM. 9. Main transformer. 10. GR.

1. PANTOGRAPH: Two Pantographs are provided on the loco roof to collect OHE supply when raised and DJ is closed. Both pantographs are electrically connected by means of roof bars (6 fixed+ 2 hand operated).

2. HPT: It is hand operated roof bar. It is an isolation switch for pantograph which should be kept in earthing clip provided on loco roof when panto is damaged.

3. ROOF BARS: Six fixed roof bars available on loco roof to receive the OHE supply from panto to transfer to DJ. Cut in Roof bars causes no tension tripping failure. In WAP4 locos only four-fixed roof bars available.

4. DJ: It is a special type of EP contactor available on loco roof. It should be closed for energising TFWR. If any abnormality in loco, it trips automatically to avoid damages to the equipment and to protect the locomotive.

5. QLM: It is an over current relay provided in feeding power circuit. Due to any reason if feeding power circuit fed with the supply of 325/450 Amps or above, this relay energizes and trips DJ.

6. ROOF BUSHING BAR: It is used to receive the supply from DJ and send to main transformer. Its normal color is red. This colour should not be discolored especially at the time of QLM dropping. In place of roof bushing bar a HT cable is provided in some locos.

7. ET1: It is a surge arrestor located on loco roof to save the loco from surge voltages when DJ is in open condition. It is having two tips. One end of ET1 is connected to roof bar and other end is connected to earth (loco body). The gap between two tips is 210 mm.

8. ET2: It is provided to save the loco from surge voltages when DJ is in closed position. The gap between two tips is 70 to 90 mm (in case of 3900 KVA transformer) and 105 mm ((in case of 5400 KVA transformer).

Note: On modified locos in place of ET2 gap less surge arrestor is provided. 9. MAIN TRANSFORMER: It is called as auto transformer and it is having 32 taps to get variable

voltages. The transformer is immersed in oil tank for cooling. This oil acts as insulator as well as cooling between windings and the capacity of oil tank is 2000 Liters. One end of the transformer terminal is connected to roof bushing bar (A33 terminal) and other end is connected to earth through loco body (AO terminal). Transformer oil in the tank is circulated by MPH and cooled through radiator by MVRH. A conservator is provided on the top of the oil tank to indicate oil level present in the transformer tank. It should read above +150c(normal mark). An explosion door is provided on the top of conservator which opens in case of any short circuit in feeding power circuit. A breather is provided on the conservator for destroying the vacuum created inside the conservator due to expansion and contraction of oil. It also consists of silica gel to absorb moisture present in the air while being allowed into conservator. The transformer oil tank is placed between two trucks with a drain plug.

10. HOM: It is hand operated earthing switch provided on loco roof and operated from corridor No1. When this switch is operated main transformer and roof equipments are connected to earth and also electrical and pneumatic supply to pantographs is cut off.


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11. GR: Taps are connected to this in two rows from auto transformer. Round shaped bus bars are

provided in tap changer assembly by which GR rollers are made to rotate by the action of SMGR. Bus bar No1 is connected to CGR1 and bus bar No2 is connected to CGR2 through RGR and directly connected to CGR3. Bus bars are immersed in GR oil (GR oil sump capacity is 70 liters at 400C). GR oil is circulated by PHGR. This PHGR works from 6 to 32 notches. A breather is provided near GR drum for destroying the vacuum created inside the GR assembly due to expansion and contraction of oil. It also consists of silica gel to absorb moisture present in the air while being allowed into GR drum. Two GR safety valves are provided, which will send out the undue pressures developed in the oil. SMGR is provided to operate GR which can be remotely operated from Loco Pilot's desk by MP or EEC. If MP / EEC failed, operate SMGR manually. An oil gauge is provided on left side of tap changer which should read between +200c and -200c.

12. RGR: It is a short time resistance, which comes into service when GR is in between notches. It can with stand the supply for 0.5 seconds and it is connected between CGR2 and CGR3. The resistance value is 1.61 ohms.

13. RPGR: It is a permanent resistance to GR and connected between two bus bars. It is provided to

make continuous flow of current to traction motors. Its resistance value is one lakh ohms. 14. CGR: CGR 1, 2, 3 are cam contactors provided in the power circuit to make or break the

connections between TFWR and TFP. These contactors are operated by SMGR, which are remotely operated from Loco Pilot's desk through MP/EEC. These contactors are having arc chutes. Crew should ensure that the arc chutes are connected properly. These contactors operate in the following manner.

NOTCH POSITION CGR1 CGR 2 CGR 3

EVEN NOTCH (0,2,4,…) O C C HALF NOTCH (1/2, 1 1/2, …)

C C O

ODD NOTCH (1, 3, 5,…)

C O O

O = open and C = close

DEFECTS IN FEEDING POWER CIRCUIT 1. Defect/cut in feeding power circuit causes no tension indication. 2. Due to any reason when ever over current flows in feeding power circuit then QLM relay

energises and trips DJ. QLM is a over current relay to protect Feeding power circuit from over current.

Note: Setting of QLM: HETT 5400 KVA TFR–450 Amps. (WAG 7 & WAP 4) and HETT 3900 KVA TFR- 325 AMPS (WAG 5).


36

PO

WE

R C

IRC

UIT

(W

AG

5)

TH

T

a0

34

2AWF

2

TH

1

TH

(NORMAL 8

5mm)

TH

R A PC

A 3

3

a1

QLM

TFIL

MET2

TFP

TFW

R

HETT3900KVA

HPT1

HOM

PT1

HPT

HPT2

DJ

TH

TH

ET1

210mm

RDJ

25 K

V 1

PHASE A

C 5

0HZ FROM O

HE

PT2

150RPQOP2

RPQOP1150

3X3200RQOP2

RQOP13X3200

DC +

110V FROM B

A

AO

TH

DC +

110V FROM B

A

TH

RSIL

M2

32

CAPTFPQOP1

3 1

2

OFF

a4

29

BB1

BB2

30

31

2

RCAPTFP2

ETTFP2

a 3

HQOP2

QOP2

OFF

ON

HQOP1

HO1

HO2

ON

RSI2

QRSI 2

TH

34

TO S

L2

CAPTFP

RCAPTFP1

12

3

RGR RPGR

1

a 5

ETTFP1

A34

CGR

a6

6C145

RSI1

RSIL

M1

QRSI1

QE

CTF3

TH

ATFEX

ELM

5

TO S

L1

AC F A 1WP TR

AC F AWP T

F AWT

70 T

O 9

0MM

ROOF B

ARS

ROOF B

ARS

3600A,8

65V

3600A,8

65V

O A C TKU XT


37

E-Loco-1.2.09 AUXILIARY POWER CIRCUIT Main transformer consists of auxiliary winding (TFWA) as it’s secondary, provided to feed auxiliaries load. The output of TFWA is single-phase 380 V±22.5%. ARNO converter is provided to convert the single phase AC to three phase AC to auxiliary motors and other loads. ARNO CONVERTER: The single-phase supply of 380 volts AC is fed direct to the U and V phases of the Arno converter. Since the Arno Converter is connected to single-phase supply, no starting torque is developed. For starting the Arno a split phase starting method has been employed. The W phase winding is connected to the supply phase U through a starting resistor R-118(0.4 Ohms) and starting contactor C-118 for a short duration to start the Arno. Thus unbalanced three-phase voltage is impressed to each phase winding of Arno Converter and the starting torque is developed. The Arno Converter picks up speed within 4 seconds. After the Arno has gained sufficient speed, the phase W is opened from the starting circuit by starting contactor C-118. If the starting phase fails to open within 4 seconds after Arno gained its rated speed, there will be excessive vibration of the Arno and Overheating of the Arno starting resistor. An interlock of relay QCVAR opens C-118 coil circuit, to protect against overheating. The neutral point ‘0’ of the Arno is connected to an earth fault relay QOA, which performs the same function as the relay QOP, in traction power circuit. The relay QOA trips the circuit breaker (DJ) of the locomotive in the event of an earth fault in the auxiliary circuit. The switch HQOA and RQOA perform the same functions as the switch HQOP and resistor RQOP in traction power circuit. In addition, a resistance RPQOA permanently shunts the relay QOA. The Arno converts the single-phase input of 380V into 3-phase output as 380V± 22.5%. The ratio of negative sequence voltage to positive sequence voltage is within 5%. The 3-phase output of the Arno converter is connected to the auxiliary motors. Arno is provided with capacitors bank to absorb any surge voltages produced by it. UA1 and UA2 These are the voltmeters to indicate the auxiliary voltage and OHE voltage. UA1& UA2 are located in cab-1&2 Loco Pilot's desks respectively. C-118 This is a single phase EM contactor provided to connect U phase to W phase winding through R118 resistance for 2 to 3 sec till ARNO picks up rated speed. The contactor will be normally open condition. Before closing DJ, contactor C118 is kept closed and it is opened automatically by the action of relay QCVAR to suppress the starting phase to the ARNO. NO OR LOW VOLTAGE RELAY (Q30) Relay Q-30 is a low or no voltage relay and drops out, if the output of single-phase auxiliary winding voltage drops below 290 V. Its contacts opens on relay Q44 branch and trips DJ. When the voltage reaches to 260 V the relay energises. It protects the loco equipment from no or low voltage. Initially this relay energises through Q45 N/O I/L, after releasing BLRDJ path is maintained through RQ30. ARNO PROTECTION RELAY (QCVAR) Relay QCVAR is a protection relay for ARNO to ensure proper working. It is connected across W phase and neutral phase of ARNO. When ARNO picks up its rated speed and voltage across W phase reaches 155-160 V AC, QCVAR is energised and opens starting phase by opening the contactor C118, and also when QCVAR is energised, it’s N/O I/L closes on Q118 branch and N/C I/L opens on LSCHBA branch.

OVER LOAD RELAY FOR AUX. POWER CIRCUIT (QLA) The Relay QLA is fed by means of the current transformer (TFILA) which causes the DJ to trip, if the current taken in by the auxiliary winding exceeds the setting value of 1400 Amps in case of WAG5 loco and 2000 Amps in WAP4 & WAG7 locos. Following auxiliary power circuit equipment may be checked for this fault.


38

a0, a1 terminals, ARNO, Q30, RQ30, C118, R118, UA1, UA2, QCVAR, MPH, MVSI-1&2, MVSL-1&2, power switches: HPH, HVSI-1&2, HVSL-1&2, CHBA, Q45, cab heaters, TFVT, TFS, EM contactors: C101, C102, C103, C105, C106, C107, C111, C121, remote motors: MCP 1, 2& 3, MVMT-1&2, MVRH, MPV 1& 2.

AUXILIARY CIRCUIT EARTH FAULT RELAY (QOA) It is a safety relay for the protection of auxiliary power circuit against earth fault. If there is any earth fault in auxiliary power circuit, the relay QOA will energise and trips DJ. The switch HQOA makes it possible to isolate the relay and replaces it through a resistance RQOA in order to limit the fault current. One terminal of QOA is connected to ARNO neutral point and another terminal is connected to battery positive. QOA may act because of any of the following auxiliary power circuit equipment getting earthed. a0, a1 terminals, RCC panel, Arno, Q30, RQ30, C118, R118, UA 1, UA2, QCVAR, MPH, MVSI-1&2, MVSL-1&2, power switches: HPH, HVSI-1&2, HVSL-1&2, CHBA, , RTPR, cab heaters, TFVT, TFS, EM contactors: C101, C102, C103, C105, C106, C107, C111, C121, remote controlled motors: MCP 1, 2& 3, MVMT-1&2, MVRH, MPV 1& 2 and capacitors banks of Arno and MCPs.

BLOWER MOTOR FOR SILICON RECTIFIER (MVSI 1&2) Each rectifier cubicle is provided with one blower, which is driven by the motor MVSI. The motors of rectifier cubicle are controlled by means of switch HVSI 1&2 which are provided on RSI 1 & 2 blocks respectively. The cooling of rectifier is monitored by the airflow relay QVSI 1&2. The interlock of QVSI 1 &2 are connected in series with relay Q44. In the event of any MVSI 1 & 2 fails to work, respective air flow relay QVSI does not pick up and its interlock opens on Q44 branch causing de energisation of Q44 in turn trips DJ. Incase MVSI 1 & 2 are working normal and QVSI1 & 2 relays found defective, respective relay can be by-passed through HVSI 1&2 switches. These are directly start motors along with ARNO. This is an axial flow motor with 2.2 K.W capacity. Following are the positions of HVSI switches: Position 0: - QVSI and MVSI isolated Position 1: - QVSI and MVSI in service Position 2: - QVSI in service and MVSI isolated Position 3: - MVSI in service and QVSI isolated BLOWER MOTOR FOR SMOOTHING REACTOR (MVSL 1&2) These motors (MVSL1&2) are used for cooling smoothing reactor 1& 2. Proper working of motors (MVSL1&2) can be ensured by airflow relays QVSL1&2 respectively. The switches HVSL1&2 are provided on the TB board for controlling working of Motors & relays. Whenever any blower does not work, respective relay de-energises and trips DJ through relay Q118.These are directly start motors along with ARNO. This is an axial flow motor with 2.2 K.W capacity. Following are the positions of HVSL switches: Position 0: - QVSL and MVSL isolated Position 1: - QVSL and MVSL in service Position 2: - QVSL in service and MVSL isolated Position 3: - MVSL in service and QVSL isolated OIL PUMP FOR CIRCULATING OF TRANSFORMER OIL (MPH) The purpose of this motor is to drive the oil pump to circulate transformer oil. A relay QPH is provided to check working of the oil pump. QPH is a pressure relay provided on the pipeline of the oil circulating system of transformer in the H.T compartment. When the pump is not working properly, the relay causes tripping of DJ. HPH is provided on TB board for controlling MPH and QPH .The MPH is a directly start motor and starts along with the ARNO. Following are the positions of HPH switch: Position 0: - QPH and MPH isolated Position 1: - QPH and MPH in service Position 2: - QPH in service and MPH isolated


39

Position 3: - MPH in service and QPH isolated MAIN COMPRESSORS (MCP 1, 2, 3) The purpose of these compressors is to build up compressed air required for various purposes in the locomotive. These motors starts working through contactors C101, C102, C103.These contactors can be switched ON by switch BLCP (automatic) or by BLCPD (direct) on the Loco Pilots' desk. Main Compressor Governor RGCP is provided to regulate the working of the compressor by opening and closing the contactors at preset value (closes at 8 kg/cm2 and opens at 9.5 kg/cm2). A direct switch BLCPD is provided to by pass RGCP and to make compressors to work continuously to build up pressure until Safety valve (SS2) blows at 10.5 kg/cm2. Compressors can be selected according to requirement through HCP. EXHAUSTERS (MPV 1-2) The Exhausters MPV 1 & 2 is provided for creating and maintaining Vacuum on train pipe. These motors starts working through the remote control switch BLPV. When BLPV is closed, according to ZPV positions, MPV-1 or MPV-2 will work. MPV-1 starts working by closing C-121 Contactor and MPV-2 by closing C-111 Contactor. These exhausters are provided with oil sumps for lubrication and provided with dipstick to check the oil level in the sump. BLOWER FOR COOLING TRANSFORMER OIL (MVRH) The transformer oil cooling blower motor is provided for cooling the transformer oil in the radiator. On closing BLVMT first C-107 contactor closes and MVRH starts working. There is a relay QVRH to check the proper functioning of this blower. Switch HVRH is provided on TB board for controlling MVRH and QVRH. Switch HVRH has four positions same as HVSI. BLOWER MOTORS FOR TRACTION MOTOR (MVMT 1-2) These blower motors (MVMT-1&2) are required to cool the traction motors in bogie 1 and 2 respectively. MVMT-1 starts working through C-105 contactor and MVMT-2 starts working through C-106 contactor. The switch BLVMT is common for starting MVRH, MVMT 1 &2. The blowers will start one after the other with a time delay of 8 Sec with the help of QTD 105 and QTD 106. Airflow relays QVMT 1&2 are provided to check the proper functioning of these blowers. If the blowers are not working properly, the particular relay interlock will open on Q118 branch of DJ control circuit and trips the DJ. Switches HVMT 1&2 are provided on TB board for controlling MVMT 1&2. Switch HVMT 1&2 has four positions same as HVSI.


40

C 1

18

R 1

18

0.4

0

Q45

R Q 3 0

Q30

UA

a1

T F W A

TFIL

Aa0

Q45

QLA

V

U

ARNO W

HQOA

RQOA

2X680

QOA

RPQOA

150

10VDC FROM B

ATTERY

N

TH

01

QCVAR

CCPT(1

0A)

AC

DC

MVSI1

MVSI2

MVSL1

MVSL2

MPH

380 V

U V

HVSI1

HVSI2

HVSL1

HVSL2

HPH

C101

C102

C103

C105

C106

C107

C121

C111

MPV2

MPV1

MVRH

MVMT2

MVMT1

MCP3

MCP2

MCP1

CAB H

EATER

DC-D

C C

ONVERTER

110V D

C

32V A

C24V A

C16V A

C

110 V

AC

TFVT

230 V380 V

110 V

AC

380 V

CHBA

NR

RTPR

AUXIL

IARY P

OW

ER C

IRCUIT

21

SOME LOCOS

THROUGH

RQOA

THROUGH RQOA


41

Q 1

00

+110V

COMPRESSORS &

EXHAUSTERS C

ONTROL C

IRCUIT

VEF( E )

C 1

01

B-V

E

Q 1

00

5 sec

Q 1

19

1VEAD

V

EUL's

23

C 1

02

C 1

03

101

629

RQ 100

400

Q 1

19

5 S

EC

C 1

03

406

407

QRS2

408

(MPV2)

C 1

11

(MPV1)

C 1

21

BL2QPV

421QV64

292

285

ZPV

ZPV

CL O

N B

RCTF 3

BL1QPV

22

1C 1

18

C 1

02

C 1

01

5 S

ec

100

RGCP

CUT O

UT 9

.5KG/C

m²

CUT IN 8

KG/C

m²BLCP

1

Q 1

00 Q 1

19

5 S

ec

HCP

HCP

HCP

HCP

BLCPD

089

DJ

CCA (6A)

FROM

CCPT

(005)

HCP

CTF 1

CL O

N B

RCTF 2

CL O

N B

R

Q 1

00

BL1PV

PVEF2

1

BL2PV

32

POSIT

ION)

( SIN

GLE C

P

QRS2

PVEF1


42

Elec-Loco-1.2 E-Loco-1.2.01 MAIN TRANSFORMER (TFP) The main transformer fed from the Catenary through DJ. It comprises of an autotransformer with 33 taps and a step down transformer (TFP) with two separate secondaries. Primary of the step down transformer is connected to one of the 32 taps of the autotransformer by means of tap changer GR, driven by a pneumatic servomotor (SMGR). The passage from one tap of transformer to another takes place on load. For feeding the auxiliary circuits, auxiliary winding TFWA is provided. It feeds auxiliaries at a voltage of 380±22%. The two secondary windings of the step down transformer TFP (a3, a4, a5, a6) are protected against surge voltage by means of surge arrestors ETTFP1-2 & by means of CAPTFP 1-2 network and RCAPTFP1-2 network. RATINGS Type HETT3900 Cooling OFAF Primary Voltage 25 KV Nominal 27.5 KV Maximum 22.5 KV Average 19 KV Minimum Secondary No Load Voltage 2x865 volts Primary Input 4170 KVA [A-33-A-0→3900 KVA, a0- a1→270 KVA] Secondary output 3900 KVA [a3-a4, a5-a6] Auxiliary Circuit output 270 KVA [a0-a1] No. Of taps 33 E-Loco-1.2.02 CIRCUIT BREAKER (DJ)

DJ is a special type of EP contactor as well as high speed circuit breaker which closes or opens the circuit very quickly and also opens the circuit automatically during any abnormalities. It is provided to control 25 KV AC supply. TYPES OF DJ 1. There are two types: ABCB (Air Blast C/Breaker) and VCB (Vacuum C/B). 2. In VCB there are three types Double interrupter VCB, Single interrupter horizontal VCB and Single interrupter vertical VCB. 3. In ABCB type DJ, the DJ control circuit have six branches (Q118, Q45, Q44, C118, EFDJ and MTDJ). EFDJ is DJ closing coil and MTDJ is tripping / maintaining coil. 4. In VCB DJ (double interrupter and single interrupter vertical) control circuit there are five branches (Q118, Q45, Q44, C118 and MTDJ). In these two types closing coil and tripping coil is MTDJ. In single interrupter horizontal VCB there are six branches (Q118, Q45, Q44, C118, EFDJ and MTDJ) like ABCB. In this DJ closing coil is EFDJ and tripping coil is MTDJ. AIR BLAST CIRCUIT BREAKER (ABCB) Air Blast circuit breaker consists of two contacts namely primary contact and secondary contact fitted on the loco roof. The primary contact is provided inside the horizontal insulator and the secondary contact is provided on the rotating vertical insulator. The secondary contact insulator is connected through fork and actuating rod to the piston of the DJ servomotor. To close DJ, pneumatic pressure admitted into DJ servomotor on right hand side (piston rod end). To open DJ, the pneumatic pressure admitted on left side of the piston. The air admission is controlled on right hand side by an electro valve coil EFDJ and on left hand side by an electro valve coil MTDJ. To close DJ, the pneumatic pressure in RDJ should be above 6.5 kg/cm² and to energise the electro valve coils the battery voltage should be above 85 volts. To close DJ, switch ‘ON’ BLDJ and press


43

BLRDJ switch. In the DJ control circuit, first MTDJ coil will energise and closes the passage of air in to the DJ servomotor left hand side. Later when EFDJ coil is energised, the air from RDJ through EFDJ valve enters on the right hand side of the piston moving the piston to left hand side. Along with the piston through its fork and actuating rod the secondary contact moves along with the insulator touching the fixed contact of the primary of DJ assembly. Through the primary contact in the insulator and the flexible shunts the current flows from the secondary contact to the main transformer (TFWR) after closing of DJ the secondary contact is held in closed position by mechanical locking through the retaining spring. After closing DJ on releasing BLRDJ after opening of C118 contactor, the EFDJ coil will be de-energise. Due to which admission of air on to the right hand side of the DJ servomotor is stopped and at the same time air enters to close DJ is exhausted through exhaust port. To open DJ, MTDJ coil is to be de energised. When BLDJ switch is opened or due to any other reason when MTDJ coil is de- energised the air from RDJ finds its way to MTDJ valve into the DJ primary contacts insulator to push the piston of primary contacts mobile contacts. By this action fixed mobile contacts of the primary contacts are separated and 1 lakhs ohms resistance is introduced in the circuit. After 0.04 sec due to action of the retardation valve the air admitted from the MTDJ valve will enter on left hand side of the piston DJ servomotor and open the secondary contact. Before opening of the secondary contacts, arc between primary contacts minimized due to insertion of 1 lakhs ohms resistance in the circuit, after opening of the primary contact, due to spring action the mobile contact will be pushed back and the air exhausted. Recently the air blast circuit breakers are replaced by vacuum circuit breaker because of advantages. VACUUM CIRCUIT BREAKER (VCB)

Vacuum circuit breakers are replacing the air blast circuit breakers used on electric Locos/EMU'S

due to following advantages. 1. Less Maintenance 2. Greater Safety 3. Greater Reliability 4. Simplified Control 5. Noiseless Operation

CONSTRUCTION: The main switching unit consists of two vacuum interrupters connected in series and are mounted in the Horizontal support insulator. Each interrupter houses a pair of contacts. The interrupters operating rods are connected to a pneumatic dual piston. Operating mechanism is mounted in the main cradle between the interrupters, which closes the contacts by the application of air supply. The contacts are held normally open by heavy-duty springs. When actuating rod through the crank pins, operates auxiliary DJ interlock unit. It is fixed to the spring plate. The relay valve body is bolted to one side of the air cylinder. The control air pipe and main air pipe, which are made up of special nylon, are routed between the relay valve and the base of the circuit breaker inside the insulator. The regulated and filtered air pressure of 5 Kgs/cm2 is supplied from air reservoir QPDJ setting is kept at cut in 4.65 Kgs/cm2 and cut out 4.0 Kgs/cm2. OPERATION: When the magnet valve is energised, control air is admitted to the bottom chamber of the air relay valve and pushes the puppet valve upwards to allow operating air through main pipeline in to the cylinder via 2mm diameter choke. The operating air in the cylinder piston moves outwards against the pressure of springs, thus closing the contacts in those interrupters. Air cylinder has small and large ports. When the magnetic valve is energized air enters in to the cylinders first the small port and then at through energised touch with each other by the large port, thus the contacts are fully closed. When the magnet valve is de-energised the cylinder exhausts to atmosphere thus causing the piston to accelerate rapidly inwards by the face of springs. DIFFERENCE BETWEEN VCB AND ABCB Sr VCB ABCB

1 Its contact open and close in vacuum Its contact opens and closes in air.


44

chamber

2 Pressure is used only for closing the VCB and not for opening.

Pressure is use to open and close the ACB.

3 VCB cannot lock due to less pressure. ACB can lock due to less pressure.

4 It is calibrated for 600 A. It is calibrated for 400 A.

5 Its life is long. Its life is short.

6 In control circuit EFDJ branch is not provided.

In control circuit EFDJ branch is provided.

