THREE FIELD EXCITATION SYSTEMS

Figure :1 illustrates the basis circuits employed in the Three field excitation system.
The following step by step analysis explain how this system woks when the locomotive
starts and accelerates a train.
Assume – the engine has been started and its idling. The operator then closes the
control breaker and generator field switch GFS places the reverser in forward position
closing the RHF contacts: and moves his selector handle into motoring position: closing
the SH „ 1,2,3,4 contacts. All power and control circuits are now connected for forward
movement of the locomotive. At this point, with the engine idling, both the gears, are
rotating, but neither or building up voltage. To enable them to build up voltage, the
operator must move his throttle handle from TH 1 – 8 and following reactions takes place.

1. The exciter battery field contactor EF1 is closed enabling the batteries to supply
current to this field (F1 – F2) with the exciter battery field magnetized by this current,
the exciter builds up voltage. As this happens, the exciter supplies magnetizing
current to itself (F3 – F4), which is connected across the excited armature.
Magnetization of exciter self field further increases the voltage buildup of the exciter.
The amount of the current supplied by the batteries is determined for each throttle
notch by the resistors in the excitation resistor panel (EXF3). The resistance in the
circuit decreases as the notch settings increase, allowing increasing amounts of
battery current to flow to the exciter battery field and therefore increasing exciter
output.

2. As the generator field contactor (GF) closes, connecting the output of the exciter to the
main generator shunt field (GS – GSS). Rotating at engine speed and its shunt field
excited, the main generator builds up voltage. However, the amount of voltage the
generator is above to develop is limited by the predetermined engine speed and
maximum battery excitation current for each notch.

3. As the generator builds up voltage, current flows to the traction motors (1,2). The
amount of current that the motors will demand depends upon the load the greater the
load, the more current the motors will demand. However, the account of current the
generator can supply for each notch must be limited to prevent wheel slip or excessive
drawbar strain and to provided for effective operator control and smooth train
operation. This is done for each notch by the action of the exciter differential field (F6
– F5) which is correct across the generator commutating field, As current flows from
the generator to the motors, a proportionate amount also flows to the differential field,
magnetizing it. The magnetizing of the exciter differential field opposes the
magnetization of the exciter battery and self fields. As motor current increases, the
magnetizing of the Exciter differential field increases. When this occurs, he exciter is
unable to provide increased excitation to the generator and there will be no further
increase of generator current. The three exciter field will then be balanced. In this
way the maximum generator current output is limited for each notch.
4. For best locomotive design the generator power demand must be to the engine output
capability. In notch one, generator voltage and current output have been limited by
the excitation resistors and by the exciter differential field respectively. Between
points B and F of fig.2, generator load is less than the capability of the engine. Above
point F the generator output would exceed the capabilities of the engine except for the
action of the load control rheostat connected in the exciter battery field circuit. The
engine speed governor senses any decrease in engine speed due to over loading.
Should this decrease occur, it relays its message to the lead control rheostat, which
will automatically insert resistance in the exciter battery field circuit battery field current
then decreases, reducing the exciter‟s ability to supply excitation to the main
generator. Main generator voltage falls of, reducing generator power requirement.
The engine governor will constantly move and position the lead control rheostat sc
that constant engine output is maintained.

5. If the torque developed by the motors in notch one is greater enough to overcome
starting friction the train will be again to move. If not, the motors will demand
maximum current allowed by the excitation system, but will not rotate. It will be
necessary for the operator to advance the throttle through successive notches until the
limit of adhesion is reached or the train starts.

As the throttle is advanced, engine speed will increase to a pre-determined value for
each notch. This increase in engine speed takes places because movement of the
throttle handle energizes engine governor solenoids which cause the governor to
increase fuel supply by re-positioning the fuel racks.

At each notch, the operation of the excitation system described for notch one
will be repeated. As the throttle is advanced, excitation resistance in the battery field
is decreased, allowing more battery current to flow to the exciter battery field the
exciter will increase its excitation supply to the main generator. Generator output will
increase motors may do and more current but the supply available will be limited by
the exciter differential and battery fields and the loa control rheostat will constantly
reposition itself to equate generator demand to engine output.

