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Adhesion 29 ℅ 35.70℅ 38 ℅ 35 ℅ 38 ℅
OPERATING PRINCIPLE
When we put ZPT on ‘1’, the VEPT of rear panto gets energized
by battery supply and opens the compressed air path to panto servomotor
through throttle valve.
The compressed air are rushes to panto servomotor gradually
and presses the piston against the tension of lowering spring which moves
the eyelet rod backward, thus permitting rotation of horizontal spindle under
the tension of raising spring. As the horizontal spindle rotates the pantograph
raised through articulation assembly till it touches contact wire. After the
completion of piston stroke the air servomotor plays no further part.
LOWERING OF PANTOGRAPH
When we put ZPT on ‘0’, the VEPT of concerned panto gets de-
energized and stop the air supply to panto servomotor and also exhausted the
remaining pressure of servomotor gradually through VEPT valve
As the pressure of servomotor gets exhausted piston return
under the action of lowering spring due to which eyelet rod moves forward
and rotates the horizontal spindle in such a way that the pantograph get
lowered through articulation system.
THROTTLE VALVE:
VEPT valve:
ZPT:
For raising and lowering the panto the ZPT key is provided
on both the control staid, which having following positions.
DATA
• Operating pressure 6.6 to 8.0 kg/cm²
• Panto start lowering between 3.0 and 3.5 kg/cm²
• The articulation system is designed to allow an extension of 2.46
meters
• Raising time (1.5 meter) is 6 to 10 second
• Lowering time (1.5 meter) is 6 to 10 second
3.LOCO TRANFORMER
The transformer has three lag. Lag one carries the winding of the
regulating transformer stepping down the voltage of the overhead system
to a value permissible for the equipment.
The series winding A-32 ---- A-33 has turns and a cross sectional
area of 27.45 mm²
The main winding A-0 ----- A-32 has 960 turns and a cross
sectional area of 27.45 mm²
Therefore, the total no. of turns in a complete winding of the
regulating transformer will be
Before moving contact roller leaves the zero tap contact segment, it
touches the first tap segment. During this the CGR1 contactor closes
inserting the diverter resistance RGR in between tap ‘0’and tap ‘1’ through
RGR. This resistance RGR restricts the short circuit current when the
selector arm further moves fully on tap 1, the inner contact roller breaks the
contact with zero tap. Meanwhile CGR II contactor opens and cuts off RGR
from circuit, Like wise when the selector arm moves from first tap to second
tap. The contact roller will continue to make connection between inner
segment and inner ring. This is due to over lapping contact segment. At the
same time CGR I, CGR II are closed again setting the resistor RGR in
between the short circuited winding. Now the service current flows from the
contact ring in the selector through the resistor RGR. When the selector arm
further moves, the outer roller leaves the tap 1 segment and breaks the
contact. At the same time CGR gets opened and CGRII and CGR III are
closed. This again cuts off the resistor RGR.
The opening and closing of CGR contacts is carried out by cam
shaft which is driven by the main shaft through gear arrangements. This
ensures a perfect relationship between the movement of selector arm and the
operation of CGR contactors.
A high resistor RGR serves as the connection between equal
potential, which ensures that branches of the circuit being interrupted at the
given potential.
CONTROL OF TAP CHANGER BY MP
In electric loco mainly two silicon rectifier blocks RSI 1 and RSI 2 are
provided for converting AC to DC. They are bridge connected. Continuous
current retting of each block is 1000 amps.
Each rectifier blocks are provided with set of tells tale fuses. Each
rectifier bridge consists of four arms and each arm carries four fuses. In case
of puncturing of silicon diode in a particular block, the main fuse melts and
the corresponding tell tale fuse also melts which causes the micro switch to
operate. By closing of micro switch, the related relay will be energized
which make glows respected pilot lamp in cab 1 and cab 2 the defective
block or arm can be curtained by visual inspection of rectifier cabinet . The
melted tell tale fuse can be identified by the black button projecting out.
Replacement of Arno converter by solid state converter unit has always been
a cherished dream of rolling stock engineers for utilizing the 415 V +/- 5%
balanced supply for feeding the auxiliary motors of locomotive. Failure of
auxiliary motors, especially the compressor motor has been causing concern
to the maintenance engineers apart from failure of the Arno converter itself.
SE rly had first opportunity in the year 1988 to make use of static inverters
on 6 nos WAG6A locomotives imported from M/s ASEA, Sweden.
Thereafter, it was the turn of western and central railways to maintain and
operate 180 KVA SI units on WCAM2 and WCAM3 /WCAG1 locomotives
respectively. Currently, electric loco shed, kalian boasts of highest holding of
electric locos equipped with “state of art” static inverter unit manufactured
by M/s. GEC Alsthom, rich experience has been gained by kalian loco shed
in maintaining these static inverter.
COMPONENTS OF SI UNIT
FUNCTION OF SI UNIT:
SI unit gets activated when CCBA fuse is intact. HBA is in No. 1 position.
110 V DC supply is available for feeding the control block. It will be
indicated on SI unit by illuminating “control OK” green indication. When
the HV supply is available by closing DJ in AC section or DS section , in put
contactor CIN closes, ‘ in put voltage ok” green indication will illuminates
with CCIN fuse intact and SI unit starts functioning.
No sooner DJ is closed SI unit makes the 415 V AC 3 phase supply
available and “output voltage ok” green indicator will illuminate. At the
same time MVCON 1-2-3 starts automatically for cooling down the SI unit.