7 Its maintenance cost is less. Its maintenance cost is high.

E-Loco-1.2.03 PANTOGRAPH

It is a collapsible framework mounted on loco roof. Pantograph is mounted on four base insulators. This frame is made of several metallic tubes and springs. Ball bearings are provided for easy movement of articulations and at each joint, flexible shunts are provided to give continuous flow of current. On the top frame of the pantograph, panto pan is provided to collect the current from OHE. Panto pan is made up of high carbon strips, which can be replaced when worn out. Normally the panto is in lowered position by the tension of lowering springs provided inside the servomotor. When compressed air is admitted inside the servomotor, piston is operated and compresses the lowering spring. The piston rod is attached to the rocker arm and releases actuating rod, thereby the cam is released and operates the lower articulation drum. When the lower articulation drum is operated, the lower articulation is raised upwards by the action of raising springs. The upper articulation, which is connected to the lower articulation at free end, will also rise by the action of thrust rod. Thereby the upper articulation will rise. The tension of lower spring is more than the raising spring. So it is necessary to admit the compressed air inside the servomotor continuously. For lowering the panto, it is enough to exhaust the compressed air from the servomotor; thereby with the action of lowering spring panto lowers. Which in turn operates the lower articulation rod against the tension of raising spring, due to this action the lower articulation is pulled down and upper articulation is also pulled down simultaneously by the action of thrust rod. The admission and exhausting of compressed air in the servomotor is controlled by electro valves (VEPT1 & VEPT2), which are remotely controlled by ZPT from Loco Pilot’s desk. Each loco consists of two pantos. These are electrically connected by means of HPT1, HPT2 and Roof bars. The OHE supply collected by panto is taken to the main transformer through roof bars, DJ and roof-bushing bar. For isolating the panto PT1 & PT2 cot out cocs are provided. PT1 cot out coc is provided in Cab1 center locker and PT2 cot out coc is provided in Cab2 back panel.

The pantograph selector switch (ZPT) has the following positions. Position 0: The two solenoid valves of VEPT-1 and VEPT-2 are switched off and the

pantographs 1 and 2 are lowered. Position 1: Rear Pantograph raises through the energisation of rear VEPT Position 2: Front/ leading Pantograph raises through the energisation of leading VEPT Principle

Basically, compressed air raises the pantograph and lowering springs of servomotor lower the pantograph. The sole function of air is to cancel the lowering effort of the springs (Servomotor) and it has no direct effect on the pantograph. When the pantograph is working and the air pressure is maintained in the servomotor, the piston is kept forward and the articulated system is entirely free to keep panto in raised position only. Therefore, It absorbs freely all the oscillations of the contact wire. The equipment lowers by itself when pressure drops below 3 to 3.5 Kg/cm². All parts of panto are alive and used as conductors. The current collection is made on the frame with shunts fitted at all moving points. Minimum air pressure to raise panto: 4.5Kg/cm2


45

Nominal pressure: 7Kg/cm2 Rising time : 6 - 10 sec Lowering time : 10 sec or below Rated current : 400 Amps

REASONS FOR USING THE REAR PANTO: 1. It gives smooth passage for the panto. 2. It avoids the sparks coming in the Loco Pilots desk 3. In case if any damage occurring to the panto, the damaged panto parts will be thrown-out on

the train. 4. At the time of entering into the unwired track or any defect is noticed in OHE, if DJ could not

be opened while approaching neutral sections, there is possibility for the Loco Pilots to lower the panto which can avoid panto entanglement.

E-Loco-1.2.04 TRACTION MOTORS (TM)

In WAG-5 loco, TM-1,2,3 are provided in bogie-1 and TM-4,5,6 are provided in bogie-2. These motors are axle-hung, nose suspended type. There are Two types of traction motors supplied by CLW i.e., TAO 659 & Hitachi.

Grease lubricated roller bearings are used for the armature & for suspension in Hitachi motors. In TAO 659 motors, Roller bearings for the armature & white metal plain sleeve bearings for suspension are used.

Special provision has been made in design of the motors to ensure that locomotive can be operated satisfactorily on flooded track, to a maximum flood level of 20 cm above rail level. MAKE CLW CLW Type HS 15250 A TAO 659 Continuous output 630 KW 585 KW Voltage 750 V 750 V Starting Current 1350 A 1100 A Current (cont) 900 A 840 A Speed 895-rev/min 1060 rev/min Max. Service speed 2150 rev/min 2500 rev/min Insulation Class c Class H No. Of poles Main -6, Main -6 Interpoles-6 Interpoles-6


46

E-Loco-1.2.05 AUXILIARY MOTORS Auxiliary Motors used in loco is 3 phase AC Induction Motors. The motor are has 3 sets of stator coils which are energised by 3 Ø AC supply and the rotor coils are fed by induction, and hence it is called a 3 Ø Induction Motor. Type of Motor

HP KW RPM Relay Pole Switch Bear-ings

contactor

MPH 4.3 3 2880 QPH 2 HPH 6305 -- MVSL 1 /2 3.0 3 2960 QVSL 1/2 2 HVSL 1/2 6306 --

MVSI 1/2 3.0 2.2 2960 QVSI 1/2 2 HVSI 1/2 6306, 6204

--

MVRH 30 22 1440 QVRH 4 HVRH 6313, 6312

--

MVMT 1 / 2 35 26 2960 QVMT 1/2 2 HVMT 1/2 6313, 6312

--

MCP 1,2 3 14.5 10.4 985 -- 6 HCP 6310 C101,102, 103

MVRF DC -- -- 3000- 4000

QVRF -- -- 6409

--

MVRF A/c 30 22 -- QVRF 2 -- -- C108 MPV 1/2 -- 985 -- 6 HPV 1/2 6309 C111,C112

MCPA (DC) 1.0 -- 1500 -- -- ZCPA 6306, 6304

--

E-Loco-1.2.06 ARNO CONVERTER: The single phase supply of 380 volts AC is fed direct to the ‘U’ and ‘V’ phases of the Arno converter. Since the Arno Converter is connected to single phase supply, no starting torque is developed. For starting the ‘Arno’ a split phase starting method has been employed. The ‘W’ phase winding is connected to the supply phase U through a starting resistor R-118 and starting contactor C-118 for a short duration to start the Arno. Thus unbalanced three phase voltage is impressed to each phase winding of Arno Converter and the starting torque is developed. The Arno Converter picks up speed within 5 seconds. After the Arno has gained sufficient speed, the phase ‘W’ is opened from the starting circuit by starting contactor C-118. If the starting phase fails to open out within 5 seconds after Arno gained its rated speed, there will be excessive vibration of the Arno and Overheating of the Arno starting resistor. An interlock of relay ‘QCVAR’ opens C-118 coil circuit, to protect against overheating. The neutral point’0’ of the Arno is connected to a earth fault relay QOA, which performs the same function as the relay QOP, in power circuit. The relay QOA trips the circuit breaker (DJ) of the locomotive in the event of an earth fault in the auxiliary circuit. The switch HQOA and RQOA perform the same functions as the switch HQOP and resistor RQOP in the power circuit. In addition, the relay QOA is permanently shunted by a resistance RPQOA. The Arno converts the single phase input into 3-phase output as 380V± 22.5%.The ratio of negative sequence voltage to positive sequence voltage is within 5%. The 3-phase output of the Arno converter is connected to the auxiliary motors. RATINGS :- Make Jyothi 1-phase input 3-phase output KVA 150 KVA 120 Voltage 380v ± 22.5% Voltage 380v±22.5% Current 395 amps Current 190amps


47

Connection star

Speed 1495Rpm E-Loco-1.2.07 PROTECTION RELAYS a) High Voltage, Over Load Relay (QLM)

The Relay QLM is fed by means of the high voltage current transformer TFILM ( 250/5 A) which causes the high voltage circuit breaker DJ to trip, if the current taken in by the main transformer exceeds the setting value of the rely ( 300A ) b) Over Load Relays For Silicon Rectifiers (QRSI 1 & 2) The relays QRSI 1-2 are fed by means of the rectifier current transformer RSILM 1&2 (4000/5 A) which cause the high voltage circuit breaker DJ to trip, if the current taken in by the rectifiers exceeds the setting value of the relays (3600 A). c) BRAKING EXCITATION OVER LOAD RELAY (QE) The relay QE is fed by means of the excitation current transformer ELM (1000/5 A) which causes auto regression of GR. If the current taken by the excitation winding exceed the setting value of relay (900A). d) BRAKING OVER LOAD RELAYS (QF1-2) The relay QF1-2 are connected to the shunt (SHF1-2), which causes auto regression of GR. If the current taken by braking resistors (RF1-4) exceeds the setting value of relays (700 A). e) CURRENT DIFFERENTIAL RELAYS (QD1 & 2 ) These relays are of current differential type. These relays ( QD1&2 ) are having two coils in each. QD-1 is connected between motors 2&3 and QD-2 is connected between motors 4&5. When ever current difference between TMs 2 & 3 or TMs 4&5 exceeds 150 A or above, respective QD relay energises inturn energises Q-48. Thereby energising sanding electro valves (VESA) for auto sanding to corresponding wheels. Relay Q-51 is also energised causing regression of tap changer till current difference reaches 100 A.

f) TRACTION POWER CIRCUIT EARTH FAULT RELAY (QOP 1 &2) It is a safety relay for the protection of traction power circuit against earth fault. QOP-1 is provided for circuit of TM1,2,3 branch and QOP-2 is provided for circuit of TM 4,5,6 branch. If there is any earth fault in traction power circuit, respective relay QOP will energise and trips the high voltage circuit breaker DJ. The switches HQOP1&2 makes it possible to isolate the relay and replaces it through a resistance RQOP1&2 in order to limit the fault current. g) AUXILIARY CIRCUIT EARTH FAULT RELAY (QOA) It is a safety relay for the protection of auxiliary power circuit against earth fault. If there is any earth fault in auxiliary power circuit, the relay QOA will energise and trips the high voltage circuit breaker DJ. The switch HQOA makes it possible to isolate the relay and replaces it through a resistance RQOA in order to limit the fault current. h) OVER LOAD RELAY FOR AUX. POWER CIRCUIT ( QLA ) The Relay QLA is fed by means of the current transformer which causes the high voltage circuit breaker DJ to trip, if the current taken in by the auxiliary winding exceeds the setting value of the relay (1400A ). i) TRACTION MOTOR OVER VOLTAGE RELAY (Q20) It is an over voltage relay connected in the output of the RSI-1 block. Relay Q20 is connected in series with resistance RQ20 and causes auto regression if voltage exceeds 865 volts. When voltage falls to 740 V, auto regression will stop. j) NO VOLTAGE RELAY (Q30) Relay Q-30 is a Low voltage or No-voltage relay and drops out, if the output of single phase auxiliary winding voltage drops below 215 V. Its contacts opens on relay Q44 branch and trips DJ. When the voltage reaches to 260 V the relay energises. It protects the loco equipment from no or low voltage. k) ARNO PROTECTION RELAY (QCVAR)


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Relay QCVAR is a protection relay for ARNO to ensure proper starting and it is connected across 'W' phase and neutral of ARNO. When ARNO picks up its rated speed and voltage across W phase reaches 155-160 V AC , Relay QCVAR is energised and opens starting phase by opening the contactor C118. E-Loco-1.2.09 SMOOTHING REACTOR (SL-1,2)

The current after leaving the rectifier block is a Pulsating DC current. The undulation of the currents thus rectified is reduced to a value acceptable for the traction motors by smoothing reactor. Two coils form a single unit. SL1 is provided in the output of RSI1 block and SL2 is provided in the output of RSI2 block. SL's are cooled through forced air by blowers MVSL1 and MVSL2.

Make CLW CLW Type SL-42 SL-30 Current 1000 Amps / coil 1350Amps/coil No. Of coils/ reactor Two Two Voltage 1270V 1270V Inductance 7mh. At 1000A for each 3.35 mh.At 1350 A Coil for each coil Cooling One Blower per One blower per Reactor reactor Resistance at 110oc 0.00707 ohm. For 0.00359 ohm. Each coil for each coil Insulation Class-F Class-H No. Of smoothing Two Two Reactor per loco Weight 1385 Kg 1400 Kg E-Loco-1.2.10 SILICON RECTIFIER BLOCK (RSI- 1, 2) The main rectifier consists of two identical cubicles. Each cubicle houses the diodes, Fan, bridges-fuse etc. The output of each rectifier feeds a group of three traction motors. Each cubicle is provided with 6 bridges connected in parallel and protected by bridge fuses. In the event of failure of any of the bridges, the bridge fuse blows, triggering in turn the signaling fuse which lights up a signal lamp LSRSI on the driver’s desk. Each cubicle is fitted with one axial flow blower driven by 3 ph motor MVSI 1-2) RATINGS No. Of cubicles per loco 2 Rated current 3300 Amps Max. Starting current 4050 Amps No Load rated voltage at 22.5 KV 750v dc Connection Bridge No. Of bridges 6 per cubicle No. Of Diodes 4 per bridge E-Loco-1.2.11 LINE CONTACTORS and AUXILIARY CONTACTORS These contactors are electro pneumatic operated contactors. Line contactors L-1, L-2, L-3, L-4, L-5 and L-6 are used to connect the motors in the circuit. These contactors are designed to open on load. RATINGS Rated voltage main circuits 1270 DC Rated voltage control circuits 110 V DC Rated current 1000A Rated Air pressure 9 Kg/cm2


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AUXILIARY CONTACTORS : For the functioning of auxiliary motors that works on closing their remote control switches and their related contactors. Every auxiliary motor has its own contactor and every contactor has its own control circuit. These circuits are controlled by concerning remote controlled switches, CCA fuse and Q100. The auxiliary contactors are :- C101,C102,C103,C111,C121 E-Loco-1.2.12 BATTERY Battery is combination of more than one cell connected together either in series of in parallel. It is a source of supply of electrical energy ( It produces DC current only), Where the chemical energy is converted into electrical energy due to chemical reaction. CELL: It is of two kinds. 1) Primary cell 2)Secondary cell. Primary Cell : It is a cell in which the chemicals are stored to produce electrical energy. Once the chemicals loose their properties become useless and fresh chemicals equivalent to the previous proportion are to be added to get the production of current again. The primary cell which is as long as it posses the active chemicals so they are of discharging nature, and recharging the cell is not possible. These cells are commonly used in laboratories and torch lights(dry cells). Secondary Cell: It works on the principle of primary cell in the case of the secondary cell the electrical energy is first stored in the cell by the process of charging and later the chemical energy is converted into electrical energy. The secondary cell can retain its chemical properties for a longer period by the process of charging. So that the life of the cell can be prolonged up to 4-5 years. In order to maintain the cells in good condition the cells should always be in the process of charging and discharging. Due to this process the electrolyte gets evaporated and the topping of distilled water to cell is necessary. Types of Secondary cell: 1.Lead acid cell. 2. Nickel-iron(or) Alkaline cell, on WAM/4 locos lead acid cell are used. Charging of Battery: Charging can be done on secondary cells. While charging batteries positive terminals of dynamo or charger should be connected to the positive terminal of the cell or battery; and the negative terminal of the dynamo or charger should be connected to the negative terminal of the cell. Charging of batteries should be done on DC current only. The specific gravity of electrolyte should be more than before and after charging. The specific gravity of electrolyte when the cell is fully charged should be 1.2 and in charged condition of it will be 1.15. the specific gravity is measured by Hydrometer. Maintenance of Battery: 1. The level of the electrolyte should be above the active plate 2. The charging of battery should be done on proper charging rating. 3. Keep he batteries away from the fire and high temperature. 4. It should not be kept un-used for a longer period. 5. The terminals of the battery should be clean and free from any foreign materials to avoid short

circuit. 6. The voltage of the cell should be maintained above 1.8 volts. It is drops below 1.8 volts it cannot be

charged. Loco Battery No of batters = 10 No No. of cells per battery = 5 Voltage of each cell = 2.2 V Voltage per battery = 11 Volts Total voltage of 10 batteries = 110 V Capacity of each battery = 75 AH Electrolyte = Dilute Sulphuric Acid. Positive Plate = Sponge Lead Negative Plate = Lead Specific Gravity = 1220


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E-Loco-1.2.13 MASTER CONTROLLER (MP) The Master controller is utilized for controlling the progression, regression and braking of locomotive. The master controller mainly comprises of:- a) The main drum with wheel used for traction braking. This consists of hexagonal shaft mounted

with aluminum cams and blocking / locking discs. This drum can occupy the following position. +, N, - , 0 , P, - , N, + (Traction) (Braking) b) One reversing drum with handle. The handle can be inserted / removed in position “0” and can be

moved to “F” or “R” position by pressing and turning. The drum comprises of hexagonal shaft mounted with aluminum cams and blocking / locking discs. The cam occupies the following positions:

“0” “F” or “R” c) One shunting drum, with fixed handle comprising of round shaft moving in a bearing interlocked

with crank lever, which can occupy the following positions. “0”, “1”, “2”, “3”, “4” d) Drums are provided with cams which operate the auxiliary contacts mounted on fixed supports. e) At the upper part of the controller below the cover plate mechanically interlocking device exists.

The entire assembly is held in position in between base and cover plate and all round protected by sheet metal covers.

E-Loco-1.2.14 TWIN BEAM HEADLIGHT The Twin beam headlight is introduced to achieve higher illumination at lower power. The 24 Volts of two Halogen lamps are used in this system for each head light unit. The DC-DC Converter is used in this system to convert 110Volts of Battery (DC) to 24Volts DC supply. As it is taking supply from batteries, the headlight will be available in open condition of DJ also. It consists of two 400W converters. A selectable switch (Bipolar/Rotating) is provided and located in front of the unit. It gives 24Volts (400Watts) of power to the twin beam headlight (2 x 100W) and to the indication panels (approx. 160W). The headlight beams are adjusted from individual reflectors to meet at a distance of 305 meters for long beam and 250 meters for short beam. � Whenever headlight is not in use, keep ZPR/ZRT in OFF position. � While operating Bipolar/Rotating switch on DC - DC converter, ensure ZPR/ZRT in OFF position. � Two fuses are provided on DC-DC converter unit, one for each converter. Note: On DC-DC converter unit each converter consists of red LED (input supply) and green LED (output supply). If both LED’s are not glowing, defect with fuse/ input supply. If only green LED is not glowing, defect with concerned converter.


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INS

TR

UM

EN

T L

AM

PS

TW

IN B

EA

M H

EA

D L

IGH

T C

IRC

UIT

PR

2

B CD

PR

190

W

100W

90W

100W

90W

100W

BL1

PR

RB

L2P

RR

90W

100W

CDB

LA

MP

SIN

ST

RU

ME

NT

BL2D

C-D

C C

ON

VE

RT

ER

ZP

R

FR

OM

BA

+11

0V D

C

BL1

BL1

PR

D

BL1

PR

F

24V

B-

BL2

PR

F

BL2

PR

D


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E-Loc-1.2.15 TAP CHANGER The tap changer is directly built on to the transformer. The tapings of the transformer are brought out and arranged in a circular fashion on an insulated contact plate. There are two rows of contact segments, which are arranged on outer and inner circles of the contact plate. A shaft at the centre of the contact plate drives an arm, which is known as selector arm. Two rollers are situated at the edge of the selector arm. These rollers make connection between the two respective segments in outer or inner rings. These rings are provided in front of the contact plate. An air servomotor known as "SMGR" drives the centre shaft, which extends outside the tap changer casing. The design of the air servomotor is such that once the selector arm begins its movement, it can be stopped only at the required tap (not in between two taps). The connection between the inner or outer and to the transformer is being established by means of CGR contactors. Method of Operation: The driving shaft through an intermediate gear comprising of driving wheel actuates the selector arm. This driving shaft also operates the CGR camshaft in sequence with the operation of contact rollers. The opening and closing sequence are given below:

Notch Position CGR-1 CGR-2 CGR-3 Even Notch Open Close Close 1/2 Notch Close Close Open Odd Notch Close Open Open

Before the moving contact roller leaves the zero tap contact segment, it touches the first tap segment. During this, the CGR-1 contactor closes inserting the resistance RGR in between the tapped winding. This results in shorting of the section of winding between tap '0' and tap '1' through RGR. The resistance RGR restricts the short circuit current when the selector arm further moves fully on tap '1' thus inner contact roller breaks the contact with zero tap. Meanwhile CGR-2 contactor opens and cut off RGR from circuit. Like wise when selector arm moves from first tap to second tap the contact roller (outer) will continue to make connection with tap '1' segment and the inner contact roller establishes connection between inner segment and inner ring (This is due to over lapping contact segment). At the same time, CGR-1 and CGR-2 closed again inserting the resistor RGR in between the winding. Now the service current flows from the contact ring outer in the selector through the resistor RGR. When the selector arm further moves, the outer roller leaves the tap '1' segment and breaks that contact. At the same time CGR-1 gets opened and CGR-2 & CGR-3 are closed. This again cuts off the resistor RGR. The opening and closing of the CGR contacts is carried out by a camshaft, which is driven by the main shaft through gear arrangement. This ensures a perfect relationship between the movement of selector arm and the operation of CGR contactors. A high resistance RPGR connected permanently between CGR1 & CGR3 and serves as the connection between equal potentials. E-Loco-1.2.16 LOCOMOTIVE BOGIES Bogies in locomotive are provided to permit long length of locomotive body to negotiate the curves. A small length of bogie is desirable. The length of bogies is decided by the distance between the centre of extreme wheels of bogie is known as bogie wheelbase. Bogie wheelbase shall be well proportioned to permit the bogie negotiating the curve and jerking. The bogie has two a more bogies on which the body is mounted. The distance between the centers of extreme wheels is known as the total wheelbase. Bogies Classification: - Bogies are classified on

1) No of axles 2) Type of axle drive

The type of axle drive and no of axles in the bogie is also called the wheel arrangement. Wheel arrangements are classified as B, Bo and CO. B: Two axles, axles are mechanically coupled


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BO: Two axles, axles are independently driven CO: Three axles, axles are independently driven Locomotive always have two or more bodies. So the wheel arrangement of the locomotive is designed as B-B, BO-BO, CO-CO and BO-BO-BO Wheel arrangement of locomotive: - Different types of wheel arrangement are available in Indian Railway Locomotives are as under: Bogies

Components: - The bogie of a locomotive is an assembly of following components. 1. Bogies Frame 2. Wheels 3. Axles 4. Springs 5. Axle Boxes 6. Supports For Traction Motors 7. Supports For Brake Rigging & Brake Cylinder 8. Friction Dampers/ Snubbers.

Co-Co TRIMOUNT BOGIE: - Majority of the locomotives in Indian Railways is provided with this type of bogies. The bogie consists of single piece cast steel bogie frame carrying the center pivot in the cross member located towards the end of the locomotive. Center pivot carries 60% of vertical load; it receives and transmits Tractive and braking forces. The side bearers take the other 40% of vertical load. The side bearers do not receive or transmit Tractive and braking forces. The frame is supported by four sets of double equalizers extending from the end axles to the center axle. Full equalization is obtaining by suitable positioning the springs and controlling their working height. The weight of locomotive body is transferred to the bogie at center pivot and two side bearers to form a three point supports. This type of bogie is known as Tri-mount Bogie. Suspensions: - Suspensions near bogie are provided to reduce the vibration. The vibrations are picked up by the wheel, which is mounted on railway track which if self is shaking up and down due to irregularities in the surface. The suspension system also balances the vertical loads between the wheels and provides passenger comfort by reducing vibrations in the vehicle body. The suspension between the axle and the bogie frame constitutes the primary suspension. The suspension between the bogies frame and vehicles body is called secondary suspension. Suspension, consisting of four groups of helical coil springs. Each group of springs consists of two nests of one outer and one inner coil. To prevent uncontrolled bouncing effect of locomotive body, supported on helical coil springs damper is provided as a resisting force. Types of dampers are: -

1. Friction Damper 2. Hydraulic Damper In Tri-mount bogie friction damper or snubber is provided on four of the inner coils of each bogie.

FLEXI COIL BOGIE This Bogie is provided for WAP1 & WAP4 locomotives. The bogie frame and bogie BOLSTER of FLEXI COIL bogie MARK-I are of steel cast box type. The locomotive body weight is transferred to the BOLSTER through a center pivot. The steel castled 'H' type BOLSTER is supported on the steel

Wheel Arrangement Locomotive Type B-B WAG1, WAG2, WAG4, WAM1 BO-BO WAM1, WAM2, WAM3, WAP5 CO-Co WAM4, WAG5, WAG6C, WCAM1, WAP1-3

BO-BO-BO WAG 6A, WAG 6B


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castled bogie frame at four corners, by pair of helical springs placed in spring pockets of main longitudinal member of the bogie frame. The BOLSTER is located with respect to bogie frame by upright pedestals, which are integral part of the bogie frame. This arrangement serves to transmit force from BOLSTER to the bogie frame and vice-versa. Spring loaded snubbing piston two Nos per bogie made of phenolic material to have high friction between BOLSTER and bogie frame for damping in both vertical and lateral modes of oscillation are also provided in the above pedestal arrangement. Lateral stops are also provided on the bolster as well as on the bogie frame to limit the side movement by flexing action of the springs. The bogie frame is in turn supported on axles by another set of springs resting on the axle boxes. The load of the locomotive super structure rests on the center pivot bowel of the bogies. The bowel is fitted with phenolic oil lubricated vertical and horizontal liners, which provided rotational freedom between body and bogie in operation. Suspension: - This flexi coil bogie has two stage of vertical suspension in which helical springs have been used on primary and secondary stages. Primary suspension between axle box and bogie frame and secondary suspension between bogie frame and bolster. The transfer's flexibility between the body and the bogie has been achieved by the flexi coil action of the helical springs at the secondary stage. The support of the bolster springs have been placed on wider arm to give better stability in rolling. Bolster spring Friction Device: - It consists of a phenolic piston, steel washer and a spring contain with in a cylindrical housing in the BOLSTER, to have high friction between BOLSTER and bogies frame for damping in both vertical and lateral modes of oscillation. ROLLAR Bearing Axle Boxes: - Movable axle journal boxes are mounted in pedestals cast integral with the frame. The movement of the boxes in the pedestals obtains the lateral play for negotiation over curves and turnouts. In conventional design of axle boxes, the axle thrust arising from flange rail reaction is exchanged between the axle and the housing in a rigid manner. To reduce the effect of the impact a resilient device has been incorporated in the path of the axle thrust. In end axle boxes, the thrust is made to pass through a conical rubber thrust pad held between inner outer thrust collars. Middle axle boxes are with floating bearing so as to permit safe negotiability over sharpest curves and turnouts. BRAKING: - Pneumatic brake system is applied in this bogie. Six brake cylinders per bogies are used to operate clasp type brake rigging. Each cylinder piston is connected to the brake lever to actuate the brakes on one wheel only. Actuating adjusting rod at the bottom does the brake shoe adjustment in service. TETRA MOUNT HIGH ADHESION BOGIE This bogie is provided for WAG7 locomotives. Introduction: - With increasing demand of heavy freight traffic on Indian Railways, a new high adhesion bogie has been developed by RDSO for high horse power freight locomotive to achieve higher Tractive effort of 42 tones at start. The bogies exhibits better adhesion characteristics with reduced weight transfer. General Arrangement of Bogie: - This a three-axle type bolster less bogies with two-stage suspension, floating pivot and unidirectional arrangement of axle hung nose suspended traction motors. Bogies frame is of straight and fabricated box type construction with three transoms to carry nose suspension. The locomotive body weight is supported on bogie frame through four rubber side bearers directly mounted on bogie side beams. Shims have been provided below outer side bearers to distribute load on side bearers in a 60%: 40% ratio, 60% of load being supported on side bearers adjacent to centre pivot and 40% of the load at remaining two side bearers. Center pivot does not take any vertical load and is used only form transfer of traction and braking forces. The bogie frame in turn is supported on axles through helical coil springs mounted on equalizer beams. The equalizing mechanism consists of equalizers hung directly on end axle boxes and supported on middle axle box through a link and compensating beam arrangement. The equalizing mechanism enables achievement of equal axle loads on uneven track and reduces weight transfer at start.