6. Until the motors begin to rotate they will offer only armature resistance to the
generator. Then the motors begin to turn, however, they will develop additional
resistance (Counter votage) to generator voltage, causing current to decrease. As
generator current decreases, the current through the exciter differential field also
decreases, lessening the opposition of that field to the magnetization of the exciter
battery and self fields. As this opposition decreases, the exciter is able to supply more
excitation to the main generator. Main generator voltage will then increase,
compensating for the increase motor resistance.
 DYNAMIC BRAKING
The 3 field excitation system controls braking effort and speed in dynamic braking,
just as in motoring it control tractive effort and speed by regulating generator supply.
During braking the 3 field excitation system plays dual role.

1) Limiting the Motor braking power automatically with the Motor capacity.
2) Providing operator with variable control of braking power within the limit.

For applying the dynamic braking the operator should bring Throttle handle „TH‟ to
idle and selector handle „SH‟ to „B‟ position and the following change takes loco
automatically as shown in the sketch.

1) All the motor fields are connected in series across Main generator.
2) Main generator start field is also connected in generator circuit and acts as a
differential field.
3) Motor armatures are connected across their portion of Braking resistors.
4) Exciter self field EF3 – EF4 is fed back from a portion of Braking resistors.
5) Exciter differential field EF5 – EF6 is disconnected from the circuit.
6) Exciter battery field is connected in battery circuit (via). Braking control
potentiometer. (BKGP, amplifier, BRAKING limit potentiometer BKGF & resistors
BKLR2 & BKLR3.

The above circuit reacts the following way to produce braking. Exciter battery field
EF1 & EF2 receives battery current and exciter builds up voltage which in turn is fed to
Main generator field GS1 – GS2. Then the Main generator supplies power to motor
fields.

The exciter self field EF3 – EF4, together with a diode RT5 and control resistors
BKLP 1 & BKLR2, in connected in a feed back circuit from braking resistors, across the
control resistors. BKLR1 & BKLR4 and oppose the exciter battery field EF1 – EF2. The
values of BKLP1,BKLR2,BKLR1,BKLR4,BKLR2 & BKLR3 are also selected that they are
automatically limit the braking current in the motor armature to 485A and motor excitation
current to 350A. Then the braking current exceeds above this value, feed back starts. At
this point the feed back voltage is just sufficiently greater than the voltage across BKLR1
& BKLR4, for diode RT5 to pass current and allow feed back to commence. Then this
occurs self field rapidly reduces the excitation and traction motor current until a balance
point is reached.

If the operator desires greater breaking effort he may advance the selector handle
through its braking range, by allowing more battery current to flow through exciter battery
field EF1 – EF3. The generator then increases its output to the motor fields, enabling the
motors to generate increased braking power.
 In this way the operator may increase or decrease braking effort, within the limits
established by the exciter self field braking circuit. Armature current and braking effort fall
off as the speed reduces below 32 kmph as shown in braking characteristic.