7. ARNO CONVERTER
Connection Star
RPM 420
Cycle 50
Due to the voltage variation the speed of the arno is also varies so the out
put three phase supply is not constant but varies with the OHE voltage
which is not desired. Due to this reason now a days arno converter are
replaced by solid state static converter unit which is known as SI unit.
8. TRACTION MOTORS (DC series motor)
The traction motor is a dc series motor four pole or six pole forced
ventilated machine arranged for axle mounting on sleeve baring and
supported on the opposite by the resilient suspension unit, transverse
movement is limited by the flanges of axle. These motors are axle hung,
nose suspended type and are provided with grease lubricated roller bearings
for armature as well as for suspension. Special provision has been made in
design of the motors to ensure the locomotive operates satisfactorily on
flooded track, to max. Flood level of 20 cm , above rail level.
Type HS 15250 A
Continuous out put 630 KW
Volts 750 V
Current 900 Amp.
Speed 895 RPM
Number 6 Per Loco
Field Series field with commutating poles
Insulation Class H
No. of poles Main 6, commutating 6
Ventilation 90 cu meter/min
Generally in locos there are six traction motors. Three motors per
bogies and each motor driving one axle directly through gears. The motors
M1 to M6nare supplied jointly by the two silicon rectifiers connected in
parallel through contactors L1 an L2. Each rectifier units RSI is connected to
separate secondary winding TFP 1, 2 and the smoothing the current thus
rectified in carried out by means of two smoothing reactors SL1 and SL2.
By increasing the notch of the tap changer using SMGR the we can
increasing the speed of the traction motor after applying maximum tension
to the traction motor if the required speed can not be attended , the field coils
of the traction motors can be shunting is done dead resistance are introduced
in parallel to the field coils.
Shunting is effected in 3 steps by four electro pneumatic contactors for
each motor or pair of motor. These contactors are remote controlled by the
shunting controller MPS which has 5 positions. Shunting can only be done if
20 or more notches are taken, as the cam contact of GR on the control circuit
of shunting contractors will close only on notches 20 – 30.
Shunting should only be done when it is absolutely necessary and only
a after having applied the max. Permissible tension to the traction motors. It
should be ensured that the max. Permissible limit of intensity is however not
exceeded.
PRINCIPLE OF WORKING
Mostly the air blast type circuit breaker is used as a DJ is electric traction
but now a days OCB are replaced by the vacuum circuit breaker due to the
following advantages
1. Less maintenance
2. Space saving
3. Greater reliability
4. Simplified control
5. Quite in operation
10. LOCOMOTIVE BOGIES
BOGIES CLASSIFICATION
• No of axles
• Type of axle drive
The type of axle drive and no. of axle in bogies is also called the
wheel arrangement. Wheel arrangements are classified as B, BO, CO
BOGIES COMPONENT
1. Bogie frame
2. Wheels
3. Axles
4. Springs
5. Axles boxes
6. Supports for traction motors
7. Support for brake rigging brake cylinder
8. Friction dampers/snubbers.
SUSPENSION
1. Trimount bogie
2. Flexi coil bogie
3. High adhesion bogie
IRABB.2 dual brake system had been designed by Indian railways for
application in main line WAG5/WAG7/WAP1 AC locos for hauling both
graduated release automatic air braked train as well as standard vacuum
braked train. The system comprises WABCO brake elements, already
provided in 28-LAV-1 brake system used in WDM-2 class diesel-electric
locos in Indian railways.
Besides, the IRAVB.2 brake system also supplies compressed air for
operation of the following auxiliaries.
1. Load
2. Pantograph
3. Electro pneumatic sanding
4. Pneumatic horn
5. Pneumatic wipers.
The complete IRAVB 2 dual brake system is compressed air controlled and
essentially comprises 3 no. MCP of 000 liters, or its varies with the type of
loco. FAD for supply of compresses air 8-10 kg/cm² 2 nos. of MPV of 250
liters. FAD for evacuating vacuum train pipe at 20-20” HG, and relevant
elementary valves for achieving the system and features.
Depending upon the air braked train length either 2 or 3 MCP are kept ‘ON’
for vacuum braked train one compressor and one MPV are kept ‘ON’.
BRAKE SYSTEM
1. Independent loco brake system
2. Syn. Loco brake system
3. BP charging system
4. Vacuum brake system.
1. SA-9 valves
2. MU-2B valve
3. C-2 relay valve
4. Duplex check valve
5. Bogies COC with vent.
6. Brake cylinders.
Presently all the locomotives are using DC traction motors, use of which
has following related problems:
• With ever increasing need for hauling loads, there is need to make
max. use of available adhesion. Whereas, existing DC motor are
running on their maximum.
14.ADVANTAGES OF THREE PHASE TECHNOLOGY
1. Three phase traction motor are robust and require little maintenance.
Apart from bearings, it has no parts which are subjected to wear and is
insensitive to dust, vibration and heat.
2. There is no commutator and so commutator peripheral speed, place no
limit on motor speed. AC traction motors can easily operate at 4000
rpm in contrast to DC machines which normally operate at speeds of
2500 rpm.
WAG 9 WAG 9h
5. Since the torque speed characteristics of induction motor is markedly
steeper than that of attained by conventional DC machines, the
induction machine can take better advantages of maximum possible
tractive effort and a higher mean adhesion coefficient can be expected.
• Use of gradients for coasting. Level section can also be used for
coasting by following proper driving techniques.
• Avoid use of resistance in locomotives. Use tube lights and FRP fan
blades in EMU/coach/locos
• Use efficient speed control methods. Do not use resistance for speed
control. Thyristor control, chopper control and 3 phase technology
with frequency control etc can be useful.