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Suspension Arrangement: - The bogies has two-stage suspension with helical coil springs between axle box and bogies frame in primary stage and side bearers (rubber sand which) between bogies frame and locomotive body in secondary stage. The lateral stiffness of rubber springs is utilized to provide to provide lateral guidance at the secondary stage. Four vertical hydraulic dampers, one with each nest of primary springs & Two lateral hydraulic dampers are provided in secondary stage to supplement the damping provided by side bearers both in lateral and rotational modes which prevents nosing at high speed. Two lateral rubber stops are provided on each bogie on either side of the middle axle to limit lateral movements. Vertical stops are provided on bogie frame to limit vertical movement between axle boxes and bogie frame. Roller Bearing Axle Boxes: - Movable axle journal boxes are mounted in pedestals or horns, fabricated integral with the frame. Lateral play for negotiating curves and turnouts is obtained by the movement of axle boxes in horns. End axle boxes are provided with rubber thrust pads to cushion lateral thrust, while 10 mm lateral plate is provided on middle axle boxes. E-Loco-1.2.17 WHEELS Generally in all locomotives solid wheel is used due to the needs of increase traffic, higher speed, steeper gradients all of which demand stronger braking. The profiles of new tyre / wheels are as follows: Diameter New 1092mm Worn 1016mm Minimum width of tyre (coupled wheel) 133mm (other than coupled) 127mm Thickness of tyre flanges Thick flanges 32 mm Standard flanges 28 mm Thin flanges 18 mm Thread 63.5 mm Distance between wheel set 1596 ±0.5mm E-Loco-1.2.18 COUPLERS Types of Couplers

1. Centre Buffer Coupler (CBC) :- By means of this coupler every consecutive wagon of the train is kept coupled with locomotive. It has the following parts: a) Yoke b) Yoke pin c) Stopper plate d) Knuckle e) Knuckle pivot pin f) Clavis g) Clavis pivot pin h) Toggle i) Lock lifting lever j) Locking pin

2. Transition Screw Coupling (TSC) :- This is another type of coupler. Following are the parts of this coupler

a) Upper Suckle b) Lower Suckle c) Screw rod d) Turnion e) Hand lever counter weight


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CATTLE GUARD Cattle guard is the body which is placed in front of the engine below the CBC coupling and the buffers for protecting the engine from getting damaged by cattle or any other obstruction coming on the way. It has following parts: a) Rail guard b) Cattle Guard bracket E-Loco-1.2.19 BRAKE RIGGING 1) Slack adjusters are initially set to provide 10 mm shoe release. With new wheels and brake

shoe, this setting will then allow approximately 67 mm piston travel per brake application at inboard and outboard end of cylinders respectively.

2) Nuts on brake head pins should be adjusted so that vibrational shock will not cause shoe to drag or wear, but still permit face of shoe to confirm to wheel as wear progresses.

3) Replace the following when the specified maximum wear is obtained : a) Wear plates on hangers or hanger levers and bogie frame pads, when clearance between the two becomes 5 mm ( normal clearance 1.5 mm ). b) Wear plates on equalizers and guide brackets when worn 3 mm.( normal thickness of liners 6 mm ) c) Hanger, levers and equalizers when thickness at pins is worn 3 mm. d) Hangers and friction arms when thickness at pins is worn 1.5 mm. e) Pins and bushes when worn to 1.5 mm radial clearance. f) Equalizer fulcrum bracket when pin support is worn 1.5 mm in rhickness. g) Clevis when pin holes and interlocking surfaces are worn 3 mm. h) Brake heads, pull rods and slack adjusters when each jaw members is worn 1.5 mm. i) Brake heads when face radius becomes worn to the extent that new show keys will no longer hold the shoe tightly. After manual slack adjuster has been extended due to brake show and wheel wear, and it

becomes necessary to collapse the slack adjuster for the purpose of applying new shoes or turned or new wheels, the exposed threads of the slack adjusters should be cleaned and greased before collapsing the adjuster, when applying new brake shoes, they must hang true.

E-Loco-1.2.20 MAIN COMPRESSOR MOTOR (MCP 1,2,3) The purpose of these compressors is to build up compressed air required for various purposes in the locomotive. These motors starts working through contactors C101, C102, C103.These contactors can be switched ON by switch BLCP on the drivers' desk.. Main Compressor Governor RGCP is provided to regulate the working of the compressor by opening and closing the contactors at preset value.. A direct switch BLCP (D) is provided to by pass RGCP and to make compressors to work continuously to build up pressure until Safety valve (SS2) blows. Compressors are selected depending upon the position of HCP. Switch HCP has 8 positions through which one or two or three CPs can be put in service and is provided in the switch panel. The positions are 0,1,2,3,1.2,2.3,1.3,1.2.3. For vacuum brake formation and to switch ON exhauster , switch HCP should be kept on 1 or 2 or 3 position only. While working air brake train, two CP's are normally kept in service. RATINGS: COMPRESSOR MOTOR Make: ELGI Equipment pvt ltd., MAKE: Siemens /NGEP/ Crompton Type: TRC 1000 MN K.W : 10.4 FAD: 1000 Lit/min H.P : 14 Working Pressure : 10.5 Kg/cm2 Speed : 960 RPM Voltage : 415 V Current : 21 amp. Insulation : Class "F"


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E-Loco-1.2.21 PNEUMATIC VALVES 1. SA-9: -Independent Brake Valve (A-13): - It is a self-lapping pressure maintaining independent brake valve, which performs the function of graduating straight air brake application or release of the locomotive independent of the automatic brake valve. The SA-9 independent brake valve, although is capable of releasing in the automatic brake application of the locomotive without effecting the application on the train brakes, this feature is, however not utilized in IRAVB-2 brake system. The SA-9 independent brake valve is pipe bracket mounted valve and having four ports with three operating positions i.e., quick release, Release and application. 2. C2 Relay Valve (A-29): - It is a diaphragm operated, self lapping valve and functions to supply and exhaust, brake cylinder air pressure in terms of pneumatic braking demand initiated through A-9 or SA-9, C2 Relay valve is a pipe a bracket mounted four ported valve. 3. Double Check Valve (24-A): - It is used to provide control of a device from two sources without interaction between the two sources. 24-A double check valve is a three-ported valve. 4. MU2B Valve (A 61): - It is a two position, eight ported valve with pipe bracket used to enable a IRAVB-2 equipped unit to be used in multiple unit operation with other similar type equipped units. The positions are lead and trail or dead. 5. F1 Selector Valve: - It is a 9 ported pipe bracket mounted valve and performs the function of arranging the IRAVB-2 brake equipment in the locomotive, to lead or trail other similar type of brake equipments. It also prevents the loss of a brake application on trailing locomotive by automatically resetting the brake control to lead position in the event of parting between locomotive units. Operation of the F1 selector valve is under control of the MU2B valve located in the locomotive cab-1. 6. Brake Cylinders: - These are spring-loaded piston operated and transmits braking force through brake shoes when pressurized. The pistons retract due to action of release spring when depressurized. 7. A-9 Automatic Brake Valve (A12): - It is a self lapping pressure maintaining brake valve which is capable of graduating in application or release of locomotive and train brakes by destroying or maintaining the brake pipe pressure made throughout the train length. The A-9 automatic brake valve is a 3-ported pipe mounted valve and having 5 handle positions i.e. 1. Release 2. Minimum Reduction 3. Full Service 4. Over Reduction 5. Emergency The full service application position is preceded by a zone, in which the brake pipe pressure is supplied or exhausted in proportion to brake valve handle movement throughout this zone, thus providing the graduation of an automatic application or release of the locomotive and the train brakes. 8. C3 Distributor Valve: - The C3 W valve, with passenger/ goods change over cock with support reservoir, is a compact brake pipe air operated, automatic, self lapping pressure maintaining type valve and graduates compressed air brake application and release on locomotive. The valve is also designed to deliver maximum brake cylinder pressure of 3.8+/- 0.1 Kg/cm2 with a brake pipe pressure drop of 1.5 Kg/cm2 from regime pressure of 5 Kg/cm2. The C3 W distributor is a composite unit with pipe bracket and control reservoir with 3 pipe connections. The C3 W valve is connected to the brake pipe provided in the brake circuit and responds to the variation of pressure in the brake pipe. It applies proportionate brake application on locomotive when train brakes are applied either through automatic or emergency brake valve.


58

C3 W distributor has a built in Goods/Passenger change over cock to regulate brake cylinder pressure depending on whether it is hauling passenger or freight train. 9. Pilot Air Valve (A28): - It is a four ported solenoid operated valve, normally open type, and ensure release of locomotive brakes automatically applied without affecting train brake when energised. 10. D 24-B Feed Valve: - It is a pipe bracket mounted, high capacity diaphragm operated relay valve and self-lapping pressure-maintaining valve for ensuring constant compressed air supply to the system at a pre-determined level. In IRAVB-2 brake system the 24-B feed valve is used to supply of compressed air to the feed pipe at 6 Kg/cm2. 11. Air Flow Measuring Valve: - It is a diaphragm operate pressure differential valve , for measuring airflow, when the air supply for system is routed through it. In IRAVB-2 dual brake system, MR-3 pressure supplied for C2 relay valve for making brake pipe to 5 Kg/cm2 directed through it so that the condition of brake pipe air throughout the train is reflected shown in air flow indicator situated at both end cabs through R6 relay valve. 12. R6 relay Valve: - It is a diaphragm-operated valve for magnifying the air signal as a result of MR air flow through airflow measuring valve. The magnified air signal is finally fed to the airflow indicators situated at either end cabs. 13. Air Flow Indicator: - It is a two needle indicator, one of the needles through standard bourdon tube arrangement linked to the air signal from R6 relay valve and the other is manually rotatable. The latter is normally kept align with the former during run and rate of flow of air pass through the air flow measuring valve is only to make up against specified leakage throughout the train brake pipe , so that, during braking any abnormal leakage in brake pipe the difference in needles will indicate the BP condition. 14. J1 Safety Valve (SS2) : - It is an adjustable spring loaded valve located in the main air system to ensure safety of the system against excessive build up of air pressure in the event of failures of compressor governor. This is normally set at 10.5 Kg/cm2 higher than nominal working pressure of the system.

Elec-Loco-1.3 E-Loco-1.3.01 MAINTENANCE SCHEDULES OF ELECTRIC LOCOMOTIVES Trip inspection for express/passenger locos – 2500 kms -- PTS Trip inspection for freight locos -- 1500 kms – FTS IA schedule -- 45 days -- Home shed -- 04 hours. IB schedule -- 90 days -- Home shed -- 04 hours. IC1 schedule -- 135 days -- Home shed -- 12 hours. IA schedule -- 180 days -- Home shed -- 04 hours. IB schedule -- 225 days -- Home shed -- 04 hours. IC2 schedule -- 270 days -- Home shed -- 16 hours. AOH schedule -- 18 months-- Home shed --08 days. IOH schedule (Frieght loco) -- 54 months-- Home shed -- 12 days.

(6 lakhs kms) IOH schedule (Passenger loco) -- 36 months—Home shed ---- 12 days. (4 lakhs kms) POH schedule (Frieght loco) -- 09 years --Nominated WS --- (12 lakhs kms) POH schedule (Passenger loco) -- 06 years --Nominated WS --- (8 lakhs kms)


59

E-Loco-1.3.02 DJ CONTROL CIRCUIT DJ control circuit is provided :- 1. To give starting phase to ARNO. 2. To protect the loco if any of eight auxiliary motors is not working. 3. To protect the loco if ARNO is not working. 4. To protect RGR. 5. To ensure that GR is on ‘0’ while closing DJ. 6. To protect feeding power circuit from over current and short circuit. 7. To protect auxiliary power circuit from over current and earth fault. 8. To protect traction power circuit from over current and earth fault. 9. It trips DJ if GR is struck up on full notches while doing quick regression with MP. ENERGISATION OF DJ CONTROL CIRCUIT

1. Before closing DJ, ensure that loco is on track and under OHE, and Addl. CCBA, CCBA, CCPT & CCDJ fuses are in good condition.

2. Keep HBA on ‘1’ position and ensure BA voltage is more than 85 volts. 3. After keeping HBA on ‘1’ position, relay Q118 energizes through contactors C118 N/C

I/L, C105, C106 & C107 N/C I/Ls, relays Q44 & Q46 N/C I/Ls and GR ‘0-5’ I/L. Q118 N/O I/L closes on Q44 branch.

4. Start MCPA and create more than 6.5 kg/cm2 of pressure in RS reservoir. 5. Pressure relay QPDJ energizes at 5.5 kg/cm2 in ABCB loco and its N/O I/L closes on

MTDJ branch (In VCB locos QPDJ energizes at 4.65 kg/cm2). 6. Unlock BL key and ensure four pilot lamps are glowing (LSDJ, LSCHBA, LSGR& LSB). 7. Insert ZPT on ‘0’ and move to ‘1’. Now it’s I/L closes in panto electrical control circuit to

raise rear panto and another I/L closes on common branch of Q45, C118, EFDJ & MTDJ (In VCB locos closes on common branch of Q45, C118 & MTDJ).

8. Ensure pantograph is raised and touching to contact wire. 9. Close BLDJ and press BLRDJ, relay Q45 energizes through CCDJ, BP1DJ N/C I/L, BLDJ

N/O I/L (now closed), ZPT I/L (closes on ‘1’ or ‘2’ position), BLRDJ N/O I/L (closed when pressed) and through GR ‘0’ I/L.

10. When Q45 is energised one of its N/O I/L closes on Q44 branch, second on C118 coil branch, third one on Q30 branch in auxiliary power circuit and fourth one parallel to QLA in auxiliary power circuit.

11. Then Q44 energizes through Q45 N/O I/L (now closed), Q118 N/O I/L (now closed) and ASMGR closes on ‘0’ and on full notches I/L.

12. When Q44 is energizes its N/C I/L opens on Q118 branch (Q118 will not de energize because of 5 seconds time lag) and its N/O I/L closes on common path of C118, EFDJ & MTDJ.

13. C118 coil energizes through CCDJ, BP1DJ N/C I/L, BLDJ N/O I/L, ZPT I/L, Q44 N/O I/L, Q45 N/O I/L, QCVAR N/C I/L. C118 contactor closes in auxiliary power circuit and starting phase gets ready before closing DJ.

14. When C118 contactor is closed its N/C I/L opens on Q118 and N/O I/L closes on EFDJ branch (In VCB locos N/O I/L closes on MTDJ branch).

15. EFDJ energizes through all the safety relay N/C I/Ls, C118 N/O I/L (now closed), DJ N/C I/L. Simultaneously MTDJ also energises.

16. When EFDJ is energised air pressure is supplied to DJ servomotor to close DJ. When MTDJ is energised air pressure is stopped to DJ servomotor to keep DJ in closed condition (In VCB locos MTDJ energizes through the safety relay N/C I/Ls, C118 N/O I/L and QPDJ I/L When MTDJ energizes, pressure enters into puppet valve to lift puppet valve and DJ closes).

17. When DJ is closed LSDJ extinguishes through QV60 relay. 18. After closing DJ, EFDJ de energizes through DJ N/C I/L (now opened). Now the existing

pressure in DJ servomotor is exhausted through exhaust port and DJ remains in closed


60

condition through retaining spring (In VCB locos after closing DJ, path is maintained through DJ N/O I/L).

19. As the DJ is closed and OHE supply is available, TFWR and TFWA energizes, UA meter needle deviates and Q30 energizes (Q30 energizes at 215 volts of TFWA output) as these are connected to auxiliary power circuit. Q30’s N/O I/L close on Q44 branch.

20. ARNO initially works as single-phase AC induction motor and after few seconds’ works as an alternator. When it produces an out-put of 155 volts, QCVAR energizes causing automatic suppression of starting phase by opening its N/C I/L on C118 coil branch.

21. When C118 contactor is opened, its N/C I/L re-close on Q118 branch and opens on EFDJ branch (In VCB locos, C118 N/O I/L opens on MTDJ branch).

22. Now ARNO receives single-phase AC supply and produces 3-phase AC supply. Along with ARNO five direct auxiliary motors will start to avoid no load working of ARNO and simultaneously their respective relay I/Ls closes on Q118 and Q44 branches.

23. Along with ARNO five static devices also starts working. One of those is CHBA. When CHBA is working signaling lamp LSCHBA extinguishes and then BLRDJ to be released.

24. After releasing BLRDJ, relay Q45 de-energizes and its N/O I/Ls opens in different branches.

25. Q44 gets path through Q30 N/O I/L(now closed), GR ‘0’ I/L. Simultaneously Q44 also gets supply through QVSI-1 and QVSI-2 also.

26. Now DJ is maintained in closed condition through Q118, Q44 and MTDJ branches. 27. After closing DJ, close BLCP to start MCP. 28. After closing BLVMT and after starting of MVRH, MVMT-1 & MVMT-2, Q118 gets

path through QVMT-1, QVMT-2 & QVRH N/O /Ls. 29. After taking first notch GR ‘0’ I/L open on Q44 branch and path is maintained through

QVSI-1 and QVSI-2 I/Ls. 30. After taking sixth notch GR ‘0-5’ I/L open on Q118 branch and path is maintained through

C105, C106& C107 N/O I/Ls. 31. From 6th notch to 32 notches there is no change in DJ control circuit.


61

HVRH

HVMT2

HVSL2

HVSL1

C 1

18

HVMT1

C 1

05

C 1

06

C 1

07

HPH

Q 4

6

HQCVAR

BL2

BL1

HVSI1

QVSI1

HBA

-VE

110VD.C

1

(35A)

BA

ADD.C

CBA

1

DJ CONTROL C

IRCUIT

(ABCB)

ASMGR

CL.O

N

FULL

0.6

Sec.

Q 4

4Q 4

5

0

QVSI2

CL.O

N'O

' G

R

0

HVSI 2

CL.O

N

GR

'O'

cl 1

or2

BL 1

RDJ

ZPT1

BV BP2DJ

QRSI2

QRSI1

C 1

18

C 1

18

DJ EFDJ

MTDJ

Q 1

18

QPDJ

CL.O

N0-5

GR

QLAQ44

QOA

QLM

QOP

QOP

Q45

QCVAR

ZPT2

cl 1

or2

BL RDJ

2

726

731

BV

QVSL2

1 2

QPH

QCVAR

QVMT2

QVRH

QVSL1

+110V

CCBA

(35A)

Q 4

5

(10A)

CCPT

717

700

Q 3

0BL1DJ

CCDJ(6A)

BP D

J

BL DJ

2

QVMT1

5 S

ec.

HVMT2

HVMT1

Q 4

4

C107

C106

C105

NOTCHES

5 S

ec .

Q118

0.6

Sec.

0.6

Sec.


62

(10A)

10

ADD. CCBA

110V D

.CBA

35 A

MPS

717

'O'

10

HBAC

L.O

N G

R

CCBA

+110V

35A

CCPT

700

Q45

DJ CONTROL C

IRCUIT

(VCB)

Q 4

4Q45

C118

FULL

CL.O

N

ASMGR

'O'

GR

CL.O

NQCVAR

739

MTDJ

QPDJ

QPDJ

C118

EFDJ

MTDJ

Q 1

18

5Sec.

QCVAR

QRSI1

QRSI2

DJ

C118

733

S.I (HOR)

QRSI2

QLM

QOA

QOP2

QOP1

C105

Q46

C107

C106

0-5

GR C

L.O

N

HVMT 1

HVMT 2

HPH

HVSL2

HQCVAR

QVSL2

QPH

Q44

BL1DJ

BL1

BL1RDJ

Q45

HVSI1

HVSI2

QVSI1

QVSI2

ZPT1

cl 1

or2

Q30

BL2

BV BP2DJ

BL2DJ

cl 1

or2

ZPT2

BL2RDJ

CCDJ

BP1DJ

(6A)

QLA

Q44

726

BV

731

C105

QVMT1

HVMT2

HVRH

HVSL1

QVMT2

QVSL1

QVRH

C106

C107

C118

HVMT1

NOTCHES

0.6

Sec.

Q118

5Sec.

0.6

Sec.

0.6

Sec.


63

E-Loco-1.3.03 AUXILIARY CONTROL CIRCUIT This circuit is intended to give 110 volts supply to the auxiliary motor contactor coils. Q100 BRANCH: This is auxiliary controlling relay. After closing DJ, this relay energizes through CCA fuse, DJ N/O I/L, C118 chronometric I/L and Q100 N/C I/L. Once Q100 is energised, N/C self-I/L opens and path is maintained through RQ100. Q100 is having three N/O I/Ls. One N/O I/L closes on compressors control circuit branch, second N/O I/L closes on exhausters control circuit branch and third N/O I/L closes on blowers control circuit branch. NOTE : If EP C118 is provided, C118 chronometric I/L will not be available. To substitute this, Q100

is provided with time delay of 5 seconds, and named as QTD 100 / QTDX. BLOWERS CONTROL CIRCUIT: After closing BLVMT 1/2, all blower contactor’s coils get supply through Q100 N/O I/L. First, C107 coil gets supply through HVRH switch closes on ‘1’ or ‘3’ position. Along with C107, QTD 105 also energizes through VS15 diode. QTD105 relay’s N/O I/L close after 8 seconds on common path of C105, QTD106. C105 contactor closes through HVMT1 closes on ‘1’ or ‘3’ position. After closing of C105 it’s N/O I/L closes on its same path to avoid chattering of contactor, this N/O I/L also used to give supply to QTD106 during wedging of C105 contactor (if QTD105 is not energised). Along with C105, QTD 106 also energizes through VS17 diode. QTD106 relay’s N/O I/L close after 8 seconds on C106 coil branch. Third, C106 contactor closes through QTD106 N/O I/L and HVMT2 close on ‘1’ or ‘3’ position. After closing of C106 it’s N/O I/L closes on its same path to avoid chattering of contactor.

E-Loco-1.3.04 COMPRESSORS CONTROL CIRCUIT: After closing BLCP, compressor contactors coils gets supply according to HCP position through BLCP 1/2, RGCP I/L and Q100 N/O I/L. RGCP is provided to close the compressor contactors when MR pressure is 8kg/cm2 or less and to open the compressor contactors when MR pressure is 9.5kg/cm2 or more (cut in 8kg/cm2 cut-out 9.5kg/cm2). When pressure reaches to 9.5kg/cm2, RGCP I/L opens on compressor contactors coils and closes on VEAD to drain out moisture from MR 1 & 2 through ADV 1& 2. Again VEAD de energizes at 8kg/cm2 through RGCP. When compressor contactors are opened, through N/C I/Ls of C101, C102 & C103 time lag relay Q119 energizes. Through Q119’s N/O I/L, Un-loader valves energize to remove the back up pressure from each CP delivery pipe. Q119 is also having one N/C I/L on last MCP contactor coil. This interlock is provided to late start of last MCP after 5 seconds when we select MCP3 along with any other MCP (parallel to this Q119 N/C I/L HCP switch closes on ‘3’ position is also provided to start last MCP when it is only selected). To select required No. Of MCPs, isolation switch ‘HCP’ is provided. This switch is having 8 positions (0, 1, 2, 3, 1/2, 2/3, 1/3 & 1/2/3). Switch BLCPD is provided to bypass RGCP interlock. When this switch is closed, RGCP interlock is bypassed and compressor contactor coils will get continuous supply and MR pressure creates maximum up to 10.5 kg/cm2.