Since the resistance of the braking grids may vary by as much as 10% and as
exciter characteristics also vary to some extent it is desirable to adjust the control
resistances BKLP1, BKLP2, BKLR1 to BKLR4 on each individual locomotive during static
testing as detailed in commissioning test schedule.
1380 / 1245 H.P M.G D.E LOCOMOTIVES FOR INDIAN RAILWAYS TEST SCHEDULE
TESTS AT LOCO BUILDERS WORKS
INDEX
1. Scope
2. Insulation Resistance and high potential tests.
Insulation Resistance
High potential Test – Motor circuit
High potential test – control & auxiliary circuits.
3. Auxiliary, Alarm circuits and Relay sequence check.
Preliminary
Auxiliary circuit check
Alarm circuits check
4. Engine speed control sequence – motoring.
Preliminary
Sequence check
5. Engine speed control sequence – Dynamic braking
Preliminary
Sequence check (Dynamic braking)
6. Engine cranking control sequence
Preliminary
Sequence check
7. Propulsion control sequence – Motoring
Preliminary
Sequence check
8. Propulsion control sequence – Dynamic braking.
9. Engine No load and load tests.
Preparation for load tests.
Connections for test apparatus.
Check of fuel pump and fuel pump breaker
Preliminary‟
Check
Engine No load test and inspection‟
Adjustment of control system voltage
Gauge light adjustment
Load tests using water Box for loads.
Setting of Horse power curve
Final curve data
10. Automatic Transition Relay
Setting of Dynamic Brake Resistors
Preliminary
Procedure for setting
Traction Generator Characteristics TME / 400329 -TME / 400279*
Test circuit for adjustment of Dynamic braking control Resistor -TME / 400279-B
* This curve is based on the engine H.Ps at various notches received for RDSO.
1. SCOPE: This sepctification covers test data requirements, and procedures for
obtaining these, for electrical equipment in the locomotive. Before proceeding with
tests, secure the proper manufacturing order schematic diagram for the specific
locomotive for guidance during tests. (Variation from this procedure may be
indicated there in and in the manufacturing order.)
NOTE: In the following test procedures, apparatus and wires are mentioned by
symbols, and by numbers, which refer to the Manufacturing Order Schematic
Diagrams.
2. INSULATION RESISTANCE AND HIGH POTENTIAL TEST:
 Have multi conductor plug attached to governor.
 Open Battery Switch – BS
 Disconnect and insulate main battery leads at battery compartment. Do not
remove battery jumpers.
 Close Battery Switch – BS
 Open ground relay cut-out switch – GRCO
 Close all, switches and MCBs on control compartment and on control stand.
 Move engine control switch – ECS, to run position
 Move reverser handle to agree with reverse position. The braking switch BKT,
must be in the motoring position.
 Move selector handle to position 4.
 Move throttle handle to notch 6.
 Disconnect voltage regulator (VR) and braking control Amplifier (BCA). Short
out reverse current diode (RCD).
MEASURE INSULATION RESISTANCE BETWEEN POWER CIRCUITS AND
LOCOMOTIVE FRAME with a Megger.
The braided shunt of a P contactor is convenient for megger lead clamp.
Tie a jumper from the braided shunt of CK1 to the braided shunt of CK2.
MEASURE INSULATION RESISTANCE BETWEEN CONTROL CIRCUITS
AND LOCOMOTIVE FRAME.
Connect megger between shunt of CK contactor and ground.
 MEASURE INSULATION RESISTANCE BETWEEN POWER AND
CONTROL CIRCUITS to make sure that they are not ried together.
The indicated resistance of items 1,2,10 & 2,1,12 must be at least one (1) meg
ohm before proceeding with high potential test.
HIGH POTENTIAL TEST – MOTOR CIRCUIT
DO NOT MAKE A HIGH POTENTIAL TEST ON A CIRCUIT WITH A
MEGGER READING OF LESS THAN ONE MEGOHM ( see insulation
Resistance Test.)
 Ground Control circuit to locomotive frame
 Short out load meter with „hi-pot‟ wire.
 Attach one lead of the high potential transformer to locomotive frame, the
other side to any convenient point in the traction motor circuit such as the
main contact of P contactor.
APPLY HIGH PONTENTIAL:
a. New Locomotive – 2000 volts for one minute.
b. Locomotive previously in service – 1050 volts for one minute.
HIGH POTENTIAL TEST – CONTROL AND AUXILIARY CIRCUITS:
 Check wiring and terminal boards. Correct loose connections and faulty
insulation.
 Close all switches and MCBS, see step 2.1.6 of “Insulation Resistance
Test”.
 Remove temporary ground which was applied at step 2.2.1High potential
Test – Motor circuit.
 Short out Battery charging ammeter with “hi-pot” wire.
 Tie with “hi-pot” wire the braided shunts of CK1 and CK2.
 Attach under grounded side of high potential transformer to main movable
contact of a CK contactor, and the other side to the locomotive frame.
 APPLY HI-POTENTIAL OF 980 VOLTS FOR ONE (1) MINUTE.
 Remove all jumper and “hi-pot” wires. Open all switches and MCBS.
 Move controller handles to “OFF” “IDLE” and engine control switch – ECS, to
“Idle”.
 Close ground relay cut-out switch – CRCO.
 Re-connect battery leads, load ammeter leads, Battery ammeter leads,
voltage regulator VR and braking control amplifier – BCA. Remove shorting
wire from Reverse Current Diode (RCD).
3. Auxiliary & Alarm circuits and Relay sequence check.
Preliminary:
 Have all switches in OFF position, Battery switch open, reverse handle in
OFF, selector handle in OFF, throttle handle in idle and engine control
switch, ECS, in idle position.
 Block CK1 and CK2 contactors open with 1 / 16 thick rubber sheet placed
between contact tips, are chutes removed. Insulation must allow sufficient
movement of contactor armature to open and close interlocks.
 Ring out train lines from coupler sockets to terminal board.
 Charge locomotive air system with atleast 70 PSI shop air. If locomotive
has safety control, use foot pedal to hold safety control off, and make a 45
lb. independent application to keep safety control suppessed.
 Close Battery switch – BS.
AUXILIARY CIRCUITS CHECK
 Close head light breaker – HLPB. Check headlight operation bright and dim.
 Close lighting breaker LPB. Check operation of the following lights from
their individual switches: Engine room, Compartment, hood and gauge
(See gauge light adjustment instructions.)
 Close DLCB breaker and Dome light switch. Dome light should light.
 ALARM CIRCUITS CHECKS:
Have controller handle in OFF and IDLE positions. Have engine control
switch ECS in RUN position. Close main control breaker MCB. The safety
control Relay – DMR and Engine Run Relay – ERR should pick up.
Close master fuel pump breaker – MFPB on control stand. Fuel pump
contactor – FPC, in control compartment should pick up. Close fuel pump
breaker FPB and crank case exhauster breaker – ECB on control
compartment. Fuel pump and crank case exhauster motors should run. DO
NOT RUN FUEL PUMP DRY.
 Operate wheel slip relays WSR1, WSR2 and WSR3 consecutively, by hand.
Each should operate the wheel slip warning buzzer and wheel slip warning
light, and over riding solenoid ORS should energize.
 Close Signal Relay – SR. Alarm gong should operate.
 Close engine temperature switch – ETS. Hot engine lamp should light.
 Check 3 way valve near expansion tank to ensure that low water alarm switch
compartment in expansion tank is filled. Low water alarm switch contacts
should be closed. Trip ground relay GR by hand, engine run relay – ERR
should drop out and alarm gong should operate. Reset GR.
 Open all, circuit breakers.
4. ENGINE SPEED CONTROL SEQUENCE – MOTORING.
PRELIMINARY
 Have selector handle in off, throttle handle in idle, reverse handle in off, and
engine control switch ECS in run position.
 Close main control breaker – MCB, Master Fuel Pump Breaker MFPB & Fuel
pump breaker – FPB. DMR & ERR should pick up.
 Remove governor plug and reconnect it to governor test box.
 SEQUENCE CHECK.
Move the selector handle to position 1 and the throttle handle from „idle‟ to 8 th notch,
noting the operation of the lights in the governor test box. The lamps should light as
follows:-
NOTCH LAMPS NOTCH LAMPS NOTCH LAMPS
Idle None 3 CV 6 AV, BV, CV, DV
1 None 4 AV,CV 5. BV, CV
2 AV 5 BV, CV, DV 8. AV, BV, CV
 WITH THROTTLE IN NOTCH „6‟ Press loco stop push button. ERR should
drop out and the DV lamp should be the only one lighted.
 Press MU stops push button. The DV lamp should be the only one lighted.
 WITH THROTTLE IN NOTCH 6, AV, BV, CV AND DV lamps should all be lit.
Drain low water alarm switch compartment in Expansion tank by mans of
three way valve. The low water alarm switch-LWA, should position its
contacts so that the DV light only is lit. The low water and hot engine light
should light. The signal relay-SR should operate to ring the alarm gong.
 Open all MCBs. DMR should drop off.
5. ENGINE SPEED CONTROL SEQUENCE DYNAMIC BRAKING.
PRELIMINARY
 Have throttle handle in „IDLE‟ reverse handle in „REV‟ or „FOR‟ selector
handle in „OFF‟ and engine control switch – ECS in „RUN‟.
 Close main control breaker – MCB and master fuel pump breaker – MFPB.