64

Q 1

00

+110V

COMPRESSORS &

EXHAUSTERS C

ONTROL C

IRCUIT

VEF( E )

C 1

01

B-V

E

Q 1

00

5 sec

Q 1

19

1VEAD

V

EUL's

23

C 1

02

C 1

03

101

629

RQ 100

400

Q 1

19

5 S

EC

C 1

03

406

407

QRS2

408

(MPV2)

C 1

11

(MPV1)

C 1

21

BL2QPV

421QV64

292

285

ZPV

ZPV

CL O

N B

RCTF 3

BL1QPV

22

1C 1

18

C 1

02

C 1

01

5 S

ec

100

RGCP

CUT O

UT 9

.5KG/C

m²

CUT IN 8

KG/C

m²BLCP

1

Q 1

00 Q 1

19

5 S

ec

HCP

HCP

HCP

HCP

BLCPD

089

DJ

CCA (6A)

FROM

CCPT

(005)

HCP

CTF 1

CL O

N B

RCTF 2

CL O

N B

R

Q 1

00

BL1PV

PVEF2

1

BL2PV

32

POSIT

ION)

( SIN

GLE C

P

QRS2

PVEF1


65

BLOW

ERS C

ONTROL C

IRCUIT

BA -VE

C107

110V D

C

+ V

E

DJ

BLVMT 1

CCA (6A)

BLVMT 2

C118

5Sec

RQ 1

00

Q 1

00

HVRH

VS15

Q 1

00

QTD 1

05

C 1

05

QTD 1

06

C 1

06

8Sec

8Sec

VS17

QTD 1

05

8"

C 1

05 HVMT 1

Q 1

00

QTD 1

06

8"

C 1

06

HVMT 2

C 1

07

GR C

L

ON 1

-32

CCLSA (6A)

MPJ

FR

FR

TO

SIG

NALLIN

G

CIR

CUIT

O

IL C

OOLER

BLOW

ER M

OTOR

TRACTIO

N M

OTOR C

OOLIN

G

B

LOW

ER M

OTORS


66

E-Loco-1.3.05 EXHAUSTERS CONTROL CIRCUIT: To close MPV contactors C111 or C121, HCP should be on ‘1’ or ‘2’ or ‘3’ position, relay QRS should be in energize position, Q100 should be in energize position and BLPV should be in close position. To select the required MPV, a switch is provided called as ZPV. This switch is having 4 positions (1, 2, 3 & 4). When ZPV is in 1 or 2 positions and when BLPV & BLQPV are closed, both exhausters works to create vacuum faster in train pipe. 3 & 4 positions are called isolation positions. When Loco Pilot applies A9 to emergency, relay QRS de energizes and exhausters also stops working.

ZPV position When BLPV closed When BLQPV closed along with

BLPV

1 C111 closes MPV2 works C121 also closes

2 C121 closes MPV1 works C111 also closes

3 C111 closes MPV2 works Isolation position of MPV1

Only C111 closes

4 C121 closes MPV1 works Isolation position of MPV2

Only C121 closes E-Loco-1.3.06 STATIC BATTERY CHARGER (CHBA) Battery charger is a static device for charging the batteries as well as to maintain the control circuit in energised condition. After closing DJ, it receives 380V supply from ARNO. The charger has a step down transformer to step down 380 V ac. into 110V AC and further converted to 110V DC supply by means of a bridge rectifier. The output of CHBA (110V DC) is fed to batteries for charging as well as for energizing control circuit. When the charger is kept in working condition, relay QV-61 will energise and lamp "LSCHBA" extinguishes by opening it’s normally closed I/L in signaling circuit. An Ammeter is provided on battery charger to indicate the rate of charging. A voltmeter UBA along with ZUBA is provided to measure the battery voltage and charger voltage. UBA indicates battery voltage only when DJ is in open or HCHBA is placed on zero. A fuse tester ECC is provided with lamp LECC across the batteries to check the condition of the spare fuse available in TB panel.


67

DJ

CKT

O

O

O

BATTERY,C

HBA &

PANTO C

ONTROL C

IRCUIT

TH

HOBA

OFF

ON

RHOBA 210

UBA

-+

VLECC

110V DC

HBA

ADDL.CCBA(35A)

01

ECC

SPM S

IGNAL

CONVERTER

SIG

NALLI N

G

CIR

CUIT

CCLS (6A)

ZUBA

ZCPA MCPA

M

B -

CAB-1 LAMPS

FOR MEASURING

INSTRUMENTS

CAB-2 LAMPS

FOR MEASURING

INSTRUMENTS

CAB LIGHTSCCLC (6A)

CCLF2 (6A)

CCLF1 (6A)

CCBA (35A)

TH

LTBA

RPQOA

QOA

RQOA

01

HQOA

AUXIL

IARY P

OW

ER

C

IRCUIT

2 x 680

TH

RPQOP2

QOP2

RQOP2

3 x 3200

TH

TH

RPQOP2

QOP2

RQOP2

3 x 3200O

OFF

ON

HQOP 2

TRACTIO

N P

OW

ER

C

IRCUIT

2

OFF

ON

HQOP 1

TRACTIO

N P

OW

ER

C

IRCUIT

1

CCA (6A)

AUXIL

I ARY

CONTROL

CIR

CUIT

CCPT (10A)

+ 1

10V D

C FROM B

ATTERY

ZPT 1

1 0

21 0

2

ZPT 1

BL2SN

BL2SN

BL1SN

BL1SN

PANTOGRAPH

VEPT2

VEPT1

D1

D1

D2

D2

D2

D2

D1

D1

C19

C19

C18

C18

CHBA

BATTERY

CHARGER

HCHBA

110V A

C S

UPPLY

A1 0 1 0

380V AC FROM

ARNO

U V

01


68

TR

AC

TIO

N M

OT

OR

PO

WE

R C

IRC

UIT

(W

AG

5) M

OD

IFIE

D

S 33

S 31

S 32

S 21

S 22

S 23

RS

I2

HO

1H

O 2

FR

OM

SL2

-2

RS 12

13. 2

KR

Q20

Q 2

0

RS 11

RS 13

RS 22

RS 2381

J1RS 21

72

MF1

RPS1

4

10C

TF

15

SJ2

SJ1

MF2

MF3

RS 33

RS 31

RS 32

94

RPS2

J1

103

12

116

CT

F1

QD

1

SJ3

CT

F 3

-4

4

SL2

-1

SL1

-2

S 12

S 11

FR

OM

RS

I1

SL1

-1M

VR

F

1Q

F1

CT

F1

71

U1

RF

1R

U1

S 13

2

U2

RF

2R

U2

L1L 2

28C

TF

1

S 52

S 53

S 51

S 63

S 62

S 61

S 43

S 42

S 41

QD

2

RPS4

RS 43

MF4

RS 42

RS 41

SJ4

125

RPS3

116J1

RPS5

MF5

RS 53

81J2

RS 51

RS 52

2 7

12C

TF

26

11

SJ5

QD

2

J2

1 1

RPS6

RS 63

MF6

RS 62

910

J24

3

RS 61

511C

TF

3

SJ6

6

10

5 12 CT

F2

4 5

L5

3

39

A3

QD

1

CT

F1

RF

3

4

U5

A4

QF

2

7CT

F2

1

RU

5R

F4

L3L4

RU

6

5

U6

CT

F 3

-6

28CT

F2

12

RF

5

6

39C

TF

2

RF

6

L6

10

6


69

E-Loco-1.3.07 TRACTION POWER CIRCUIT

DESCRIPTION: Traction power is intended for giving Tractive effort to the loco. The power according to the requirement is tapped from TFWR is separated by one primary and two secondaries. These traction transformers are called as TFP-1 and TFP-2. From these traction transformers supply is going to RSI blocks where AC is converted as DC and is supplied to traction motors through line contactors. TFWR: This is the main transformer, which gets energised initially when DJ is closed. The tap changer is connected to the working taps and the supply is drawn through the bus bars and CGR contactors to primary coil and then circuit completes through autotransformer A0 terminal. TFP1 & TFP2: These are secondary transformers having equal capacity in all respects. TFP1 gives supply to RSI-1 and TFP-2 gives supply to RSI-2 blocks. These two secondaries energize automatically when ever the TFP is energised by the tap changer. a6, a5 are the terminals connecting TFP-1 and a3, a4 are the terminals connecting TFP-2 with RSI-1 & 2 respectively. These terminals are located in HT2 compartment (in WAG7&WAP4 TFP-1 terminals are a3, a4 and TFP-2 terminals are a5, a6. QRSI-1/QRSI-2: These are over current relays to protect RSI Blocks 1 & 2 respectively from over current. If over current flows in Traction Power Circuit, this relay energizes and trips DJ.

Following items to be checked when QRSI 1 energised:-

RSI 1, SL1, J1, CTF1,2,3, a6,a5 terminals, RCC panel, MVRF, Q 20, L1,L2,L3, TM1,2,3, QD1, SJ1,2,3, Ammeters & Voltmeters with resistances / shunts, Shunting contactors and resistances.

Following items to be checked when QRSI 2 energised:- RSI 2, SL2, J2, CTF1,2,3, a3,a4 terminals, RCC panel, L4,L5, L6, TM4,5,6, QD2, SJ4,5,6, Ammeters & Voltmeters with resistances / shunts, Shunting contactors and resistances. Note: Setting of QRSI: HETT 5400 KVA TFR – 4000 AMPS (WAG 7 & WAP 4). HETT 3900 KVA TFR – 3600 AMPS (WAM4, WAG 5). RSI-1 & RSI-2: These are rectifier blocks to convert AC to DC through bunch of diodes. If one diode is punctured, LSRSI glows on Loco Pilot’s desk. From RSI -1 supply goes through SL1 and from RSI - 2 supply goes through SL2. Motors MVSI1 & MVSI 2are provided to cool the RSI blocks. SL-1 & SL-2: SL1having two windings as SL-1/1 & SL-1/2 to absorb AC pulses coming out from RSI-1 block. Similarly SL-2 having SL- 2/1 & SL-2/2 to absorb AC pulses came out from RSI-2 block. These are cooled by motors MVSL-1 and MVSL-2 respectively. LINE CONTACTORS: There are six line contactors L1 to L6 to give supply to TMs 1 to 6 respectively. These line contactors are controlled by switches HMCS-1, HMCS-2, HVSI-1, HVSI-2, HVMT-1 & HVMT-2. J-1 & J-2: These are drum contactors operated by MPJ. J-1 controls direction of flow of current in TMs1, 2&3. J-2 controls direction of flow of current in TMs 4, 5&6. Towards cab-1 leading both J1 & J2 operating handles should be in up direction and down direction for cab-2 leading. CTF 1, 2&, 3: These are the drum contactors operated by MP. These contactors are used for traction to braking and vice versa. For traction side these contactor’s handles should be up side and bottom for braking. RPS: RPS is a permanent resistance to TM field to absorb leftover AC pulses going to traction motor fields. These are located in cowl box. RPS resistances are cooled by MVRH. QD-1 & QD-2: These are differential current relays. QD-1 is connected between TM 2&3 and QD-2 is connected between TM 4&5. When ever there is differential of current more than 150Amps, this relay energise and causes auto regression of few notches, auto sanding and LSP lamp glow on Loco Pilot's desk.

The following are the reasons for QD action, 1. Wet / greasy rails. 2. Slipped pinion. 3. Locked Axle. 4. Excess load. 5. Brake binding on formation.


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6. Gradient. 7. Defective shunting contactor. 8. Defective line contactor. 9. Defective traction motor. 10. Defective track. Q 20: Q20 is an over voltage relay for the protection of traction power circuit. When ever traction power circuit fed more than 865 volts, this relay energizes and regress few notches automatically.. This relay is connected across +ve and –ve levels of RSI 1 out put. When Q 20 is energised, causes auto regression of GR by closing its N/O I/L on Q 51 branch of SMGR control circuit and sounding of SON in both cabs(In few locos LSOV also will glow). Note: Q20 setting is 865 volts. But TM voltage is restricted to 750 volts AMMETERS & VOLTMETERS: Ammeters and voltmeters are provided to know the current / voltage going to traction motors. AM-1/1 & AM-1/2 connected to TM 3, AM-2/1 & AM-2/2 connected to TM 4. U1 connected to TM1, U2 connected to TM6. MODIFIED METERS CONNECTION CAB 1 CAB 2 U1 U2 A3 A4 U5 U6 TM1 TM2 TM3 TM4 TM5 TM6 DEFECTS NORMALLY EXPERIENCED ON LINE 1. DJ tripping through QRSI 1/ QRSI 2 2. DJ tripping through QOP1 / QOP2 3. Auto regression of GR through QD action. 4. Auto regression through Q20. 5. Auto regression through QE / QF1 /QF2 while using RB. 6. Non-closing of all line contactors / any one line contactors. 7. Improper setting of J1 &J2.

TRACTION MOTOR CURRENT RATINGS:

LOCO TYPE OF TFP

TYPE OF TM

STARTING CURRENT CONTINUOUS CURRENT

MAX VOLTA

GE 2min 10min 60min

Amps Amps Amps Amps Volts

WAG 5 HETT 3900 TAO 659

1100 1000 840 750 750

WAG 5 HETT 3900 HS

15250A 1200 1150 840 750 750

WAG 7 HETT 5400

HS 15250A

1250 1150 960 900 750

WAP 4 HETT 5400 HS

15250A 1250 1150 960 900 750

WAM 4 6P

HETT 3900 TAO 659

1100 1000 840 750 750

WAM 4 BOT 3460

TAO 659

1100 1000 750 667 750

QOP1 will energise due to earth fault in any of the following equipment. 1. a5 , a6 terminals 2. RSI 1 3. SL 1 4. J1 5. CTF 1, 2, 3


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6. L1, L2, L3 7. Shunting contactors & resistances 8. QD1 9. SJ1, SJ2 & SJ3 10. Q20 & RQ20 11. Ammeters and voltmeters 12. Traction motors 1,2,3 13. RCC Panel In WAG 5 loco if QOP1 acted check C145, ATFEX, RB compartment, QE, QF1 & QF2 additionally. In WAG 5 loco if QOP-1 acted during RB check equipments concerned to TPC-2 also.

QOP2 will energise due to earth fault in any of the following equipment.

1. a3, a4 terminals 2. RSI 2 3. SL 2 4. J2 5. CTF 1, 2, 3 6. L4, L5, L6

7. Shunting contactors & resistances 8. SJ4, SJ5 & SJ6 9. QD2 10. Ammeters and voltmeters 11. Traction motors 4,5,6 12. RCC Panel. In WAG 7 and WAP 4(with RB) locos if QOP 2 acted check C145, ATFEX, RB compartment, QE, QF1 & QF2 additionally. In WAG 7 and WAP 4(with RB) locos if QOP-2 acted during RB check equipments concerned to TPC-1 also. HQOP1/2 is provided for clearing the section by the loco pilot during QOP 1/2 is unable to reset by keeping HQOP1/2 in OFF.

ISOLATION OF TRACTION MOTORS IN DIFFERENT LOCOS:

LOCO TM POSITIVE NEGATIVE

WAM 4

WAG 5

WAG 7

WAP 4 (With RB)

1 HMCS 1 IN 2 J 1 – 8

2 HMCS 1 IN 3 J 1 –10

3 HMCS 1 IN 4 J 1 –12

4 HMCS 2 IN 2 J 2 – 8

5 HMCS 2 IN 3 J 2 –10

6 HMCS 2 IN 4 J 2 –12

WAP 4

1 HMCS 1 IN 2 J 1 – 8

2 HMCS 1 IN 3 J 1 -10

3 HMCS 1 IN 4 J 1 –6

4 HMCS 2 IN 2 J 2 – 6

5 HMCS 2 IN 3 J 2 –10

6 HMCS 2 IN 4 J 2 –8


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E-Loco-1.3.08 RHEOSTATIC BRAKE

It is one type of electrical braking. This can be used in the following circumstances.

� To maintain constant speed on falling down gradients. � To control the speed of the train while approaching signals, speed restriction etc,.

ADVANTAGES OF RB: � Less wear and tear of brake blocks wheels and track. � Increases the life of bearings. � Easy and safe to run heavy loads over steep gradients.

PRINCIPLE OF RB WORKING � During application of RB, all the traction motors are disconnected from the power supply and

each resistor of DBR unit is connected across the traction motor armature through CTF contacts.

� Simultaneously, the main fields of all the traction motors are get connected in series through CTF contacts, thus making the traction motors to work as separately excited generators.

� Excitation current to the field windings, which are already connected in series, is fed from ATFEX that is connected across one of the secondary windings of main transformer.

� Current in the separately excited fields of each TMs may be increased or decreased by progression/ regression of tap changer through MP depending upon the dynamic braking effort required to control the speed of the train.

� Armatures, which are already in motion, runs in the magnetic field start generating current. � Hence all the kinetic energy of the moving masses is converted into electrical energy generated by

traction motors and dissipated in the form of heat energy in the forced air-cooled braking resistance bank (DBR).


73

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WORKING OF RHEOSTATIC BRAKING � MP to be moved from 0 to P, the following actions take place

a. CTF 1, 2 & 3 set to braking side. b. C 145 contactor closes and ATFEX comes into service. c. All line contactors remain in open condition. d. LSB signaling lamp glows and extinguishes. e. All TM field coils are connected in series through CTF 1, 2 & 3 contacts. f. All TM armatures are connected to RF resistances through CTF 1, 2 & 3.

� Move MP from ‘P’ to ‘N’ in braking side and move to ‘+’ for progression. a. The progression of GR causes excitation of magnetic field of each TM. b. LSDBR is to be extinguished below 5 notches (in some locos below 10 notches). c. Progress the notches as per requirement, and GR is to be kept on same notch till required

speed is achieved. d. After achieving the required speed, notches to be reduced accordingly.

� For moving to traction side keep MP from ‘N’ to ‘P’ and then to ‘0’. Ensure glowing and extinguishing of LSB, which indicates proper setting of CTF contactors towards traction side and opening of C145.

� When notches are progressed in braking side, AC supply from TFP 1 goes to ATFEX, from there to RSI 1 where rectified to DC and smoothened by SL 1.

� Therefore DC current is fed to all TM fields (RSI1 to MF 1, 2, 4, 5, 6 to MF 3 and back to RSI1) in series.

� During RB all the traction motors work as separately excited generators. � While progressing notches in braking side the 6 TM fields get excited and magnetic flux is

created. � As the armature is already in motion it cuts the magnetic flux and EMF is generated in armature. � This generated EMF is fed to RF resistances for current flow in armature. � Current in the separately excited fields of each TM may be increased or decreased by progression

/ regression of tap changer through MP depending upon the dynamic braking effort required to control the speed of the train.

� Hence kinetic energy of moving train is converted into electrical energy by TMs and dissipated in the forced air-cooling braking resistance bank.

� The current flowing in the armature will develop a magnetic flux such that to oppose the very cause of producing it i.e. to oppose the rotation of the armature. Thus a retardation force will be developed in the TM armature.

� Current generated in the TM armature depends on the braking excitation current and speed of the train.

� RF resistances are cooled by MVRF (DC series motor), which is connected to TM 1 armature out put. (3 Ø AC MVRF provided in few locos)

� When MVRF is working effectively, LSDBR signaling lamp extinguishes through QVRF relay. � Generation of Current & induced EMF during RB is limited to 600 Amps & 325 volts.

PROTECTIVE EQUIPMENT IN RHEOSTATIC BRAKING:

QE: It is an over current protection relay for excitation. During RB, if excitation current exceeds 900Amps to ATFEX, this relay will energize and cause auto regression of GR by de-energising Q50 relay. When this relay energizes, a red target drops on the face of the relay.

QF 1 & 2: These are over current protection relays for generated current. During RB, if generated current exceeds 700 Amps, this relay will energise and cause auto regression of GR by de-energising Q50 relay. QF 1 is connected in series with RF 1 and QF 2 is connected in series with RF 4. When this relay energizes, a red target drops on the face of the relay.

SWC: It is a pressure switch. During RB, if loco brake cylinder pressure exceeds 1kg/cm2 by any reason, SWC acts and its interlock opens on Q50 relay braking path, there by GR comes to ‘0’.


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NOTE:

• In WAG7 and RB provided WAP4 locos RSI 2 out put is connected to all TM fields in series (RSI 2 to MF 1, 2, 3, 4, 5 to MF 6 and back to RSI 2).

• During RB, ammeters and voltmeters will indicate the amount of current and voltage generated in TM armatures. During RB, ammeter deviates down wards and voltmeters deviate upwards as usual.

• RB can be operated only when all TMs are in service.

• RB is not used when Q50 relay is wedged, when MP is not working.

• Maximum efficiency of braking effort is achieved at speed range between 40-50 Kmph

E-Loco-1.3.09 CONTROL CIRCUIT OF QWC

QWC relay is provided to eliminate the action of QD while starting the train from yard and on gradients. This relay gets feed from CCPT (10 Amps) fuse. When ZQWC is pressed, through GR ‘0-1’ I/L, QWC N/C I/L, relay QWC energizes. When QWC is energised, it’s N/C I/L open and path is maintained through RQWC. QWC maintains in energize position even after taking second notch through QWC N/O I/L parallel to GR ‘0-1’ I/L. In non-modified locos (only 6 shunting contactors I.e., S1, S2, S3, S4, S5 & s6), when QWC is energised its N/O I/L closes on the branch of S1, S2 & S4 and also on S3, S5 & S6. Now from CCPT fuse, through GR ‘0-15’ I/L, J1 ‘F’ & J2 ‘F’ I/L and QWC N/O I/L shunting contactors S3, S5 & S6 coils energised and contactors S3, S5 & S6 gets closed when cab1 is leading. During cab2 leading, when ZQWC is pressed supply from CCPT fuse, through GR ‘0-15’ I/L, J1 ‘R’ & J2 ‘R’ I/L and QWC N/O I/L shunting contactors S1, S2 & S4 coils energised and contactors S1, S2 & S4 gets closed. In modified locos where 18 shunting contactors are provided and when ZQWC is pressed, S13, S23 & S43 closes during cab2 leading and S33, S53 & S63 closes during cab1 leading. In these locos QWC action is up to 10th notch only. E-Loco-1.3.10 CONTROL CIRCUIT FOR FIELD WEAKENING For field weakening in modified locos three sets of shunting contactor and shunting resistances (four set in case of WAP4 locos) are provided for each traction motor. Field weakening can be remotely controlled by MPS from Loco Pilot’s desk. MPS can be operated only when MP is on ‘N’. MPS is having 5 positions; those are 0, 1, 2, 3 & 4. But fourth position is working only in WAP4 locomotives. When MPS is moved to first position, S11, S21, S31, S41, S51 & S61 will close and RS11, RS21, RS31, RS41,R S51 & RS61 will be connected across to the fields of traction motors 1 to 6 respectively and speed will increase gradually. When MPS is moved to 2nd position, S12 to S62 closes and RS12 to RS62 will be connected across the field of traction motors. In the same way when MPS moved to 3rd position S13 to S63 closes and RS13 to RS63 will be connected across the field of traction motors. MPS should be operated in the following manner. 1. After applying maximum voltage to traction motors i.e., 750 volts. 2. After stabilizing current to traction motors. 3. GR should be in between 20-32 notches. 4. Time gap should be given for each MPS operation either for progression or for regression.


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E-Loco-1.3.11 CONTROL CIRCUIT OF REVERSERS, CTFs, C145 & IP (E)

This circuit is provided to operate reversers, CTFs, C145 and IP (E) valve. This circuit ensures correct preparation of the loco on traction side and on braking side. This circuit is fed through fuse CCPT (10 Amps). Reversers J1 & J2: These are the drum contactors to change the direction of flow of current in traction motor fields. In cab1, if MPJ1 is put to forward position or in cab2, if MPJ2 is put to reverse position, through running I/Ls of CTF 1, 2 and 3 and through GR ’0’ I/L, J1 ‘F’ & J2 ‘F’ electro valves energizes. When J1 ‘F’ is energised, it allows pneumatic pressure to operate the drum contactor J1 and its handle goes upwards. Similarly when J2 ‘F’ is energised, pneumatic pressure enters to operate the drum contactor J2 and its handle goes upwards. In cab1, if MPJ1 is put to reverse position or in cab2, if MPJ2 is put to reverse position, through running I/Ls of CTF 1, 2 and 3 and through GR ’0’ I/L, J1‘R’ & J2 ‘R’ electro valves energizes. When J1 ‘R’ is energised, it allows pneumatic pressure to operate the drum contactor J1 and its handle goes downwards. Similarly when J2 ‘R’ is energised, pneumatic pressure enters to operate the drum contactor J2 and its handle goes downwards. CTF1, CTF2 & CTF3: These are drum contactors identical to reversers J1 & J2. When MP is on traction side, CTF1, CTF2 & CTF3 traction coils energizes through J1 & J2 ‘F’ I/Ls or through J1 & J2 ‘R’ I/Ls. During traction, CTF1, CTF2 & CTF3 handles are set to upwards. When MP is kept on ‘P’ position on braking side, CTF1, CTF2 & CTF3 braking coils energizes through J1 & J2 ‘F’ I/Ls or through J1 & J2 ‘R’ I/Ls. During braking, CTF1, CTF2 & CTF3 handles are set to downwards.

E-Loco-1.3.12 ENERGISATION OF Q50 RELAY Traction Side:- This is a supervising relay provided to ensure correct preparation for the traction as well as braking side. When ever cab1 MPJ is kept on ‘F’ or cab2 MPJ is kept on ‘R’ position, J1 & J2 drums set to upward position. When ever cab1 MPJ is kept on ‘R’ or cab2 MPJ is kept on ‘F’ position, J1 & J2 drums set to downward position. Traction side supply for relay Q50 goes from CCPT fuse and through BL1, MPJ ‘F’ or MPJ ‘R’, J1 ‘F’ & J2 ‘F’ OR J1 ‘R’ & J2 ‘R’, CTF1 (Rng), CTF2 (Rng), CTF3 (Rng), C145 N/C, DJ N/O (now closes), Q50 N/C, GR ‘0’, MP ‘0’ and BL1 interlocks, the circuit completes for Q50 relay and energizes. When Q50 is energised, it’s N/C I/L open and path is maintained to Q50 through RQ50. Q50 N/O I/L closes parallel to GR ‘0’ and MP ‘0’ I/Ls, so the path to Q50 is maintained even after moving MP to ‘N’ position and GR is moved away from ‘0’. Whenever Q50 is energised, the following I/Ls will close or open on different control circuits that are given below.

I. NC interlock opens on QV64 branch in signaling lamp circuit. Hence LSB extinguishes. II. NO interlock closes parallel to MP ‘0’ and GR ‘0’ interlock on Q50 control circuit.