 ERR & DMR should pick up.
 Remove governor plug and reconnect it to governor test box.
SEQUENCE CHECK (DYNAMIC BRAKING)
 Move selector handle to big „B‟ position. The AV and CV lamps should light.
 Open all MCBs.
6. ENGINE CRANKING CONTROL SEQUENCE:
PRELIMINARY
 Make sure the 1/16” rubber sheets are still between the main contacts of CK1
& CK2 to prevent starting of engine.
 Close master fuel pump breaker – MFPB, and fuel pump breaker – FPB.
 Fuel pump should start. Do not run fuel pump dry. Have engine control switch
– ECS in idle position.
SEQUENCE CHECK
 Depress start button. CK1 and CK2 should pick up. Release start button.
 With CK1 , and CK2 picked up, move engine control switch ECS to run
position. Ck1 and CK2 should drop out. Return ECS to idle position, CK1 and
CK2 should pick up.
 With CK1 and CK2 picked up, manually close the power contactor P1 by
depressing magnet valve armature, CK1 and CK2 should drop out. Release P1
contactor magnet valve armature.
 Open all MCBs and remove insulation from contactors.
7. PROPULSION CONTROL SEQUENCE MOTORING
PRELIMINARY
 Have selector handle in OFF, throttle handle in idle, and reverse handle in
OFF position.
 Close Master Fuel pump breaker MFPB, Master control Breaker – MCB,
Fuel Pump Breaker – FPB, generator field switch GFCO and have the
engine control switch – ECS, in the run position. The Safety control relay –
DMR and engine run relay – ERR should pick up.
SEQUENCE CHECK:
 Move the reverse handle to forward position. Reverser should move to the
forward position, and braking relay BKR and excitation braking contactor –
EBC should pick up.
 Place selector handle in position 1. BKR and EBC should drop out.
 Move throttle handle to first notch. Braking switch-BKT should now be in
motoring position. Power contactors P1, P2, P3, P4, P5 & P6 generator
field contactor – GF and Exciter field relay - EF should pick up.
 Trip ground relay – GR by hand. Alarm gong should sound. GF & EF
should drop out. Reset GR. Alarm gong should stop sounding, GR & EF
should pick up.
 Move engine control switch – ECS to idle position GF, EF, P1, P2, P3, P4,
P5 & P6 should drop out. Engine run relay – ERR will drop off. Return ECS
to run position.
 Close TR manually. Field shunting contactor FS21 should pick up, and then
FS22, FS23, FS24, FS25 and FS26 should also pick up.
 Repeat 7.2.6 with FS21 interlock insulated. FS22, FS23, FS24, FS25 and
FS26 should not pick up.
 Open TR. Field shunting contactors should drop out.
 Bring TH to idle. Power contactors P1, P2, P3, P4, P5 and P6, Exciter
Battery field Relay EF and Generator field contactor GF should drop out.
 Bring SH to OFF – EBC and BKR should pick up.
 Repeat 7.2.2 to 7.2.10 above with Reverse handle in reverse position.
 Bring reverse handle to OFF. EBC & BKR should drop out. Open all
MCBs.
8. PROPULSION CONTROL DYNAMIC BRAKING SEQUENCE CHECK
 Set up control as directed in “Preliminary” under 7.1.
 Move reverse handle RM to „Forward‟ position BKR and EBC should pick up.
 Move the selector handle to big „B‟ position. BKT should throw to the braking
position. Contactors P1, P2, P4, P5, P6, DBC1, DBC2 & GF should pick up.
BKIV should be energized.
 Move selector handle SH gradually to maximum braking position. Through
 out no change should take place.
 Move ECS to idle position. P1, P2, P4, P5, P6 and GF should drop out.
 Return ECS to run position. Contactors should again pick up.
 Close TR by hand nothing should happen.
 Trip ground relay GR by hand. Alarm gong should sound. Generator field
 contactor GF, Power contactor P5 and dynamic braking contactors DBC1
& DBC2 should drop out.
 Repeat 8.3 to 8.7 with reverse handle in reverse position.
9. ENGINE NO LOAD AND LOAD TEST
PREPARATION FOR LOAD TEST
 CONNECTIONS FOR TEST APPARATUS
 Disconnect all GA1 cables from the positive side of the generator, and tape
loose ends.
 Disconnect all the GA2 cables from the negative side of the generator, and
 tape loose ends.
DO NOT REMOVE GROUND RELAY WIRE
o Using two 1325 / 24 cables, connect the positive side of the water box to the
o GA1 terminal in the main generator.
o Using two 1325 / 24 cables, connect the negative side of the water box to
the GA2 terminal on the generator.
CHECK OF FUEL PUMP & FUEL PUMP BREAKER :
PRELIMINARY
o Close the main control breaker – MCB
o Have selector handle in OFF throttle in idle, reverse handle in OFF and
engine control switch ECS in idle.