III. NO interlock closes on line contactors control circuit. IV. NC interlock opens parallel to RQ50 in Q50 control circuit. V. NC interlock opens on VE2 coil in tap changer control circuit.

VI. NO interlock closes on VE2 coil in tap changer control circuit. VII. NO interlock closes on VE1 coil in tap changer control circuit.

Braking Side:- This relay energizes whenever MP is kept on ‘P’ position on braking side to indicate preparation is correct on braking side. To energize Q50 on braking side, CTF1, CTF2 & CTF3 drum contactors should be thrown to braking side and contactorC145 should close. When ever MP is kept on ‘P’ position, CTF 1, 2 & 3 running side interlocks opens on Q50 traction side and at the same time CTF1, CTF2 & CTF3 braking side interlocks get closed on C145 / Q50 branch. Braking side supply for relay Q50 goes from CCPT fuse and through GR ‘0-10’ in parallel with QVRF N/O I/L, TH1 and TH2 N/C I/Ls, CTF1 (Br),


80

CTF2 (Br), CTF3 (Br), HMCS1 closes on ‘1’ position, HMCS2 closes on ‘1’ position, C145 coil energizes. Just above C145 coil, the supply also goes to Q50 braking side. Now C145 N/C I/L opens on Q50 traction path and N/O I/L closes on Q50 braking path. Then through QE, QF1 & QF2 N/C I/Ls, SWC N/C I/L (opens at 1kg/cm2 of BC pressure), C145 N/O I/L, DJ N/O I/L, Q50 N/C I/L, Q50 coil, GR ‘0’/CTF 1,2 & 3 braking side, Mp closes on ‘0’/’P’ and BL I/L, circuit completes and Q50 energizes on braking side. So signaling lamp LSB glows for a movement and extinguishes. This indicates preparation for braking side is correct. When Q50 is energised, it’s N/C I/L open and path is maintained to Q50 through RQ50. Q50 N/O I/L closes parallel to GR ‘0’/CTF1, 2 & 3 Br I/Ls and MP ‘0’/’P’ I/Ls, so the path to Q50 is maintained even after moving MP to ‘N’ position and GR is moved away from ‘0’. IP electrical valve: This is a vigilance electro valve, which gets energised in traction side as soon as battery is switched on. Traction side this valve gets supply from CCPT fuse and through CTF2 (Rng) I/L (parallel with GR ‘0-10’ I/L), CTF2 (Rng) I/L (parallel with Q30 N/O I/L). In braking side, this will energize through GR ‘0-10’ / QVRF N/O I/L, two thermal relays N/C I/Ls and through Q30 N/O I/L. During rheostatic braking side, if DJ tripping / no tension takes place, IP valve de energizes causing destruction of BP pressure through IP mechanical valve. In such cases close IP cutout cock and work the train further.


81

HMCS2

RQ 4

8

LIN

E C

ONTACTORS C

ONTROL C

IRCUIT

HMCS2

L1

L2

HMCS1

HMCS1

L3

L4

HMCS1

HMCS2

L5

L6

HMCS2

-VE

Q48

Q 4

8

0

HVMT1

21

HVSI1

3

CTF1(T

R)

CTF2(T

R)

CTF3(T

R)

Q50

CCPT(1

0A)

+110V

BL1

- ,+,N

(TR)

MP1

BL2

-,+, N

(TR)

MP2

BL2

BL1

DJ

2 HVMT2

HVSI2

20

1

01

33

L3

L4

L1

L6

QD1

HMCS1

QD2

CTF3(T

R)

DJ

CTF2(T

R)

CTF1(T

R)

VS3

GR C

L 1

-32


82

E-Loco-1.3.13 LINE CONTACTORS CONTROL CIRCUIT The rectified DC from RSI blocks is supplied to TMs through line contactors. For achieving this, line contactors should be closed. These line contactors will close, when MP is moved from ‘0’ to ‘N’ position. Conditions for CLOSING LINE CONTACTORS:

1. CCPT should be in good condition. 2. Unlock the BL 3. MP to be placed in 'N' position 4. Relay Q 50 should be in energised position 5. CTF1, CTF2 and CTF3 should be in running side 6. HVSI 1, HVMT 1, HVSI 2 & HVMT 2 switches should be in '1' or '3' position 7. HMCS 1 & HMCS 2 switches should be in ‘1’ position 8. To close line contactors, control air pressure should be more than 5 kg/cm2. 9. Both EP cocks should be in open position and EP drain cock in close position.

ENERGISING: 1. When the above conditions are fulfilled, L1,L2,L3,L4,L5,L6 coils will get feed through CCPT,

BL I/L, MP IN ‘+’, Q 50 N/O I/L, CTF1, CTF2 & CTF3 I/Ls closes in running side, HVSI 1, HVMT 1, HVSI 2 & HVMT 2 switches in '1' or '3' position and HMCS 1 & HMCS 2 switches in ‘1’ position

2. Once the line contactors are closed the N/O I/Ls of L1, L3, L4 & L6 will close. Now dual path will be maintained through these I/Ls, GR closes on '1-32' I/L, DJ N/O I/L, provided on parallel to MP.

E-Loco-1.3.14 Q48 CONTROL CIRCUIT

This relay energizes when ever QD! Or QD2 acts. When ever this relay energizes, the following actions will takes place.

a. Few notches auto regression of GR. b. Auto sanding. c. Red pilot lamp LSP glows on Loco Pilot’s desk.

Relay Q48 gets feed through CCPT (10 Amps) fuse, BL interlock, CTF1 (Rng), CTF2 (Rng), CTF3 (Rng) I/Ls, HMCS 1/2, QD1/2 and Q48 N/C I/Ls. After energisation of Q48 relay, its n/c i/l opens and path is maintained through RQ48. When Q48 is energised it’s three other N/O I/Ls closes in three different circuits.

1. N/O I/L of Q48 closes in the branch of Q51 there by Q51 energize causing auto regression of GR. 2. N/O I/L of Q48 closes in the sanders control circuit there by VESA1&2 or VESA3&4 gets

energizes causing auto sanding. 3. N/O I/L of Q48 closes in the branch of LSP control circuit and causes the lamp LSP to glow.

When ever QD1 is energizes due to the current difference in between TM2 and TM3, QD1 N/O I/L closes in Q48 branch (below HMCS1). Similarly when ever QD2 is energizes due to the current difference in between TM4 and TM5, QD2 N/O I/L closes in Q48 branch (below HMCS2).

Q48 gets energizes when QD1 or QD2 Or both acts only if HMCS1 or HMCS2 is placed in 1 & 3 position in non modified locos. In modified locos HMCS1 in 1 on 2 OR HMCS2 is in 1 or 4 position. E-Loco-1.3.15 TAP CHANGER CONTROL CIRCUIT This circuit is having progression coil branch (VE1), regression coil branch (VE2), Auto regression branch (Q51), notch-by-notch regression branch (Q52), GR full notch protection branch (Q46) GR oil pump branch (EVPHGR). To move GR from one notch to other 2.5 to 3.5 kg/cm2 pressure is required. It is supplied from control reservoir, which in turn gets supply from MR3. When VE1 coil is energised it allows the air


83

pressure to enter into the servomotor which operates GR in clock wise direction there by progression takes place. When VE2 coil is energised it allows the air pressure to enter into the servomotor which operates GR in anti clock wise direction there by regression takes place.

NOTCH-BY-NOTCH PROGRESSION When MP is moved from ‘N’ to ‘+’ position, VE 1 will energise through…

1. CCPT should be in good condition 2. MP closes on ‘+’ I/L 3. BL I/L closes when unlocked 4. ZSMS closes on '1' position 5. Q52 N/C I/L 6. Q51 N/C I/L 7. Q50 N/O I/L 8. ZSMGR closes on 6o clock position (pacco switch should be projected) 9. GR closes on 0-31 I/L 10. SMGR pressure is between 2.5 to 3.5 Kg/cm2 � Now VE 1 coil will energise and GR moves from o to 1st notch. � At half notch Relay Q 52 Will energise in the following manner.

Initially 1. MP closes on ‘+’ 2. ASMGR closes in between notches I/L 3. Q52 N/C self I/L 4. Relay Q52 in de energise condition (Closes it’s N/C I/L)

After energising maintaining path of Q52… 1. MP closes on ‘+’ 2. Q52 N/O I/L 3. Q 46 N/C I/L 4. RQ 52 � When Q 52 is energised, its N/C I/L will open on VE 1 coil branch. So, VE 1 de energizes and

further progression is stopped as long as MP is kept on ‘+’ position. � To take another notch, leave MP (It will move to ‘N’ position and Q52 de energizes) � Again move MP to ‘+’ position to take next notch.

NOTCH BY NOTCH REGRESSION: When MP is kept in ‘-’ position, VE 2 energizes through

1. CCPT should be in good condition 2. MP closes on ‘-’ 3. BL I/L 4. ZSMS closes on '1' position 5. Relay Q52 N/C I/L 6. Relay Q51 N/C I/L 7. Relay Q50 N/O I/L 8. ZSMGR closes on 6o clock position (Pacco switch should be projected) 9. GR closes on 32-1 I/L 10. SMGR pressure is between 2.5 to 3.5 Kg/cm2 � Now VE 2 coil energises and GR regress. � In between notches, Relay Q 52 energizes in the following manner.

Initially… 1. MP closes on ‘+’ 2. ASMGR closes in between notches I/L 3. Q52 self I/L (Q 52 N/C I/L) 4. Relay Q51 in de energise condition (Closes it’s N/C I/L)

After energising maintaining path of Q52… 1. MP closes on ‘-’ 2. Q52 N/O I/L 3. Q 46 N/C I/L


84

4. RQ 52 � When Q 52 is energised, its N/C I/L opens on VE 2 coil branch. So, VE 2 will de energise and

further regression is stopped as long as MP is kept on ‘-’ position. � To regress another notch, leave MP (It will move to ‘N’ position and Q52 de-energizes) � Again move MP to ‘-’ position.

QUICK REGRESSION OF GR: For quick regression of GR, keep MP on ‘0’ position, so that VE 2 coil only energizes. When MP on ‘0’ position, Q52 will not energise as there no ‘0’ interlock on Q52 branch. When GR comes to ‘0’, VE2 de energizes as GR 1-32 interlock opens


85

CC

PT

(10A

)

EV

PH

GR

-VE+

11 0

V

BP

P1

BP

R2

PO

SIT

ION

TA

P C

HA

NG

ER

CO

NT

RO

L C

IRC

UIT

CL

CL

6 'O

'CLO

CK

6 'O

'CLO

CK

Q51

VE

2

6-32

GR

CL

32-1

PO

SIT

ION

PO

SIT

ION

GR

CL

ZS

MG

RZ

SM

GR

VE

1Q

5 2

GR

CL

0-3 1

Q52

Q46

RQ

5 2

CL

ZS

MG

RZ

SM

GR

PO

SIT

ION

6 'O

'CLO

CK

CL

SRQ

48Q20Q

Q52 Q50

Q51

PR

2

BL1

12

ON

-,0

MP

CL

ON

1Z

SM

S

BP

R1

ON

'O'

ZS

MS

CL

BP

P2

ON

'O'

CLZS

MS

ON

'O'

ZS

MS

CL

MP

CL

ON

N,0

1 2

ON

+,-

VS

13

Q52

Q51

Q50 ZS

MG

R6

'O'C

LOC

K

ON

'O'

CLZS

MS

Q46

CL

Q52

ON

+ ON

1Z

SM

S

MP

1C

LM

P1

2

CL

CL

Q46

AS

MG

R

IN B

ET

WE

EN

NO

TC

HE

S

CLO

SE

S

RQ

46

AS

MG

R

IN B

ET

WE

EN

NO

TC

HE

S

OP

EN

S

ON

O2

1M

PC

L

1-32

GR

CL

2

BL2

Q51

Q50


86

EMERGENCY ELECTRICAL CONTROL (EEC) When GR cannot be operated with MP, operate with EEC operation.

For EEC working………. 1. Keep ZSMS in ‘0’ position (in non modified locos), by which, MP path will cut off and brings

BPP / BPR path into the circuit. 2. Keep MP on ‘N’ position, to close the line contactors. 3. When BPP is pressed, VE1 coil gets energised and GR progress only one notch. 4. In between notches Q52 energizes through VS13 diode, ASMGR closes in between notches I/L

and Q52 N/C self I/L. 5. Once Q52 is energized it maintains path through VS13 diode, Q52 N/O I/L, Q 46 N/C I/L and

RQ 52. 6. To take next notch, release BPP to de-energises Q52 and then press BPP again. 7. When BPR is pressed, VE2 coil energises and quick regression takes place as long as BPR is in

pressed condition. Release BPR when further regression is not required (There is no notch by notch regression facility with EEC operation since Q 52 will not come into service).

8. BPP & BPR are located on the Loco Pilot’s desk. MANUAL OPERATION OF GR:

Whenever GR cannot be operated electrically with MP or EEC, it should be operated manually by ZSMGR handle. Conditions to be fulfilled for manual operation of GR

1. MP should be kept on ‘N’ position to close the line contactors. 2. Q 44 should not be in wedged condition. 3. Rotate the ZSMGR handle from 60 clock to 30 clock position in anticlockwise direction. Now,

the Pacco switch will be pressed, electrical and pneumatic connections to SMGR will be cut off and also the existing pressure in the SMGR will be exhausted.

4. Extract the ZSMGR handle from 30 clock position. 5. Insert the ZSMGR handle to SMGR shaft at 60 clock position.

Q 46 branch: While quick regression, when MP is kept on ‘0’position, Q46 relay energizes through GR

closes on 1-32 I/L, ASMGR opens in between notches I/L, Q 46 N/C self I/L and ZSMGR 6’0 clock I/L. In between notches, Q46 de energizes since ASMGR I/L is opened. During quick regression with MP, if GR struck up on full notch, Q46 energizes and trips DJ (after 5.6 seconds) by opening its N/C I/L on Q118 branch. After energising Q 46, N/C self I/L will open and path will be maintained through RQ 46

Q 51 branch: Q 51 will energize in the following occasions. 1. When BP pressure drops below 2.8 kg/cm2 due to any reason, QRS 2 will de energise and it’s

N/C I/L will close on Q 51 branch. 2. If QD 1 or QD 2 is energised, Q 48 will energise and it’s N/O I/L will close on Q 51 branch. 3. If traction power circuit is fed with more than rated voltage, relay Q 20 energises and it’s N/O

I/L close on Q 51 branch. 4. If Vacuum is dropped with out A9 or BP pressure drops below 4.4 kg/cm2 with out A9, PR 2

will energise and it’s N/O I/L will close on Q 51 branch.


87

SIG

NA

LLIN

G L

AM

PS

CO

NT

RO

L C

IRC

UIT

QV

60 QV

63

QV

64

GR

OU

PLS

GR

S

ON

/LS

OV

-ve

LSD

JLS

CH

BA

6160

2 0Q

QV

QV

QC

VA

R

LSR

SI

LSB

LSP

LSLS

OL

Q48

21

BP

TB

PT

6462

QV

63

QV

QV

21

BP

TB

PT

QV

LSO

L

QV

LSO

L

+11

0V

21

BL

BL

OF

FO

N

ZLS

CC

LS(6

A)

RS

I2R

SI1

V L L

QV

60

S O

QV

62Q

V63

QV

64

IN

NO

TC

HE

SB

ET

WE

EN

AS

MG

R

Q

OP

EN

S

QV

61

DJ

ON

'O'

GR

CL

Q50

MICRO SWITCHES


88

EVPHGR branch: When GR is in between 6 to 32 notches, EVPHGR energizes through GR 6-32 I/L

E-Loco-1.3.16 SIGNALING LAMPS CONTROL CIRCUIT These lamps are provided to indicate the normal and abnormal working of important equipment in the Loco. The signal lamps are controlled by signal relays. Glowing of signal lamp indicates the abnormal condition of the apparatus and extinguishing lamp indicates the normal working of apparatus. The Pilot Lamp LSOL and LS group are intended for MU operation of Locomotives. The circuit gets energies if HBA is placed on ‘1’ position and BL key is unlocked, provided fuse CCLS and CCLSA are in good condition. The following Pilot Lamps are provided on the WAG-5 Locomotive.

1. LSDJ : It is Red in color and controlled by relay QV60. 2. LSCHBA : It is Green color and controlled by relay QCVAR & QV61 3. LSGR : It is Blue in color and controlled by relay QV62 4. LSRSI : It is White in color and controlled by relay QV63 5. LSB : It is Yellow in color and controlled by relay QV64 6. LSP : It is Red in color and controlled by relay Q48 7. LSAFR : It is Yellow in color and controlled by relay RGAF 8. LSOL : It is Amber in color and controlled by relay QVLSOL of other Loco 9. LS group : It is Red in color and controlled by a group of signaling relay inter-

locks namely QV60, QV61, QV63 and QV64. 10. LSDBR : It is Red in color and controlled by relay QVRF.

LSDJ : It is provided to indicate the position of main circuit breaker (DJ). The extinguishing of lamps indicates the DJ in closed condition. The normally closed inter-lock of the DJ is provided on relay QV60, when DJ is in open condition its normally closed I/L remains closed on QV60.Thereby the relay gets energise and the relays N/O I/L closes on LSDJ branch, making the LSDJ lamp will glow. When the DJ is closed condition its N/C I/L gets opened on QV60 branch. Thereby the relay QV60 de-energises and its normally open I/L of QV60 gets opened on LSDJ, thereby LSDJ lamp extinguished. Which indicates the Loco Pilots, that ‘DJ’ is in closed condition. LSCHBA : It is provided to indicates the condition of CHBA and ARNO. QV61 and QCVAR N/C I/L provided in LSCHBA branch. When Loco is in de-energised condition relay QV61 and QCVAR remains de-energised and there N/C I/L remains closed on LSCHBA branch and lamp LSCHBA will low. When DJ closed and ARNO fix-up rated voltage QCVAR gets de-energised and its N/C I/L opens on LSCHBA branch. At the same time the CHBA also comes in service. So that the relay QV61 gets energised and its normally closed inter-lock opens on LSCHBA branch and the lamp LSCHBA extinguished. In the event of the CHBA failure or defect in relay QV61, it causes glowing of lamp LSCHBA, when loco is in energised condition. LSGR : It is provided to indicate the position of GR whether it is on notches or ‘ O’. When GR is on ‘ O’ the lamp glows and when GR is on notches the lamp extinguishes the controlling relay for LSGR is QV62. When GR is on ‘O’ the inter-lock provided on QV62 energise the relay , thereby N/O I/L of the relay closes on the LSGR branch and lamp LSGR glows. When GR is moved away from ‘O’ position to notches, the GR I/L opens on LSGR branch and LSGR lamp gets extinguished. On QV62 branch ASMGR opens in between notches, I/L introduced. Since there has been several causes of RGR burning, while closing DJ due to false indication of LSGR glowing without ensuring GR on ‘O’ notch. This is suspected due to GR interlock closing on ¼ or ½ notch. LSGR should not glow when GR is in between ‘O’ and ‘1’ notch for the purpose. The ASMGR opens on ½ notches interlock is introduced on QV62 branch. LSRSI : It is provided to indicate the condition of silicon cells provided in RSI blocks. So long the RSI block, functioning normal, the LSRSI remains extinguishing. Whenever there is abnormality causing melting of HRC fuses which inturn projects the tell tale fuses. Which closes the micro switch in relay QV63 branch and the relay energises and closes its normally open interlock on LSRSI branch, thereby lamp glows.


89

LSB : It is provided to indicates the Loco Pilot about the correct setting of Traction power circuit either on Motoring or in Braking side. When it glows it indicates that brake power circuit is not set properly. When it extinguishes it indicates proper setting of Traction power circuit. Its controlling relay is QV64, on which an interlock of Q50 is provided. Whenever things of traction power circuit properly set, the Q50 energises and opens its normally closed I/L on LSB and the LSB will extinguished. When the setting of Traction power circuit is not proper, the Q50 de-energised thereby closing its N/C I/L on QV64.Thereby extinguishing QV64 and N/O I/L closes on the LSB branch, the LSB glows. The relay Q50 gets energises only when DJ is closed, MP is in ‘O’, GR is in ‘O’, MPJ is either ‘F’ or ‘R’ and also J1, J2 properly set in correct position, the CTFS1, CTFS2, CTFS3 also should correctly set according to the ‘MP’ positions. LSP : It is provided to indicate the Loco Pilot about the wheel slipping, this is controlled by relay Q48. Whenever wheel slip takes place it indicates glowing of LSP. Whenever wheel slip takes place, there will be differential flow of current between the traction motor. And that is sensed by QD connected to them. The relay energises and closes its interlock on Q48 relay branch. Thereby the relay Q48 is energised and its interlocks on the LSP branch and causes the lamp to glow. LSOL : It is provided on the loco pilots desk, it is intended for the MU operation of the locos, when it glows it indicate that the defect is in other Loco. This lamp is controlled by relay LSOL of other Loco. Whenever the relay interlock either ‘1’ or all namely QV60, QV61, QV63, QV64 closes on the branch of QVLSOL and QVLSOL energises through its N/O interlock will close and extend the signal lamp feed from that Loco to other Loco and causes the lamp LSOL to glow. LS Group : It is located on the ceiling of the Loco. Whenever defect raises in the Loco resulting Energisation of Locos QV60, QV61, QV63, QV64. The interlocks of these relays closes on the branch of LS group and the lamp LS group glows, thereby indicating the Loco Pilot that defect is in the loco in which it is glowing in MU operation. LSAF : This lamp glows when the rate of charging reaches 7 Kg/cm2 . They as measured Air flow measuring value, when the BP pipe line is charged, the rate of changing is sensed RGAF and closes its contact on LSAFR branch. When the airflow exceeds 7Kg/cm2 the lamp LSAFR glows, when the rate of charging is 6.5Kg/cm2. The governor opens it’s contact on LSAFR branch and lamp will extinguished. In addition to the above whenever there is excess rating of BP pipeline for maintaining BP pipeline pressure either on account of leakage or otherwise. This excessive rate of charging indicated by a needle located in the airflow indicator gauge on the Loco Pilot cab. LSDBR: it is lamp on both CABs of Loco, provided for locos having rheostatic braking facilities. This lamp is controlled by QVRF. This lamp will glow when MP is placed on ‘P’ position (Braking side). And it is extinguishes after the relay QVRF is energised when blow motor started circulating sufficient value of air to cool the RF’s. The LSRF glows when MP is placed on ‘P’. Since CTF’s braking interlocks closes on QVRF, its N/C I/L closed condition on LSRF branch than MVRF works normally QVRF energises and its interlocks open on LSRF branch, so the lamp LSRF extinguish. Elec-Loco-1.4 E-Loco-1.4.01 VARIOUS TESTS ON THE EQUIPMENTS 1) Tan Delta Test (SMI – 128):- It is the tangent of the angle (delta) by which the phase difference between applied voltage and resultant current deviates from ∏/2 radians. When the dielectric of a capacitor consists exclusively of the insulating oil, it indicates the presence of the oil soluble containments and aging products. This test is used to assess the percentage deteriation and dielectric heat dissipation factor or of in solution of TFP winding and Rotor windings of TM’s. 2) High Voltage Test (H.V.TEST):- H.V. Test to be conducted on “Rotors” of TM’s with 0.8 KV/1 minute “Stator” 1.5 KV/1 minute. 3) High Current injuction Test on Stators:- A DC supply of 12 volts with 500 – 700 Amps is used to flow through bus bars of stators to know the healthiness of brazing joints. 4) Drop Test:-


90

A milli-volt drop test will be carried out on each commutator segment with drop tester. There should not be vide variation of voltage drop between segments. 5) Ultrasonic Testing:- U.T. will be carried out on Rotor shafts by LAB staff to detect over cracks/flow developed in shafts and to send for re-shafting if any defect in order to avoid breakage of shafts during service. 6) BHRR:- Brush Holder rock rings of TM’s will be tested with 3.9 kv/1 minute in H.T.test. A DC 12 volts supply with 500-700 amps is used to flow through brazing joints for healthiness. After words no load test of TM with 50 volts DC of 40-50 amps to know any abnormality during running. 7) Growlers Test:- This test will be conducted on all Auxiliary motor rotors and Arno rotors to know the rotor bars continuity and resistance values. In case any open circuit it indicates the herring voice. 8) Surge Comparison Test :- This test is used to compare the surge withstanding capacity of a coil with standard good coil by using surge comparison test kit. 9) SPM Test :- Shock pulse meter is used to check the condition of the bearings of various motor during running condition. 10) Dynamic balancing Test :- This test is conducted for checking the impeller balancing of MVMT to ensure the balancing and to avoid vibrations on run.


91

CP3

CP2

CP1

MCP2

MCP1

PT1

MCP3

MR E

UALIS

ING P

IPE

VALVE

MU2B

PN

EU

MA

TIC

CIR

CU

IT

AIR

IN T

AKE C

OC HORNS

SA9

A 9

26Kg/C

mFV 6

Kg/C

m2

FV C

OCWIP

ERS

FEED P

IPE

C3W

C2B

HB 5

HS4

'M'

VEF

'E'

VEF

VALVE

REL

VA1

DUPLEX

8Kg/C

m

SS2 D1

DJ OIL

SEP

CHECK V

ALVE

NRVN

RV

EX

NRV

SS1

NRV

MR2

DC

COC

210.5

Kg/C

m

COC

A.C

A.C A.C

NRV

2SS

EX

NRV

11Kg/C

m

22

SS

EX

SS

EX

NRV

11Kg/ C

m

11Kg/C

m

VEUL3

VEUL2

VEUL1

VEAD

EX EX

COC

GCR

ADV2

2.5

-3.5Kg/C

m

CDC

DC

CDC

DC

DC

DC

2

R1 COC

LV

SMGR

NRV

MR1

ADV1

COC

DC

CR

DC

COC

COC

EP1

EP2

BA1

BA2

BA3

EX

HOM

COC

VEPT1

TV

EX

SMPT

T T

T T

DC

DC

2PIP

E5Kg/C

m

CDC

CPA

4.9

Kg/C

mAIR

DRYER

2

DC

2

SANDERS

2

MCPA

RGCP

DC

DC

D3

D2

NRV

COC

RGCP

/Cm

/Cm

8.0

Kg

9.5

Kg

TO

2

RDJ

DJ

RS

DC

NRV

C2A

MR4

RS G

AUGE

RAL

COC

MR3

DC

VEPT2

SMPT

TV

EX

QPDJ

BRAKEPT2

MR4

COC

DC


92

E-Loco-1.4.02 PNEUMATIC CIRCUIT

Initially pressure is created with MCPA to raise panto and to close DJ. To start MCPA, BA voltage should be more than 85 volts and CCBA should be in good condition. Keep ZCPA on ‘1’ position, MCPA starts and creates pressure in RS reservoir when RAL coc is in open position. To create pressure in RS, five drain cocks should be in close position (CPA d/c, RS d/c, RDJ d/c, DJ oil separator d/c and panto pipe line d/c). MCPA should not work for more than 10 min. MCPA can create pressure up to 8kg/cm2 since SS1 safety valve is provided (set at 8kg/cm2) between CPA and NRV. The amount of pressure created in RS can be seen through RS gauge. After creating RS pressure to 6.5 kg/cm2 raise panto, close DJ, close BLCP and switch off MCPA.. .According to HCP position, MCP starts. Three Compressors are provided to deliver compressed air at 9.5kg/cm2 to system via respective NRVs, after cooler, CDC with d/c, MR1 with d/c, MR2 with d/c, through NRV, MR3 with d/c, MR4 with d/c, CDC with d/c and MR4 cock. One heat less twin tower air dryer is also provided after MR2 for supplying dry moisture free air to brake system and electrical appliances. The air dryer is having three COCs namely A, B and C. Normally A and B (green color) COCs are open and C (red color) coc is close position. Each MCP is provided with one inter cooler safety valve set at 5.5kg/cm2 and independent safety valve set at 11kg/cm2 which is provided on delivery pipe line before NRV. Pneumatic system is provided with SS2 safety valve set at 10.5kg/cm2 which is provided between MR2 and MR3. On each MCP delivery pipe line one un loader valve is provided. After stopping the compressor, this valve removes the back pressure from delivery pipe line. USAGE OF MR1 AND MR2 PRESSURE: MR1 feeds MR2 reservoir and further it passes through air dryer to the following.. � Through duplex check valve (set at 4.9kg/cm2) goes to MR equalising pipe. From MR equalising

pipe pressure goes to sanders, wipers to feed pipe (through a cock and 6kg/cm2 feed valve) and also to F1 selector valve port no. 15. In between MR2 and MR equalising pipe connection is given to air intake cock through NRV.

� This pressure also charges MR3. � To RGCP for cut in and cut out compressors. � To VEAD for auto draining of MR1 and MR2 moisture when MR pressure reaches to 9.5 kg/cm2. USAGE OF MR3 PRESSURE: � Through an NRV this pressure is charged to MR4 and CR. � For charging BP pressure. USAGE OF MR4 PRESSURE: This pressure after passing through CDC and MR4 cock is supplied to � Both cabs Horns. � Both cabs A9 inlet. � Both cabs SA9 supply. � HS4 valve. � VA1 release valve � MU2B port no. 63. � HB5 valve. � C2B valve. � C3W valve. � VEF (E). � VEF (M). USAGE OF CONTROL RESERVOIR PRESSURE: This pressure through a CDC is supplied to � SMGR operation. � Through EP1 coc to BA1 panel. � Through EP2 coc to BA2 &3 panels. � Through EP3 coc to BA4 panel (WAG7 beyond 27200 and RB provided WAP4 locos). � Through R1 coc RS reservoir, DJ assembly and panto pipe line. USAGE OF EMERGENCY RESERVOIR (RS) PRESSURE: Initially this pressure is used


93

� To raise panto. � To close DJ. � To close C118 (if EP contactor). MR PRESSURE NOT MAINTAINING:

Ensure MCP is working. 1. Close BLCPD and try. 2. Close VEAD COC and close VEUL COCs and try. 3. Increase No. of CPs by HCP and try. 4. Ensure all drain cocks are closed. 5. Tap safety valves gently and ensure no safety valve is struck up in lifted position. 6. Tap NRV and try. 7. Ensure no leakage of air from sanders, wipers, horns & auto drain valves. If so, close concerned

COC 8. Ensure no leakage in the system if found arrest them. 9. Ensure no leakage of BP / FP in formation, if it is air brake train. 10. If twin pipe formation, work with single pipe and try. 11. If still unsuccessful, de energizes the loco, drain out all the pressure from the system, again energise

the loco and try. 12. Isolate air dryer, if provided.

If still unsuccessful contact TLC. CR PRESSURE NOT MAINTAINING: 1. Ensure MR pressure is 8 to 9.5Kg/cm2. 2. Ensure MR1, 2 & 3 drain cocks are in closed. 3. Ensure CR drain cock is closed. 4. Tap NRV gently (near pipe line of CR) 5. Ensure no leakage in CR pipeline. PRECAUTIONS WHILE WORKING WITH CPA: 1. Close R1 COC. 2. Clear the section with the available pressure. 3. Keep a watch on battery voltage, which should not run down below 85 volts. 4. After clearing the section, contact TLC. E-Loco-1.4.03 AIR BRAKE SYSTEM DIFFERENCES BETWEEN AIR & VACCUM BRAKE SYSTEMS:

Vacuum Brake 1. Braking distance is more. 2. Braking force is less. 3. Brake application is not in uniform. 4. Not suitable for heavier and lengthy trains

at higher speeds. 5. Equipment and maintenance is more. 6. Atmosphere air is used for braking force. 7. Distributor valve is not provided. 8. Cut off angle Cock is not provided. 9. Continuity test is not required. 10. Single pipe system only. 11. When ACP- train stop it self. 12. During application of brakes piston will go

in side the cylinder. 13. It takes more time for releasing of brakes.

Air Brake 1. Braking distance is less. 2. Braking force is high. 3. Brake application will be uniform. 4. Suitable for heavier and lengthy trains running at

higher speeds. 5. Equipment and maintenance is less. 6. Compressed air is used for braking force. 7. Distributor valve is provided. 8. Cut off angle Cock is provided. 9. Continuity test is required. 10. Twin pipe system also available. 11. When ACP-train will stop it self. 12. Piston will come out from the cylinder during


94

ADVANTAGES OF AIR BRAKE OVER VACCUM BRAKE 1. Enable to haul more & lengthy loads with higher speed. 2. Braking distance is less with uniform application. 3. Initial cost is more but maintenance is less. 4. Brake power deterioration is very less. 5. Effective braking force since compressed air is used for. 6. DV is provided with isolation facility. 7. While working twin pipe, can also work with single pipe, if required. 8. Releasing time is less. 9. Wagon turn round period is 6 years, where as for vacuum is 2 years.

14. IR washerqs are used. brakes application. 13. It takes less time for releasing of brakes. 14. MU washes are used.


95

BP

EX

A9

A9 P

NEUMATIC

CIR

CUIT

3

MR4

MU2B

13

C2A

AFMV

R6

MR3

MR

FV

DC

NRV

RGAF

12

AFI

DC

COC

MR4

BP P

IPE 5

Kg/ C

m²

CONTROL P

IPE 5

Kg/C

m²

MR S

UPPLY 8

TO 9

.5 K

g/C

m²

RGEB2

COC

A8

COC

EX

BP

ANGLE

COCK

O/L

COC

I/L

COC

I/L

COC

O/L

COC

BP

ANGLE

COCK

RS

RS

BP

MR

A9

EX

FV


96

E-Loco-1.3.04 WORKING OF AIR BRAKE SYSTEM (BP) I. INITIAL CHARGING OF BP PRESSURE:

1. MR pressure is 8 to 9.5Kg/cm2 and MR4 COC in open. 2. A9 I/L & O/L COCs open in working cab and close in non-working cab. 3. Both A9 handles release and RS’s are closed. 4. MU2B in ‘lead’ and A-8 COC is open. 5. BP pipe to be coupled up to last vehicle, BP angle COCs of all vehicles to be opened except loco front and last vehicle rear side. After the conditions mentioned above are fulfilled, MR pressure is reduced by A9 to 5Kg/cm2 and is charged in control pipeline through outlet coc. This control pipeline pressure, when MU2B is in lead position (through 3 and 13 ports) acts on C2A relay valve. 8 to 9.5 Kg/cm2 of MR3 pressure is available at C2A. but it will send the same amount of pressure which is acting on it by MU2B i.e. only 5 Kg/cm2 of pressure will be fed to BP pipe line, provided A8 is in open position, when BP pressure is 5 Kg/cm2, formation will be in release position.

II. APPLICATION: 1. To apply the brakes, keep A9 in application position. 2. Now control pipeline pressure is reduced through A9 feed valve exhaust port. 3. So, actuation on C2A also reduced say if control pipeline had 4Kg/cm2, the BP pipeline also will have 4Kg/cm2 of pressure, remaining pressure from BV to loco will exhaust through loco C2A exhaust port. Hence BP is reduced and brakes will apply on formation.

III. RECREATION: 1. To create BP pressure again, A9 to be brought to release position. 2. Again control pipeline creates to 5Kg/cm2. 3. Actuation on C2A also will be 5Kg/cm2. So, C2A will feed 5Kg/cm2 of BP pressure in BP pipeline. 4. Because of BP is recharged with 5Kg/cm2 of pressure, formation brakes will be released.

AIR FLOW INDICATIONS:- Air flow indicator is provided to give an indication of air flow rate in the BP of the train. If any abnormal increasing of air flow in the brake pipe, because of train parting or loco parting or ACP or heavy leakage in the BP or guard emergency brake application and bursting of BP hose pipe would give visual indication by deviation of white needle over red needle. This abnormality is indicated by white needle.

DIFFERENCES - SINGLE PIPE & TWIN PIPE: Sl No.

SINGLE PIPE TWIN PIPE

1 BP pressure is charged not only in BP Pipeline but also in auxiliary Reservoir.

One pipe is meant for BP pressure charging another one meant for Auxiliary Reservoirs 2 No’s.

2 After application and release, for Recharging it will take time.

It will not take much time for recharging

3 Brakes releasing time is more. Brakes releasing time is less. 4 If BP pipe is damaged, no alternate

If any one pipe is damaged, we can work the train with another pipe by bypassing.

5 Since FP is not available Auxiliary Reservoir will have 5Kg/cm2.

Since FP pressure is 6Kg/cm2, Auxiliary Reservoir will have 6Kg/cm2 of pressure.


97

DISTRIBUTOR VALVE Distributor valve is heart of braking system of each wagon / coach. It connects the brake cylinder to exhaust port when a BP of 5 kg/cm2 is available in the BP pipeline. When BP is dropped, it allows the auxiliary reservoir pressure to enter into brake cylinder and causes brakes to apply. BP PRESSURE OVER CHARGING: There is possibility for over charging of BP pressure in the system. In such a case, clear the section, carefully and stop the train in next station with single application of brakes.

a. Close BP angle cock in rear of the locomotive. b. Change the cab. If BP pressure becomes normal, conclude working cab A9 feed valve is defective.

Work from rear cab with necessary precautions. c. On changing the cab also if BP pressure is excess, Conclude C2A relay valve is defective. Tap

C2A gently and try. If become normal, operate A9 for several times and confirm working normal. If still un-successful, ask for relief engine.

REASONS FOR BRAKE BINDING IN FULL TRAIN: 1. Defective distributor valve. 2. Leakage of pressure at distributor valve. 3. Leakage of pressure from BP palm ends / angle COCs. 4. Wrong setting of SAB. 5. Hand brake may be in applied condition. 6. Difference of pressure on loco changing. 7. Defective brake rigging i.e., levers jamming against guide brackets. 8. Improper adjustment of end pulls rod holes. 9. Brake beam bent or broken. 10. ACP on coach.

E-Loco-1.4.05 ALARM CHAIN PULLING & RECTIFICATION: When alarm chain is pulled, Loco Pilot will get indications of LPAR to glow and buzzer to sound. On pressing of BIS, buzzer will stop but LPAR will extinguish only after rectification. In the concerned coach hooter will sound and red indication lamp will glow, provided outside of coach. Brakes also will apply slightly. Loco Pilot should stop the train by applying of A9 at convenient place. Now find out the coach in which ACP occurred. Reset the clappet valve with the help of key. If resetting is not possible, close ACP isolation cock and inform to the passengers of coach regarding the same and advice them to pull the chain from adjacent coach/ coaches if required. Now release the coach brakes by releasing of QRV of DV. Mention remarks in RS-5 register at destination, if required.


98

FV

6 K

G

BRC

COC

TW

IN P

IPE V

EHIC

LE

COC

NRV

DC

EX

QRV

AUX R

ES

DV

COCK

COCK

FP

ANGLE

BP

ANGLE

FP

BP

CR

RS

IL

OLC

OC

FP

EX

BP

DC

A9

FV

COC

BP

CR

BP

BRC

DC

EX

QRV

AUX R

ES

DV

BP

FP

ANGLE

ANGLE

COCK

FP

COCK

BP

3

A8

COC

EX

13

MU2B

COC

C2A

COC

IL

OL

FP

RS

DC

DC

NRV

NRV

FV

EX

BP

A9

MR4

COC

SIN

GLE P

IPE V

EHIC

LE

DUPLEX

4.9

Kg/cm

²

MR S

UPPLY 8

TO 9

.5 K

g/cm

²CONTROL P

IPE 5

Kg/c

m²

BP P

IPE 5

Kg/c

m²

FEED P

IPE 5

Kg/c

m²BP A

ND FP C

HARGI N

G C

IRCUIT


99

SA

9 P

NE

UM

AT

IC C

IRC

UIT

BC E

QUALIS

ING P

IPE

MU2B

2

APPLY

COC

MR S

UPPLY P

IPE 8

TO 9

.5Kg/C

m

APPLY P

IPE 3

.5Kg/C

m (MAX.)

2

2

20

SW

C

F1

F1 S

EL

DCV

SUPPLY

COC

EX

SA9

FV

DC

MR3

COC

BC1

COC

BRAKE C

YLIN

DERS

BCPG1

BCPG2

BC2

C2B

EX

COC

SUPPLY

MR4

NRV

MR4

DC

COC

COC

APPLY

FV

SA9

EX


100

E-Loco-1.4.06 INDIPENDENT LOCO BRAKES :

I APPLICATION OF LOCO BRAKES: 1. MR pressure should be 8 to 9.5Kg/cm2 and MR4 COC in open. 2. SA9 supply and apply COCs should be open in working cab and close in non-working cab. 3. Working cab SA9 handle should be in application position. 4. MU2B should be in ‘lead’ position. 5. Both side BC equalising pipe cocs should be in closed. After the conditions mentioned above are fulfilled, MR pressure is reduced by SA9 to 3.5Kg/cm2 and is charged in apply pipeline through apply coc. This apply pipeline pressure, when MU2B is in lead position (through 2 and 20 ports) acts on C2B relay valve through double check valve. 8 to 9.5 Kg/cm2 of MR4 pressure is available at C2B, but C2B will send the same amount of pressure which is acting on it by MU2B i.e. only 3.5 Kg/cm2 of pressure will be fed to loco brake cylinders provided both trucks bogie isolation cocs are in open position. The amount of loco brake cylinder pressure applied can be seen through both cab BC gauges. In both cab BC gauges, both needles should show 3.5Kg/cm2

II RELEASING OF LOCO BRAKES: 1. To release loco brakes, keep SA9 in release position.

2. Now apply pipeline pressure is exhausted through SA9 feed valve exhaust port. 3. So, actuation on C2B becomes ‘0’. The existing pressure from loco brake cylinders will exhaust through C2B exhaust port. 4. Ensure BC gauge both needles showing ‘0’.

PROPORTIONAL WORKING Application of loco brake along with formation brakes is called proportional working. When BP pressure is dropped, C3W valve senses the droppage of BP pressure. C3W valve senses when BP drops 0.6kg/cm2 with in 6 seconds. When BP drops in loco, C3W acts and it takes proportionate MR4 pressure and passes via 2kg/cm2 limiting valve and acts on VEF(m). Now VEF(m) admits MR4 pressure to C2B valve through F1 selector valve and double check valve. C2B valve now takes MR4 pressure and send to loco brake cylinders when both trucks bogie isolation cocs are in open position. To isolate loco brake application by A9, press PVEF. Now VEF(E) energizes and admits MR4 pressure to VEF(M). Now VEF(M) exhaust port is connected to C2B. The existing pressure from C2B to VEF(M) becomes ‘0’. When there is no actuation on C2B, the brake cylinder pipe line is connected to C2B exhaust port there by the brake cylinder pressure become ‘0’ and brakes are released.


101

13

COCK

ANGLE

BP

COC

COC

OLIL

3

MU2B

BP

RS

A9

EX

FV

DC

MR

3

BCPG2

PR

OP

OR

TIO

NA

L W

OR

KIN

G C

IRC

UIT

BRAKE C

YLIN

DERS

V

MR S

UPPLY 8

TO 9

.5Kg/C

m²

CONTROL P

IPE 5

Kg /Cm

²BP P

IPE

C3W

COC

A8

C2 A

EX

EX

LV

MU2B

DCV

5Kg/C

m²

COC

BC

BC1

BCPG1

BC2

COC

EX

FE(M

)

SE

F1

EX

C2B

2 K

g/ C

m²

DC

MR

4NRV

E(E

)FV

COC

COCK

ANGLE

BP

IL

COC

COC

OL

A9

RSEX

BP

FV

MR4


102

E-Loco-1.4.07 AIR BRAKE TESTS CP EFFICIENCY TEST: 1. Keep A-9 in emergency position. 2. Start CPs and build up MR pressure. 3. Release A-9, build up BP of 5 kg/cm2. 4. Couple 7.5mm leak hole test kit to BP pipe palm end 5. Open BP angle cock and note down time. � When BPSW is pressed, BP gauge needle should not drop below 4.4kg/cm 2 in 60 seconds. � When BPSW is not pressed, BP gauge needle should show between 2.5 to 3.5kg/cm 2.

NOTE: For this test required Number of CPs to be kept in service according to trailing load. BP LEAKAGE TEST:

1. Ensure MR pressure is 9.5 Kg/cm2 2. Ensure BP pressure is 5 Kg/cm2 3. Bring A9 to minimum reduction position to reach BP pressure to 4.0Kg/cm2 4. Close A8, wait for 30 seconds to settle the gauge needle 5. Wait for another five minutes and note down the BP pressure reading Difference of pressure

should not be more than For loco: 0.7Kg/cm2 within 5 minutes (0.2Kg/cm2 for one minute) For formation: 1.25Kg/cm2 for 5 min (0.25Kg/cm2 for 1 minute)

LOCO BRAKE TESTING 1. Keep SA 9 in application position. 2. Ensure BC gauge reads 3.5 Kg/cm2 3. Personally ensure that all brake cylinders are applied and brake blocks are touching to the wheels. 4. Ensure nobody is standing near by the loco. 5. Take few traction notches and test the loco brake power as follows. 6. Release SA 9 and ensure BC gauge reads ‘o’ and brakes are released.

S.No LOCO GEAR RATIO NOT TO MOVE AT

(AMPS) TO MOVE AT

(AMPS)

1 WAM 4 15:62 600 800

2 WAM 4 21:58 800 1000

3 WAG 5 15:62 600 800

4 WAG 5 18:64 600 800

5 WAP 1 21:58 800 1000

6 WAP 4 23:58 800 1000

7 WAG 7 16:65 600 800

8 WAG 7 18:64 600 800

REVISED NORMS: -

S No Loco BOGIE

PISTON STROKE

(mm)

clearance

(mm)

1 WAM 4 WAG 5 Co-Co

Tri mount

95-105 10

2 WAP 1 WAP 4 Flexi coil mark I 68-78 10

3 WAG 7 High adhesion 107-117 10


103

BP CONTINUITY TEST: 1. Ensure BP pressure is 5Kg/cm2 in loco and in BV 4.8/4.75Kg/cm2 2. Apply A9 to bring BP pressure to 4.0Kg/cm2 and close A8. 3. Advice guard to apply brake van’s emergency brake handle or open last vehicle BP angle cock (if

BV is last vehicle) till BP pressure reaches to ‘0’ in loco BP pressure gauge. 4. Loco Pilot to ensure BP pressure is ‘0’ in loco and guard to ensure BP pressure in brake van is

‘0’.If BP pressure not dropped to ‘0’, check the formation. 5. Inform the guard to normalize BV emergency handle and in loco keep A9 in release and open A8

cock. 6. Ensure BP is recreated in loco 5Kg/cm2 and in BV 4.8/4.75Kg/cm2 Note: 1. Sensitivity of DV is 0.6Kg/cm2 in 6 seconds for application of brakes.

2. In-sensitivity of DV is 0.3 kg/cm2 in 60 seconds. FP LEAKAGE TEST:

1. Ensure MR pressure is 9.5 Kg/cm2 2. FP pressure is 6 Kg/cm2 3. Open FP angle coc slightly to reach FP pressure to 5 Kg/cm2 4. Close feed valve coc and FP angle coc simultaneously. Wait for 30 seconds note down the FP

pressure reading 5. Wait for another 5 minutes, note down the reading

Difference of pressure should not be more than For loco: 0.7Kg/cm2 within 5 minutes (0.2Kg/cm2 for one minute) For formation: 1.25Kg/cm2 for 5 min (0.25Kg/cm2 for 1 minute)

GENERAL PRECAUTIONS BEFORE STARTING FROM MID-SECTIO N: 1. BP & FP angle cocks are intact on formation. Conduct BP continuity test. 2. Ensure all distributor valves are in service. 3. If abnormality is noticed, attend the same and make necessary entry in BPC. 4. Ensure brakes are working properly on formation. 5. If it is to be attended further by TXR staff, give message to controller. PRECAUTION BEFORE REACHING TO DESTINATION: 1. While entering into station, ensure train is rolling .with brakes released condition. 2. Follow speed restrictions, if any, in station yard/ terminals. 3. Stop the train at appropriate place. 4. Ensure necessary remarks are made in loco logbook.


104

CCLSA(6

A)

CLOSE A

BOVE 4

.0Kg/C

m

OPEN B

ELOW

3.0

Kg/C

m

CLOSE 4

.7Kg/C

m

MO

DIF

IED

ALA

RM

CH

AIN

PU

LL S

IGN

ALL

ING

CI R

CU

IT

BUZ1

-VE

Q 1

21

45Sec

BIR

LPAR

BIR

BIR BUZ2

BIR

TO

GCR

V

+ 1

10V

CONTROL P

IPE

RGPA

RGAF S

ETTIN

G

HRS

BIS

1

BIS

2

01

OPEN 5

.0Kg/C

m

RGPA S

ETTIN

G

2

Q 1

21

B1R

MR

RGAF

TS

2

2 2

45 S

EC


105

BIS

1

BIS

2

BIR

HRS

BIR

BIR

B2

B1

BIR

LPAR

ALARM C

HAIN

PULL S

IGNALLIN

G C

IRCUIT

- VE

10

Q 1

20

5 S

EC

+ 1

10V

CCLSA(6

A)

Q 1

20

5 S

EC

TS0

1

HRS

RGAF

OPEN A

BOVE 4

.0 K

g/c

m²

CLOSE B

ELOW

3.0

Kg/c

m²


106

DIF

F

DCV

BP A

NGLE

VA

CU

UM

CI R

CU

IT (

WA

G-5

)

VAC. TRAIN

PIP

E

CONTROL P

IPE 5 K

g/c

m²

MR S

UPPLY 8

to 9

.5 kg/cm

²BP P

IPE 5

Kg/cm²

VAC

O/L

I/L

A9

EX

BP

HS4

VAC

RES

353

RS

A8

COC

63

13

MU2B

EX

C2A

MR

RGEB1

HB5C

OC

7

NRV

VTP

COC

GD80E

VAIB

11

8 1

VA1

2 123 6

A1 COC

1.4

TO1.7

Kg/cm²

GD80D

VRV

MR4

COC

PV1

NRV

NRV V

RV

ST

STPV2

MR

1M

R2

MR

3NRV

NRV

MPV1

MR

4MPV2

BP A

NGLE

COCK

VAC

EX

EX

IP MRS

EIPVOL

RES

O/LI/

L

MR

A9

EX

BP

COCK


107

E-Loco-1.4.08 VACUUM BRAKE Braking system is very important for controlling the speed of train and also for stopping train on different occasions. Braking is achieved by mechanical arrangement connected to the piston braking cylinder. The brake causes friction against the moving wheel and thus retarding force develops causing the wheels speed to reduce. Mechanical braking system is of 2 types, Vacuum brake and air brake. Vacuum rake system in IRAVB-2, Vacuum train pipe is connected to exhausters via TP isolating COC, VA1 release valve, ports 6 & 7 of VA1B control valve and GD80 filter. Brake pipe air is piped to port 3 of VA1B valve, control air of 1.7Kg/cm2 reduced through HS4 control air valve is piped to port No.1 of VA1B control valve. Port 8 of VA1B control valve is connected to atmosphere via GD-80 filter, port No.2 vacuum train pipe (sensor) and port No. 11 to port No. 10 of HB5 relay air valve. With BP air maintained to 5 Kg/cm2 , VA1B control valve will be connected to vacuum train pipe. As the brake applied by destroying the BP air through automatic brake valve (A-9) as a result of reduced BP pressure, in VA1B control valve, exhauster connection to VTP closed and connect VTP to atmosphere via its port 8. Filtered atmosphere air at GD 80 filter will flow to VTP via check valve and isolating COC to effect vacuum braking through out the train. During parting of train or in emergency brake application, the vacuum in the train pipe falls suddenly the VA1B control valve through sensor port No. 2 and is activated to interconnect its ports 1 and 11. Then control air of 1.7 Kg/cm2 flows to HB5 control air valve via exhaust choke fitting and in turn allows MR air at the port 12 of HB5 air valve to flow to pressure switch via double check valve to cause auto regression. Release of Brakes: When A-9 brake valve handle is moved to release position the train brakes are released in the following manner

1. The brake pipe will be charged to 5 Kg/cm2. 2. VA1B valve will connect exhauster to VTP. 3. Thus vacuum is created in VTP and brakes will be released.

WORKING PRINCIPLE OF VACUUM BRAKE SYSTEM: The continuity of vacuum in the train formation causes brake blocks to be away from wheels and

thus the brakes are released. This vacuum continuity is achieved by connecting all vacuum hosepipes from loco to brake van. Exhausters provided in the loco create vacuum. INITIAL CREATION : 1. Ensure MR pressure 8-9.5 kg/cm2. 2. Ensure exhauster is working and single compressor is in working condition. 3. Ensure both side vacuum hosepipes are on dummy with IR washers. 4. Ensure BP pressure 5 kg/cm2. 5. Ensure HS 4 pressure is 1.4 -1.7 kg/cm2. 6. Ensure VTP cock is open. 7. Ensure MU2B is in lead position. When above conditions are fulfilled, in VA1B valve top port is connected to BP of 5 kg/cm2 and bottom port is connected to HS4 pressure of 1.4 to 1.7 kg/cm2. In this position, the spool valve will be balanced and connects exhauster port to train pipe through VA1 release valve, hence vacuum will be created in train pipe. APPLICATION When A9 handle brought to application position. The BP pressure will be reduced. In VA1B valve the top port pressure is reduced causes lifting at VA1B valve, by which exhauster port closes and connects train pipe to exhaust port through GD80D filter. When the level of top & bottom ports become equal, the valve will gets balanced and same amount of vacuum will be maintained in train pipe. RE CREATION: To recreate vacuum, A9 to be placed in release position. Now BP will create to 5Kg/cm2, on top port of VA1B valve will become 5Kg/cm2. So, exhauster port will be connected to train pipe vacuum will re create in train pipe. VACUUM BRAKE CYLINDER: RELEASE VALVE: It is used to releasing. Due to any reason, if vacuum on top of the piston is more than the bottom of the piston, brakes will be binded. To overcome this problem, Release valve is provided. On operating


108

this valve, vacuum in top of the piston will be destroyed. On releasing of this valve, again vacuum will be charged. Because of equal amount of vacuum in both of the chambers, brakes will be released. Brakes once applied can only be released either by recreating vacuum below the piston or by admitting air to chamber space by means of release valve. ROLLING RING Up ward moving of piston brings down rubber rolling ring. This ensures reduction of air leakage past ball valve and brakes remain in applied position for longer period. BALL VALVE In vacuum cylinder, the vacuum will create through by the help of ball valve. Since there is equal amount of vacuum in both chambers, piston will come down on its own weight. Due to any reason if vacuum is destroyed from train pipe, air rushes to the bottom side of the piston. Since ball valve is on its seat, air cannot go on to the top of piston. AUXILIARY CHAMBER: It is provided for smooth application or releasing of brakes. E-Loco-1.4.09 MODIFICATIONS TO LOCOS PROVISION OF RTPR & DC-DC CONVERTER: In some of the locos, for headlight, RTPR and DC-DC converter are provided. A selective switch HRTPR is provided which is located cab-2 back panel having ‘0’ (both isolated), ‘1’ (RTPR in service) and ‘2’ (DC-DC converter in service) positions. Loco will have twin beam headlight and works with 24 volts supply. If RTPR failed, Loco Pilot can keep DC-DC converter in service by changing HRTPR to ‘2’ position. In Dc-Dc converter two stabilisers are provided and can be selected by Bi-polar switch. If one of the stabilisers is failed, change Bi-polar switch position to keep another stabiliser in service. PROVISION OF ADDITIONAL CCBA: To protect the Positive cable of batteries, additional CCBA (35A) provided inside Battery box 1. If this fuses blown out, Loco Pilot will experience ICDJ. Loco Pilot should check the Batteries thoroughly. If no abnormality is noticed renew the fuse duly keeping HOBA in OFF, make a remark in logbook. PROVISION OF Q119: Relay Q119 provided in loco with time log of 5 seconds. This relay will function as follows. (a) When the pneumatic pressure reached to 9.5 kg/cm2, C101, C102 & C103 contactors will open,

Q119 relay will energise causes energisation of VELUs, to drain out the pressure in the delivery pipeline of the Compressor.

(b) When the pressure reaches to 8.0 kg/cm2, C101 & C102 will close immediately but C103 will close after 5seconds.

PROVISION OF EP CONTACTOR FOR C118: In place of EM contactor of C118, EP contactor is provided in few locos. In such locos, C118 chronometric I/L will not be available. A new relay QTDX/ QTD 100 provided with time delay of 5 seconds for the purpose of chronometric I/L. Relay QTD 100 will energise after closing of DJ. QTD100 I/Ls will close after 5 seconds in Auxiliary Control circuit. The pneumatic supply is taken from DJ pipeline. To attend any pneumatic problems at C118, a COC also provided, which should be kept in open position always. AIR DRYER: To avoid moisture in the pneumatic system, 'Air Dryer' provided. If Air Dryer is chocked MR pressure will not maintain. To isolate Air Dryer, close B & C (Green) cock open A (Red) cock. Air Dryer is located behind truck No.2 and Cut out Cocks are located at wheel No.8.


109

63

13

HB5 C

OC

3

MODIF

IED P

NEUMATIC

CIR

CUIT

OF A

FL P

ROVID

ED LOCOMOTIV

ES

VACUUM T

RAIN

PIP

E

RGEB2

cut out 4.0

kg/cm

²cu

t in 2

.8kg/cm

²

MR4

close

below4.4

kg/c

m²

BRAKE P

IPE

COCA8 C

OC

open above4.7

kg/cm

²

P2

3

1

2

RELAY

VALVE

C2A

cut out 7.5

kg/ cm

²cu

t in 6

.5kg/c

m²

DL

VTP C

OC

RE

ET08

MR4

VA1 R

EL

HB5

11

RGEB1

12

13

EX

9

10

F

IG

NRV

CHOKE

A9

P1

c lose

below4.5

kg/cm

²open above4.8

kg/c

m² M

U2B

11

VA1B 1

2

62

IN

AFMV

R6

OUT

FROM

MR3

RGAF

TO

AIR

FLOW

INDIC

ATOR

TO

(MV4)

MAGNET V

ALV

E

CHOKE

5.5

mm

19m

m


110

AUTOMATIC

FLASHER LIG

HT C

ONTROL C

IRCUI T

-VE

RELEASE

RUN

MV-4

VALVE

MAGNET

Sec.

PR1

60

LSAFL

PR2

QFL

BUZ1

1

QFL

BUZ2

2

BPSW

1

open 4

.8kg/ cm²

P1

close

4. 5kg/cm²

BPSW

2

CCPT(1

0A)

110V

+VE

CCLSA(6

A)

+VE

Close

4.4

kg/cm²

Open 4

.7kg/cm²

QFL

PR1TS

SW

2

SW

1

1

/2

FMPJ

R

open b

elow6.5

kg/cm²

close

above7.5

kg/c

m²

60 S

ec .

PR1

P2

RGEB1

B-

OFF

ON

FLCU2

OFF

ON

FLCU1


111

63

13

HB5 C

OC

3

(AFL P

ROVID

ED)

MODIF

IED P

NEUMATIC

CIR

CUIT

OF D

UAL B

RAKE LOCOMOTIV

ES

VACUUM T

RAIN

PIP

E

RGEB2

c ut out 4.0

kg/c

m²

c ut in 2

.8kg/c

m²

MR4

close

below4.4

kg/cm

²

BRAKE P

IPE

COCA8 C

OC

open above4.7

kg/c

m²

P2

3

1

2

RELAY

VALVE

C2A

cut out 7.5

kg/c

m²

cut in 6

.5kg/c

m²

DL

VTP C

OC

RE

ET08

MR4

VA1 R

EL

HB5

11

RGEB1

12

13

EX

9

10

F

IG

NRV

CHOKE

A9

P1

close

below4.5

kg/cm

²open above4.8

kg/c

m² M

U2B

11

VA1B 1

2

62

FROM

MR3


112

MODIF

IED P

NEUMATIC

CIR

CUIT

OF P

URE A

IRBRAKE

LOCOMOTIV

ES (AFL P

ROVID

ED)

BP P

IPE 5

.0 K

G/C

M

P1

cut in 2

.8kg/c

m²

cut out 4.0

kg/cm

²

MR4

FROM

A9

C2A

COC

RGEB2

A8 C

OC

1

3

2

close

below 4

.5kg/c

m²

open above 4

.8kg/c

m²

MU2B

3

13

MR3

FROM

open a

bove 4

. 7kg/c

m²

close

below 4

. 4kg/c

m²

P2

2


113

P2

open b

elow6.5

kg/c

m²

-VEBPSW

1

INTEGRATED A

UTOMATIC

FLASHER LIG

HT C

ONTROL C

IRCUIT

QFL

RUN

MV-4

RELEASE

VALVE

MAGNET

PR1

60

SEC

LSAFL

PR2

QFL

BUZ1

1

close

4.5

kg/c

m²

open 4

.8kg/c

m²

BPSW

2

P1

QFL

PR2

BUZ2

2

B-

SW

2

SW

1

FMPJ1

/2

R

close

above7.5

kg/c

m²

Sec

PR1

RGEB1

FLCU2

ON

OFF

FLCU1

OFF

ON

CCPT(1

0A)

110V

+VE

CCLSA(6

A)

+VE

TS

OP 3

.0kg/c

m²

CL 4

.0kg/c

m²

RGAF

OP 4

.7kg

/cm

²CL 4.4

kg/c

m²RGAF

+VE

BA


114

E-Loco-1.4.10 AUTOMATIC SWITCHING OF FLASHR LIGHT This is provided for switching on Flasher light automatically during any emergency situation such as ACP, Bp pressure/ Vacuum dropping or during derailment, etc,. It does not take any responsibility of Loco Pilot in abnormal situation like train parting, etc,. as given in G&SR. Loco Pilot should keep the manual push button switch BPSW 1/2 pressed during brake release/ initial charging. When BP pressure drops below 4.4 kg/cm2, automatically P2 I/L will close and Buzzer and Flasher light will work through P2, PR1, SW & QFL I/Ls. same time LED indication will also come in the cab. By energising PR2 relay, circuit will maintain through PR2 I/L and it's I/L will close on Q51 branch and auto regression of GR will takes place. If it is Vacuum stock, through HB5 valve RGEB1 will acted and it's I/L will close on AFL circuit and Flasher light will work. Loco Pilot can isolate Flasher light and Buzzer by pressing SW1/2 provided in the cab, if required. LEDs will extinguish only after BP pressure recharged to 4.7 kg/cm2. Relay PR1 is provided for avoiding AFL when Loco Pilot applying brake through A9. When BP pressure drops through A9, P1 will actuate at 4.5 kg/cm2 and PR1 Relay will energise and it's I/L will open on AFL branch and action of P2 will nullify. When Loco Pilot again keeping A9 in release position, control pipeline pressure will create immediately and PR1 will de energise after 60 seconds. Due time lag I/L of PR1, flasher light will not work even though BP pressure is not creating up to 4.7 kg/cm2 within 60 seconds. Loco Pilot shall stop the train immediately when Buzzer sounds with LED indication comes in the cab. If any abnormality noticed, Loco Pilot has to protect the train as per rules. Loco Pilot can switch off AFL by SW1/2 if every thing is normal only. TESTING: Preparation:

1. Keep SA 9 in application position. 2. Ensure BC gauge reads 3.5 Kg/cm2 3. Personally ensure that all brake cylinders are applied and brake blocks are touching to the

wheels. 4. Keep HVSI 1&2 and HVMT 1&2 on '0'

1. WITH TSAFL: a. Take few notches. b. By pressing TSAFL, Flasher light will glow, GR will come to ‘0’, Buzzer will sound and

LEDs will glow. 2. WITH A9:

a. Take few notches. b. Apply A9, there will not be any actions of AFL, other than dropping of BP pressure. c. When A9 brought to emergency, only GR will come to ‘0’.

3. WITH RS: a. Take few notches. b. Open RS. Flasher light will glow, GR will come to ‘0’, Buzzer will sound, LEDs will glow

(On opening of BP angle COC also same actions will come). 4. WITH VACUUM DROPPING:

a. Take few notches. b. Open RS to 45o or open Vacuum hosepipe. Flasher light will glow, GR will come to ‘0’, Buzzer will sound, LEDs will glow.


115

Q45

QCON

VCB QSIT

QPDJ

MTDJ

DJ CONTROL C

IRCUIT

- S

TATIC

CONVERTER (AAL)

Q 4

4-V

E

0.6

Sec

QSIT

ASMGR

FULL

CL.O

N

(35A)

0

BA

110VD.C

1

GR

CL.O

N'O

'

0

ADD. C

CBA

1

HBA

QVSI2

TRIP

HVSI2

SI

INVERTER

QCON

Q 4

5MTDJ

Q45 E

FDJDJ

DJ

QPDJ

'O'

CL.O

NGR

BL1RDJ

ON

6"

CON

BV

BP2DJ

QOP2

QRSI1

QSIT

QRSI2

BL2RDJ

BV

1Q44

QLM

QOP1

Q 3

0

(35A)

CCBA

QVSI1

CCPT

+110V

(10A)

HVSI1

Q 4

51

2

BLSI

BL1DJ

ZPT1

1

BP D

J

BL1

BVC

CDJ

BL2

(6A)

BL2DJ

ZPT2

BLSI

C105

HVMT2

Q118

5Sec

GR

CL-O

N0-5

C106

C107

C108

HVMT1

Q44

HPH

QPH

Q 4

6

QVRH

QVSL1

QVSL2

2C107

HVRH

HVSL1

HVSL2

QVMT1

QVMT2

C105

HVMT1

HVMT2

C106

NOTCHES

0.6

Sec

0.6

Sec

5Sec

Q118


116

BLOW

ERS C

ONTROL C

IRCUIT

(STC)

C108

C145

C106

C105

C107

QSVM

BA -VE

2Sec

CTF 1

(TR)

HVRH

HVMT 1

HVMT 2

BLVMT 2

BLVMT 1

HMCS 2

HMCS 1

CTF3

(BR)

CTF2

(BR)

CTF1

(BR)

GR C

L

0-5

QVRF

DJ

CCA (6A)

110V D

C

+ V

E

C107

LSDBR


117

CCPT

COMPRESSORS C

ONTROL C

I RCUIT

(STC)

Q 1

19

5Sec

VEAD

QTD1015Sec

B-V

E

400

C 1

01

C 1

02

406

407

C 1

03

Q 1

19

5 sec

408

629

CUT O

UT 9

. 5Kg/C

m²

CUT IN 8

Kg/C

m²

RGCP

BLCP

12

BLCPD

12

C 1

03

5Sec

1/2

/3

HCP

1/3

11/2

1/2

/3

HCP

3/2

1/2

1/3

HCP

21/2

/32/3

3

Q119

5Sec

3

HCP

QTD101

C 1

02

C 1

01

QRS2

V

EUL S

12

3VEF( E )

421

CCLSA

(6A)

QV64

CL O

N B

RCTF3

PVEF2

PVEF1(0

05)

CL O

N B

RCTF2

CL O

N B

RCTF1

12

+110V

QCON

CCA (6A)

FROM

FR

MPJ

FR


118

E-Loco-1.4.11 180 KVA STATIC CONVERTER

System Description The converter generates 415V, 3 phase, 50Hz output from 760V / 830V, 1 phase, 50Hz input which is available from the main locomotive transformer. General schematic of the converter is shown in below figure. Converter Schematic Diagram The static converter is made using a half controlled single phase bridge rectifier at the input, a DC link filter and a three phase IGBT based PWM inverter. All functions of the converter are controlled through 32 bits digital signal processor (DSP) together with a EPLD & host of digital gates and analog amplifiers.

The converter consist of following sub-modules :

Rectifier Circuit The input stage of the static converter consists of MOV, input fuse and rectifier circuit. Input MOV and fuse are used to protect the converter and for ensuring safe operation of the converter under worst input conditions such as high spikes (surge) and input over current. The rectifier circuit converts AC input voltage into DC voltage of desired level. The configuration of the rectifier circuit is a semi-controlled rectifier bridge. When the input AC voltage is positive, one of the thyristors is fired with a predetermined delay. It starts conducting and the voltage of the DC link rises. The current continues to flow due to the DC link reactor, until the input voltage changes polarity and the other thyristor is fired. Now, the other thyristor with the corresponding diode takes over the current. DC link reactor also reduces the ripple and harmonic of DC link voltage which is fed to the inverter. The main controller maintains the DC link voltage at a preset value by controlling the firing angle of the thyristors. A PI controller is used to determine the firing angle. If the DC link voltage is lower than desired voltage, the


119

firing angle will be small and if the DC link voltage is higher than the desired voltage, the firing angle will be increased. Over voltage Chopper The over voltage chopper is made up of an IGBT switch with a resistor and an anti-parallel diode. The IGBT switches the resistor on and off in the DC circuit if the DC voltage exceeds a preset value. The chopper dissipates the extra energy and protects the system from over voltage, especially during transients at start-up. Inverter Circuit The Inverter consists of six IGBT modules. IGBT modules are configured as a 3-phase bridge circuits. The bridge is made up of three identical phase branches and each branch consists of two IGBTs. The DC link voltage is converted into PWM sinusoidal waves by switching IGBTs at a high frequency. The width of the individual pulses in the PWM wave determines the amplitude of the output voltage and the width of the pulse block determines the output frequency. As the system is a constant voltage, constant frequency system, the output frequency is maintained at 50Hz and the PI controller receives an output voltage feedback in order to keep the voltage constant, too. The final stage is responsible for generation of switching signals utilizing Space Vector Pulse Width Modulation (SVPWM) technology. State-of-the-art space vector PWM technique has been adopted in the design of inverter software as this technology is more flexible & adopts to wider variations in the input DC link voltages. For better regulation of the output voltage, proportional integrated control has been used. Gate Drive Circuit The gate driver circuit receives switching pulses from the controller. The opto-coupler in the gate driver provides the perfect isolation between the power circuit and the control circuit for these pulses. After further amplification, these switching pulses are sent to the IGBTs and the thyristors. In case of over-current of the inverter, the gate driver blocks the gate pulses to protect the IGBTs and feeds the information back to the main controller. Controller Circuit The main controller card consists of 32 bits digital signal processor (DSP) together with a EPLD, host of digital gates and analog amplifiers, controlled the function of the converter. It generates switching pulses to drive the IGBTs and thyristors. It also monitors sensor signals to detect faults and abnormal operation of the static converter. Status of various parameters are monitored and compared with the reference levels. Desired preventive and corrective actions are initiated through the respective controllers in the event of abnormal conditions. Faults, if any are identified, stored in the fault memory and also can be displayed through display panel. A communication port with RS-232 interface is provided on the front panel for control gain setting, fault information and real time monitoring through a Notebook PC. A keyboard and Vacuum Fluorescent Display (VFD) is provided on the front panel for selection of operation mode & text display of monitoring status, voltage, current level & fault messages. Control Block Diagram Battery Charger The input power for battery charger is derived from the output of the converter. This AC supply is then rectified by using fully controlled thyristor bridge rectifier. The DC voltage thus generated is suitably smoothened by a LC filter. The output load & battery charging current is controlled in boost & float mode. Necessary protections are provided such as MCB in input source and output short circuit.


120

Items removed from Loco

Arno C118 R118 QCVAR CHBA QLA QOA HQOA Q100, QTD 105 &

QTD 106 Items provided in Loco

CCINV QCON QSIT & LSSIT QSVM QTD101 C1O8 BLSI/ZSI now removed in many locos as per RDSO recommendation

Procedure to close DJ in SIV loco (without BLSI Switch) Method 1 � Switch on BLDJ, BLCP and BLVMT � Press BLRDJ and Release

• LSDJ Extinguishes (DJ closes) • UA meter deviates. • SIV starts automatically with 5+3 = 8 auxiliary motors. • After 10 to 12 seconds LSCHBA extinguishes • It ensures relay ‘QCON’ is energised then QTD 101 energised. • After 5 seconds delay MCP 1&2 starts. • After 5 seconds delay MCP 3 starts through Q119 interlock.


121

Procedure to close DJ in SIV loco (Method-2) (without BLSI Switch)

� Switch on BLDJ � Press BLRDJ and Release

o LSDJ Extinguishes o UA meter deviates

� SIV starts automatically � After 10 to 12 seconds LSCHBA extinguishes � It ensures relay ‘QCON’ is energised � Switch on ‘BLCP’, compressor starts after 5 seconds delay. (Through QTD 101) � Switch on ‘BLVMT’. Now SIV stops and restarts automatically. � All the blowers are started now

DJ tripping procedure in SIV loco � Open BLDJ � Switch “OFF” all other switches as usual (While passing Neutral section do not switch OFF

BLCP & BLVMT)

QCON � This Relay is provided in relay panel � It will energise only after SIV ramped up full voltage 415 V/50 Hz � If energised lamp LSCHBA will extinguishes � Its N/C interlock is provided in Q118 branch � Its N/O interlock is provided in Compressor circuit QSVM � It is provided in relay panel � It is a time delay relay of 2 seconds � This relay will energise in following condition,

1. BLVMT is switched ON 2. CCA in good condition. 3. DJ is in closed condition

QSIT & LSSIT � This relay is provided in relay panel. � If it is energised, DJ will trip. � SIV restarts own if any internal or external fault occurs, after making all the restarts attempts,

SIV will shutdown on it’s own and also causes relay QSIT to energise and trips DJ. � A lamp LSSIT will glow in Driver's cab

QTD 101 � This is a time delay relay of 5 seconds � If BLCP is ON this relay will energises through RGCP interlock. � If energised, after 5 seconds it N/O interlock closes in C101, C102, & C103 branch Time delay between compressors are achieved by relay Q119 CCINV � It is a 6 Amp fuse provided in fuse panel � If it is fused SIV will not starts � Check this fuse if SIV does not starts after closing DJ CCA � If this fuse melts independent auxiliaries will not start


122

� Relay QSVM also not energises � SIV will not start SIV not starting � Check CCINV and CCA fuses. � If melts, renew with spare fuse. � If again melts, keep HOBA in “OFF” and renew the fuse. � If CCINV and CCA are good condition, check the QSVM relay. � If not energised, Ensure BLVMT is switched “ON” and wedge QSVM in energised condition

� If QSVM is wedged Ensure: Before closing DJ, ensure BLVMT is “switched ON”

CLOSE BLDJ, BLCP & BLVMT first, then close DJ Compressor not working

� Ensure BLCP/BLCPD is switched “ON”. � Ensure QCON is energised (LSCHBA extinguished) � Ensure QTD 101 is energised, if not gently tap QTD 101. � If QTD 101 is not energised, Wedge QTD 101 in energised condition � If QTD 101 is wedged Switch ON BLCP/BLCPD only after 5 seconds of SIV ramped

up full voltage or LSCHBA extinguished NOTE:

Do not wedge compressor contactors C101, C102 & C103. Do not change the rotating switch position when DJ is in closed condition.

1. DJ tripping with

LSSIT lamp glowing � Trouble in

Aux. power circuit or SIV

2. DJ tripping without

LSSIT � Tripping

failure through control circuit of DJ.

DJ tripping immediately after releasing BLRDJ Reason Q30 defect

DJ tripping within 15 seconds after LSCHBA extinguishes MVSL 1 or 2 QVSL 1 or 2 MVMT 1or 2

DJ TRIPPING

WITH LSSIT

LAMP GLOWING

WITHOUT LSSIT

LAMP GLOWING

Trouble in

Aux. Power circuit or SIV Trouble in

DJ control circuit


123

QVMT 1 or 2 MVRH or QVRH MPH or QPH

DJ tripping after taking 1st notch Check QVSI 1/2 & interlocks

DJ tripping after taking 6th notch Check interlocks on contactors

SIV locks immediately or SIV stops automatically and restarts

Check the SIV panel for LED or Lamp glowing If any LED or Lamp glowing trouble shoot accordingly

If any internal or external fault occurs SIV stops and restarts for 2 to 3 times normally If trouble is not rectified, DJ trips through relay QSIT and LSSIT lamp glows in driver’s desk.

If any LED or Lamp glowing trouble shoot accordingly.

Press Reset Button in SIV panel or Switch “OFF” HBA for few seconds and Switch “ON” again Re-close DJ, if SIV starts and LSCHBA extinguishes, resume traction, otherwise

� Remove CCRA-1, CCRA-2, CCVT & CCSPM � Switch “OFF” ZRT, BLRA � Do not switch on BLCP & BLVMT � Keep the following isolating switches in “0”

� HVSL- 1 & 2, HVSI- 1 & 2 and HPH are in zero � Close DJ

ADVANTAGES: 1. To give constant 415 V, 3Ø AC supply to all Aux. motors. 2. To detect single phasing 3. To detect earth fault.

4. Minimum Maintenance. 5. To avoid failure of Auxiliary motors. 6. High Efficiency. 7. To give the 3 Ø AC supply to MVRF. 8. Life of 3Ø E.M. contactors increases since operated on ‘off’ load.

9. More reliable. 10. Noise less smooth operation.


124

CP

U

050

051

052

047

048

049

046

045

(B-)

DJ EF

DJ

QP

DJ

MT

DJ(

VC

B)

QLA

QLM

DJ

QO

P2

QR

SI1

QR

SI2

QO

P1

QO

A

C11

8

C11

8

700

I49

I50

I51

I52

I53

I54

I64

I65

BL2

SN

BL1

SN

003

CC

PT

(10

AM

PS

)

BL2RDJ

BP2DJ

BL1RDJ

QVMT1

QVMT2

QVRH

20

1

I-2

00

I-0

BL1

DJ

BL2

DJ

I-1

0101

I-3

I-4

I-5I-6

BL2

SN

BL1

SN

BP

1DJ

ZP

T1

VE

PT

1V

EP

T2

(B-)

(B-)

02

31

02

31

02

10

QVSI1

HV

MT

2

0203

3HV

MT

1

I-7

BL2

SN

BL1

SN

21

0

I-8

I-9

32

10

21

0

I-10

I-11

21

03

3

I-12

ZP

T2

HV

RH

01

32

13

2

QVSI2

HV

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HV

SI2

POWER SUPPLY -(N

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110 V

DC

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I-1370

0

PA

NT

O A

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DJ

CO

NT

RO

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IRC

UIT

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ICR

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E-Loco-1.4.12 MICROPROCESSOR BASED CONTROL AND FAULT

DIAGNOSTIC SYSTEM Microprocessors are used in Electric locomotives for the purpose of controlling and fault diagnostic. This fault diagnostic and control system ADCFDS 02 is designed by “Advanced Digital Controls”, MCS 654 is designed by “Medha” and “Stesalit” company is also designing the system. This system is suitable for all types of Electric locomotives, including Static converter provided locos. ADVANTAGES:

1. Microprocessor will monitor all the control circuit interlocking system. Hence, the control circuit with their interlocking system has been eliminated by removing all the functional/ Operational relays of conventional locos.

2. In each cab, one display unit is provided through which fault is displayed. This feature is useful for Loco Pilots troubleshooting during online failures, quickly. The stress on Loco Pilot is reduced enormously.

3. Due to less number of relays and interlocks means higher reliability of this locomotive and trouble free. In these locos, online failures are recorded. So, this record is useful for maintenance staff to know the faults occurred in the locomotive and helps them in rectifying the same.

The system comprises of the following sub-assemblies: 1) MAIN UNIT:

Main unit is mounted near the ARNO converter or in relay panel. This unit performs the main task of fault diagnostics and control and comprises of the following: 1) Power Supply Module 2) CPU module – 2Nos 3) System controller/Communications module 4) Digital Input modules 4 Nos. (5Nos in MEDHA make) 5) Digital Out put modules: 3 Nos. 6) Analog/Digital converter module ( Available in all MEDHA make and some of ADC make) SIGNAL CONDITIONING UNIT: It is mounted above the main unit. It accepts locomotive HV input of auxiliary supply, ARNO/SI output & TM armature voltage (of only one TM) through a terminal block. It out put isolated low voltage signals for control unit. 1) DISPLAY UNITS:

There are two display units in the system, one for each cab. These are housed in a robust iron cabinet. These intelligent display units, each with a built in microprocessor and communicate with the main units on a serial port. The broad features of these display Units are:

LCD DISPLAY DIGITAL NOTCH INDICATOR

5 KEYS KEY BOARD BUZZER

Fault Display Format

Once a fault occurs, it will automatically appear on screen and remains there until another fault

occurs or user clears the fault.

Fault Message Fault Time Fault Date Current Time Current Date


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Fault MEMORY: The system is provided with non-volatile memory. The fault memory stores the fault, date and time of occurrence of fault in a sequential manner. The fault memory has capacity to store about 400 faults in ADC & 380 faults in MEDHA.

In addition to detection of faults, the system has following: a) Real time clock, b) A/D converter for measurement of: 1. TM voltage, 2. TM current, 3. MR pressure, 4.

CHBA/BA voltage, 5. OHE voltage, 6. ARNO/SI out put. c) KEY BOARD: The system is provided with 24 / 5 keys keyboard on the display units

of each cab. The keyboard of either cab is operational. The following keys are used in the fault diagnostic system.

KEY PURPOSE

ACK This key is used for acknowledgement of the fault displayed on the screen.

MENU This key is used for selection of various operations.

CURS UP This permits one to view the next cursor fault in memory when in cursor fault display mode.

CURS DN This permits one to view the previous cursor fault in memory when in cursory fault display mode.

ENTR This is the command terminator


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CONTACTORS

INPUTS

BLOCK DIAGRAM

CAB-1 CAB-2

MICROPROCESSOR MAIN UNIT

VALVES

DJ

CONTACTORS

GR

VALVES MP

RELAYS

OUT PUTS

DISPLAY UNIT

DISPLAY UNIT

POWER SUPPLY FROM

BATTERY


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MEDHA MENU CHARECTERS

VEHICLE DIAGNOSTIC

PROCESS INFORMATION

EXIT

Isolation Information

Fault Informatio

Information About Isolated Equipment

Displays stored Faulty Information With date and Time

MENU

Input / Output Display

SELFTEST Loco Pilot need not to check a0-a1 CH:OK, ARNO / SI CH:OK, TMV CH:OK, COM.DSP1 : OK, COM.DSP2 : OK, EEPROM : OK, RTC : OK, NO of CPU:2,CPU sts: OK. Note: To see self test,GR

should be on ‘0’ and DJ open.

Display Digital Output

Display Digital Input

Display Analog

965-966 Voltage ARNO / SI Out put Voltage TM Voltage

ELIMINATED RELAY STATUS Q20,Q30,Q44,Q45,Q46,Q48,Q49,Q50,Q51,Q52, Q100,Q118,Q119, Q120,QCVAR / QCON, ‘0’ means the relay branch is not getting feed ‘1’ means the relay branch is getting feed.

Display will go to normal mode


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RELAYS REMOVED:

Q20 Q30 Q44 Q45 Q46 Q48

Q49 Q50 Q51 Q52 Q100 Q118

Q119 QV60 QV61 QV62 QV63 QV64

QCVAR QWC QRS2 QTD105 QTD106 PR1

PR2 QSIT & QCON (in Static converter provided locos)

RELAYS AVAILABLE:

QOA QOP1 QOP2 QRSI1 QRSI2 QLA

QLM QPDJ QVRF QFL QD 1 QD2

QPH QVMT1 QVMT2 QVRH QVSL1 RGAF

QVSL2 QVSI1 QVSI2 RGCP RGEB

Fuse provided newly: CCCPU (6A–ADC & 2A - MEDHA) some locos only

Fuses removed: CCDJ, CCA, CCLS & CCLSA

Modification to existing Equipment:

1. Auxiliary contacts/ Interlocks of MP, SMGR, ZSMS, CTF1, 2, 3, J 1, J 2, EM contactors.

2. Notch repeater and TFS are removed in MEDHA make locos.

3. BPQD switch provided in both cabs on Loco Pilot's desk.


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MESSAGES DISPLAYED DURING VARIOUS OPERATIONS (ADC M AKE)

OPERATION MESSAGE ON DISPLAY

HBA “ON” ATTEMPTING SYNCHRONIZATION For few seconds and disappears. WAITING FOR COMMAND will appears

Unlocking BL BLDJ OPEN

Closing BLDJ ZPT/ BV OPEN

ZPT 1 or 2 BLRDJ OPEN

Closing BLRDJ DJ CLOSURE ATTEMPTED for few seconds and disappears

REVERSER ON ‘0’ will appear (After closing DJ)

Moving MPJ to ‘F’ or ‘R’ MP ON ‘0’

Moving MP to ‘N’ Tr MP on Traction

Moving MP to ‘P’ Br MP on Braking

Taking notches POSITION OF NOTCH (0-32) Indicated by Digital Notch indicator & NR

MESSAGES DISPLAYED IN THE DISPLAY UNIT WHEN DJ TRIP PED

When DJ tripped on run, the reason for tripping will be displayed on the screen of the display unit.

1 DJ tripping via QVRH 10 DJ tripping via QRSI 1

2 DJ tripping via QVMT1 11 DJ tripping via QRSI 2

3 DJ tripping via QVMT2 12 DJ tripping via QOP 1

4 DJ tripping via QVSL1 13 DJ tripping via QOP 2

5 DJ tripping via QVSL2 14 DJ tripping via QLM

6 DJ tripping via QPH 15 DJ tripping via QOA

7 DJ tripping via QVSI1 16 DJ tripping via QLA

8 DJ tripping via QVSI2 17 DJ tripping via Q30

9 DJ tripping via GR stuck up in between notches

18 Auto regression via wheel slip


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PROCEDURE FOR ENERGISATION(MEDHA MAKE): Energisation of this loco is similar to conventional loco. The following messages will be displayed on display unit of each cab. 1. After general checkup, Put HBA on ‘1’, observe LCD display panel for – Welcome note by MCS –

654. 2. Start MCPA and build up pressure up to 8 kg/cm2, Unlock BL key and observe LCD display panel

for – BL key ON. 3. Close BLDJ and observe LCD display panel for -BLDJ CLOSED. 4. Keep ZPT on 1 or 2 and check for panto to raise and observe LCD display panel for – CAB 1 /

CAB 2 PANTO RAISED (According to cab and ZPT positions message will appear). 5. Press BLRDJ and observe C-118 contactor, DJ for closing and observe LCD display panel for -DJ

CLOSED. (Provided DJ closed). 6. SI ON appears after starting of static converter till QCON energisation and disappears after

extinguishing of LSCHBA (Static converter provided locos). 7. MPJ ‘F’ or ‘R’-No message displays. 8. MP on ‘N’ (Tr / Br) - No message displays. 9. Taking notches – Position of notch ( 0 to 32 ) indicates by digital notch indicator only.

MESSAGES DISPLAYED IN THE DISPLAY UNIT OF MEDHA MAK E MICROPROCESSOR

SR NO DISPLAY MESSAGE 1. There is NO OHE at the time of DJ closing (BLRDJ is ON) 2. OHE Low/No Tension 3. DJ Tripping due to QOP1 (Earth Fault)

4. DJ Tripping due to QOP2 (Earth Fault) 5. DJ Tripping due to QOA (Earth Fault) 6. DJ Tripping due to QRSI 1 (Over Current in RSI 1) 7. DJ Tripping due to QRSI 2 (Over Current in RSI 2)

8. DJ Tripping due to QLM (TFWR Over Current) 9. DJ Tripping due to QVSL1 (SL1 Blower) 10. DJ Tripping due to QVSL2 (SL2 Blower) 11. DJ Tripping due to QVMT1 (MT1 Blower)

12. DJ Tripping due to QVMT2 (MT2 Blower) 13. DJ Tripping due to QVRH (RH Blower) 14. DJ Tripping due to QVSI1 (RSI 1 Blower) 15. DJ Tripping due to QVSI2 (RSI 2 Blower)

16. DJ Tripping due to QPH 17. DJ Tripping due to GR Stuck up on notches 18. DJ Tripping due to QLA (Over current in Auxiliary Circuit) 19. DJ Tripping due to QPDJ 20. QVRF not working

21. Unable to close DJ due to QOP1 22. Unable to close DJ due to QOP2 23. Unable to close DJ due to QLM


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24. Unable to close DJ due to QRSI1 25. Unable to close DJ due to QRSI2

26. Unable to close DJ due to QLA 27. Unable to close DJ due to QPDJ 28. Reversers are neither in "F" nor "R" 29. CTFs are neither in "Tr" nor "Br"

30. GR not in Zero 31. Brake applied through IP 32. Auto Regression via RGEB 33. Auto Regression via QD

34. Auto Regression via TM over voltage 35. Braking Fault SWC operated 36. Working with one CPU 37. EEPROM failure working with Default parameters

38. Display Communication fail with other CAB 39. BLRDJ closed but DJ could not close 40. HVMT1 is in position 0 41. HVMT2 is in position 0

42. HVSI1 is in position 0 43. HVSI2 is in position 0 44. C145 Open HMCS 1/2 not in 1 45. DBR overheated or

QF/ QE Operated

46. DJ Tripped via DJ Feed back Fail

47. Battery Charger Output Fail

48. ICDJ through C106 Feedback Fail

49. ICDJ through C105 Feedback Fail

50. GR stuck on Notches

51. V965 Channel Fail

52. Auto - Regression via ACP

53. BPAR put in bypass

54. BPAR restored

55. ICDJ through QSIT Dropped

56. OHE Voltage out of Range

TROUBLE SHOOTING

ICDJ: 1. Check Add. CCBA, CCBA, CCPT & CCCPU. If any fuse melts, replaced the same If again melts fuse check as per the circuit diagram. 2. Ensure MR/RS pressure is above 8Kg/cm2. 3. Check safety relay target, if any relay energized. 4. Ensure BA voltage is above 90 Volts. 5. Ensure GR on ‘0’ 6. Try to close DJ with BP2DJ.


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7. Keep HQOP 1 in OFF, HQOP 2 in OFF, and HOBA in OFF and try.

8. Try from rear cab. 9. Keep HBA on ‘0’, wait for 3 minutes and try to energise the locomotive. 10. In ARNO provided locos check C118 contactor closing or not.

E-Loco-1.4.13 LUBRICANTS USED IN LOCO Traction motor- (PE & CE) Grease------------------RR3 Axle box-------------------------------------------------RR3 Hitachi Axle (Motor suspension unit)---------------RR3 Suspension Bearing in TAWO motor---------------Servo Prime 76 (16 Lts) Side bearer---------------------------------------------Servo Prime 76 (800 ml) Gear case. Compound------------------------------- Servo coat 170 T Valve with rubber components--------------------- Silicon grease Crank case bearings----------------------------------Servo gem 3 Auxiliary Compressor---------------------------------Servo Prime 150 Main Compressor--------------------------------------Servo Prime 150 PVs (Exhausters): Elgi Ex 4500------------------------------------------- Servo Prime 150 Northy 250 RE-----------------------------------------Servo Prime 150 SLM. VL 30---------------------------------------------Servo Prime 150

E-Loco-1.4.14 PANTO ENTANGLEMENT-CAUSES: When any broken part of pantograph comes contact in between over head lines or vice- versa causes panto entanglement. Causes: 1. OHE defects 2. Pantograph defects 3. Track defective 4. Miscellaneous 1. OHE defects : a. Damaged insulators, damaged cantilever tubes, damaged jumpers and droppers. b. Improper adjustment of OHE at turnouts & curves. c. If ATD drum is not moving properly. d. Contact wire defective.

2. Panto defects : a. Spring box failure. b. Improper static force of panto on OHE. c. Missing pins and fasteners of parts. d. Improper leveling of panto pan.

3. Miscellaneous defects: a. Storm b. Bird hitting c. Tree branches / foreign material on OHE / theft of OHE.


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CANTILEVER-PARTS:

ARTS 1. Mast fitting for hook insulator. 2. Stay tube insulator 3. Stay tube arm 4. Stay tube sleeve 5. Tube cap 6. Mast bracket fitting 7. Bracket tube insulator 8. Register arm hook 9. Bracket tube

10. Register arm dropper 11. Tube cap 12. Anti wind clamp 13. Register eye piece 14. Drop bracket assembly 15. Steady arm hook 16. Steady arm swivel 17. Steady arm 18. Contact wire 19. Contact wire swivel clip 20. Catenary wire.

E-Loco-1.4.15 MU – OPERATION MULTIPLE UNIT OPERATION

Introduction

For MU operation, 3 electrical jumpers (One set) are connected between two Locos besides connecting the pneumatic & Vacuum hosepipes. Due to connection of electrical jumpers, the control circuit feed of one Loco reaches to another Loco therefore same control circuit operation takes place in both the Locos, though operation is done from leading Loco. In MU operation, almost all the feed of control circuits of the leading Loco reaches to the trailing Loco but Q118, Q44 and Q100 get the control supply from its own Loco. Therefore for closing DJ, HBA should be on '1' position in both Locos. A switch BLSN is provided on the BL box, which controls the feed to VEPT and MTDJ of trailing Loco. Its normal position is 'up' (close). On pressing it down, the supply to trailing Loco VEPT and MTDJ cuts off and the DJ of trailing Loco gets opened and Panto also lowers. It is important to know that from leading Loco closing of DJ can be done for both Locos together or separately. Similarly tripping of DJ can be done for both Locos together or of the rear Loco only. However, DJ of the leading Loco alone cannot be tripped from leading Loco. It should be kept in mind that if required, DJ can be closed of trailing Loco by pressing BP2DJ of trailing Loco, but cannot be opened by BP1DJ of the trailing Loco. In case of emergency the DJ of trailing Loco can be opened by removing CCPT fuse of trailing Loco, but normally it is to be avoided. Preparing of MU Locos Checking of Locos 1. Examine the Locos separately and prepare them individually.


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2. After complete checking de-energise the locos. Attach them one to the other, preferably with cab 2 on either ends with CBC & pin.

3. Keep HBA of both locos in '0' position. 4. On one side attach B C D couplers of one Loco to other. On other Loco side Loco B C D couplers

will be kept as spare. 5. Couple up MR and BC equalising hose pipes and open their angular cocks. 6. Couple BP &FP air hoses and open their angle cocks. If necessary connect vacuum hose pipe also. 7. Keep A9 I/L & O/L cocks of working cab open condition and remaining cabs should be in closed

position. 8. Keep SA9 supply & apply cocks of working cab open condition and remaining cabs should be in

closed position. 9. Keep A8 COC Open in leading Loco Close in Trailing Loco. 10. MU2B of leading Loco in LEAD position and in Trailing Loco should be kept in TRAIL/DEAD

position. 11. Keep ZPT, MPJ & BL keys of trailing Loco in the side locker. 12. HBA should be kept on '1' in both the Locos. 13. Start MCPA of both the Locos and ensure RS pressure raises up to 6.5 kg/cm2. Note: If CPA of any Loco is defective, then first energise the MU Locos from the Loco in which CPA is working. Energising Of MU Locos 1. Unlock the BL in working cab of leading Loco and ensure four pilot lamps LSDJ, LSCHBA,

LSGR, & LSB glowing. 2. Place ZPT ON '1' and ensure rear pantos of both the Locos are raised and touched to OHE. 3. Place BLSN switch at 'ON' position and ensure trailing Loco panto is lowered. 4. Close BLDJ and press BLRDJ. After UA needle is deviated release BLRDJ exactly after 4 seconds.

LSDJ, LSCHBA, LSGR & LSB will not extinguish. 5. Normalise the switch BLSN (i.e., 'OFF' position) and ensure trailing Loco rear panto is raised and

touching to OHE. 6. Now press BLRDJ again and release it after LSDJ & LSCHBA lamps extinguishes. 7. Close BLCP and ensure CPs working according to HCP switch position of each Loco. 8. Close BLVMT and ensure three blower motors are working in both Locos. 9. Keep MPJ on 'F' or 'R' as required and ensure LSB is extinguished. 10. Move MP from 'N' to '+' and ensure LSGR is extinguished. NR shows one notch and ammeters are

deviating. Then bring back mp to '0'. ** * Now MU Locos are ready to work a train.***

Procedure to locate defective Loco: While working in MU operation, when DJ trips in 'Leading' or 'Trailing' Loco or certain faults occurs, it can be detected by LSGROUP lamp provided on cab roof and LSOL on the Loco Pilot's desk as given below.

�� In defective Loco - LSGROUP glows and LSOL remains extinguished. �� In healthy Loco - LSOL glows and LSGROUP remains extinguishes.

The concerned pilot lamp indicating the fault will also glow in both the Locos along with LSGROUP/LSOL. Until the fault is rectified, the pilot lamp will continue to glow in both the Locos. Therefore, on seeing LSGROUP (along with pilot lamps), we can locate the defective Loco. If LSGROUP is glowing in leading Loco, then leading Loco is defective and if LSOL glows in leading Loco then it means that defect is in trailing Loco (ensure LSGROUP is in working order).

LSGROUP glows under following 4 circumstances in the Locomotive. � When DJ trips. � CHBA is defective. � Q50 de-energised. � When tell tale fuse melted in RSI block.


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The above defects can be rectified/trouble shooted in concerned Loco. Note: In case of Loco trouble in leading or trailing Loco, the Loco Pilot should first try to clear the section & then do the trouble shooting of defective Loco. Switch ZLS is provided in switch panel. When ZLS is switched OFF, signaling lamps will not glow. This switch should be kept in OFF position in healthy Loco while trouble shooting in defective Loco.

Signaling lamp indications in MU Locos

S.No TYPE OF INDICATION LEADING LOCO TRAILING LOCO

1 Leading Loco energised and trailing Loco de-energised.

LSDJ, LSCHBA, LSGR, LSB & LSOL glows.

LSDJ, LSCHBA, LSGR, LSB & LSGROUP glows.

2 Leading Loco de-energised and trailing Loco energised.


LSDJ, LSCHBA, LSGR, LSB & LSOL glows.

3 Both Locos de-energised LSDJ, LSCHBA, LSGR, LSB & LSGROUP glows.


4 CHBA failed in leading Loco LSCHBA & LSGROUP glows.

LSCHBA & LSOL glows.

5 CHBA failed in trailing Loco LSCHBA & LSOL glows. LSCHBA & LSGROUP glows.

6 Reversers not correctly set in leading Loco

LSB & LSGROUP glows. LSB & LSOL glows.

7 Reversers not correctly set in trailing Loco

LSB & LSOL glows. LSB & LSGROUP glows.

8 Tell tale fuse projected in leading Loco

LSRSI & LSGROUP glows LSRSI & LSOL glows

9 Tell tale fuse projected in trailing Loco

LSRSI & LSOL glows LSRSI & LSGROUP glows

POSITION OF COCs IN MU LOCOS

ITEM LEADING LOCO TRAILING LOCO

A9 I/L &O/L COCs WORKING CAB : OPEN

NON WORKING CAB : CLOSE

BOTH CABS CLOSE

SA9 SUPPLY & APPLY COCs

WORKING CAB : OPEN

NON WORKING CAB : CLOSE

BOTH CABS CLOSE

MU2B LEAD TRAIL

A 8 COC OPEN CLOSE

VTP COC OPEN OPEN

HB 5 COC OPEN OPEN

A 1 DIFF COC OPEN OPEN

RGEB 2 COC OPEN OPEN


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Q49 CONTROL CIRCUIT

Q49 is a synchronizing relay. This will come into service in multiple units only when notch by notch progression or notch by notch regression takes place with MP or only during progression with EEC. After unlocking BL in the leading loco, the feed from leading loco through CCLS fuse (wire No. 211 of pilot lamp control circuit) goes to rear loco through ‘D’ coupler (wire No.18) and reaches up to Q49 N/O I/L. The same feed is also taken through wire No. 15 of ‘D’ coupler and is going up to QV62 N/C I/L on Q49 relay branch in rear loco and the same feed is also taken back through wire No. 16 of ‘D’ coupler up to QV62 N/C I/L on Q49 branch in leading loco. When MP is moved to ‘+’ in leading loco, in both locos VE1 coil energizes and GR moves in clock wise direction in both locos. The feed is taken through 079 wire No. to Q52 of leading loco and also to Q52 of trailing loco to energize at half notch and further progression is stopped. Once GR is moved away from ‘0’, the relay QV62 gets de energised and it’s N/C I/L closes on Q49 branch. When MP is moved back to ‘N’ position, the relay Q52 de energizes and its N/C I/L closes on Q49 branch. So on every full notch (other than ‘0’) and when Q52 is in de energize position, Q49 relay energizes. While operating MP for notch by notch progression or notch by notch regression (or during progression with EEC), if in any one loco GR struck up on full notch in that defective loco Q52 will not energize (since GR not rotating) and Q49 will be in de energize position. Defective loco Q49 N/O I/L close in between 211 & 079 wire Nos. The supply from CCLS & BL of leading loco passes via trailing loco Q49 N/O I/L (already closed) and waits at ASMGR closes on full notch interlock in both MU locos. While operating MP for next notch progression or for next notch notch regression, both locos progression or regression coils energizes but in healthy loco Q52 energies at half notch and in defective loco Q52 will not energize (since GR not rotating). In healthy loco when Q52 is energised, its N/c I/L opens on Q52 branch and path is maintained through RQ52. Normally Q52 de energizes after moving MP back to ‘N’ position. But in this case, supply from CCLS & BL of leading loco passes via defective loco Q49 N/O I/L which is already waiting at ASMGR closes on full notch interlock, makes the Q52 of healthy loco in energize position permanently even after moving MP to ‘N’ position. Further after operating MP to ‘+’ or to ‘-’, neither progression nor regression takes lace.

After keeping MP on ‘0’ • In defective loco Q46 energizes and DJ trips after 5.6 seconds. • In healthy loco since Q52 relay is already in energize position, VE2 coil will not energize

immediately. After keeping MP on ‘0’, first Q46 energize and its N/C I/L open on Q52 branch then Q52 energizes and quick regression takes place in healthy loco.


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NOTE: If auto regression takes place in any one of MU locos, Q49 relay will not come into service and in this case synchronization is not possible.

SANDERS CONTROL CIRCUIT

The sanders control circuit energises VESA1 & 2 or VESA3 & 4 according to the direction of train movement causing sand to apply in case of wheel slip. When PSA1 is pressed, through CCLS, BL I/L PSA contact, J1F and J2F contacts, VESA1 & 2 will energise. When PSA2 is pressed, through CCLS, BL I/L PSA contact, J1R and J2R contacts, VESA 3 & 4 will energise. When these electro valves are energised, the pressure from MR2 acts on sand ejectors (provided below each sand box) and sand is dropped along with forced air in between wheels and rails for better grip. During cab-1 leading sand drops to axle No 1, 2 & 4. During cab-2 leading sand drops to axle No 6, 5 & 3. When ever Q48 is energised by any means, automatically concerned electro valve energises according to the cab leading. But this Q48 I/L is chronometric I/L which allows dropage of sand even after de-energisation of Q48relay.

* Jai Hind *

INITIAL TRINING COURSE FOR APPRENTICE …ettcbzaelearning.com/trs/INITIAL_Tech_Loco.pdfETTC/BZA/SCR...

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