CHECK:
 Close master fuel pump breaker – MFPB, Fuel pump contactor & FPC
should pick up.
 Close fuel pump breaker – FPB & crank case exhauster breaker – CEB
and observe the fuel oil pressure gauge. Fuel pump and
crankcase exhauster should run and fuel oil pressure should build up
to a proper pressure as specified. DO NOT RUN FUEL PUMP
DRY.
ENGINE NO LOAD TEST AND INSPECTION:
o Check the levels of lubricating oil, Governor oil, air compressor oil, fuel
oil and cooling water correct as required.
o Set controls as in 9.1.2 above “Preliminary for check of Fuel pump etc.”
o Start engine according to standard starting procedure.
o With engine idling, check fuel oil piping, Lube oil piping and water piping
for leaks. Correct as required.
o The engine is now ready for loading. Move the engine control switch –
ECS to run position.
o Close generator field switch GFCO.
o Move throttle to 3rd or 4th notch. Warm up the Electrical equipment by
applying a light load to the engine. Electrical equipment will be
sufficiently warm when the engine water temperature reaches
approximately 150°F. When the desired engine temperature is reached,
move throttle handle to idle and open generator field switch – GFCO.
ADJUSTMENT OF CONTROL SYSTEM VOLTAGE
 Connect an accurate voltmeter to the positive and negative terminasl of
auxiliary generator.
 Remove the cover of the voltage regulator, then remove the black plastic
cap covering the shaft of the setting potentiometer. (RV1)
 With engine running at 8th notch, adjust the potentiometer RV1 to obtain
74 plus or minus 1 volt.
 With engine running at idle speed adjust the potentiometer RV1 to obtain
74 plus or minus 1 volt.
 Recheck auxiliary generator voltage at 8th notch and idle speeds and the
same should be 74 ± 1 volt.
 Refit the plastic cover on the shaft of RV1 then refit the cover of the
regulator.
GAUGE LIGHT ADJUSTMENTS:
 With auxiliary generator voltage set at 74 ± 1 volt, set the voltage
between the wires 51E and 51D to 6 volts using the slider on the gauge
light resistor – GLPR.
LOAD TESTS USING WATER BOX FOR LOADS - PRELIMINARY:
 The resistance of the shunt field in the main generator (between GS1 &
GS2) should be about 2.0 ohms, as measured by the ammeter and the
voltmeter in the exciter – to – main – generator shunt field circuit, before
load testing.
 Insert an insulation piece between the normally closed interlocked
contacts between wires 13 – 13Z on P1 contactor.
 Insert 0 – 1 amps ammeter in series with the exciter battery field. With
no load on engine and with load control potentiometer LCP in the
governor at maximum fuield position and auxiliary generator voltage 74
volts, check battery field current in each notch against the following
values.
 NOTCH Exciter Battery field current in milliamps.
8 430
7 362
6 320
5 280
4 212
3 163
2 114
1 58
th
Adjust EP1 potentiometer to get 8 notch value. The other notches
can vary plus or minus 20 milliamp.
 Disconnect the wire No.36 to EBC on the TG negative Brush ring.
Measure with a resistance bridge the total resistance of the exciter
differential circuit to GA2 on the generator. The total resistance should
be 0.15 ohms (ER8, cables & Exc. Diff. Fld.). To obtain the above
value ER8 may be adjusted.
 Set Exciter self field resistor panel to 37.6 ohms by adjusting movable
band on ER6.
 SETTING OF HORSE POWER CURVE
 While setting the horse power curve, observe position of load control
potentiometer LCP brush arm and be sure that brush arm is at
maximum field position in high current and high voltage regions of the
curve.
 Before going to higher notch ensure dropping characteristics at 3 rd or
4th notch.
 With the engine running at 1100 RPm, the air compressor unloaded,
and fan on full load, read and record both generator volts and
generator amps, starting with 4000 amperes. This may be modified as
noted in step-1.
NOTE: Always take generator characteristic readings starting at the high
current end of the curves.
 Continue to take generator voltage readings decreasing the load
amperes by 200 amp. steps. The horse power input to the main
generator (for traction) should correspond to curve TME / 400329.
 Plot curves (Generator volts Vs generator amps) from readings taken
in items 9.6.2. Compare results with curve TME / 400329.
 If the entire H.P characteristic is too high or too low, adjust the
potentiometer EP1 in the exciter battery field circuit between wires 22
& 22A. Increase the resistance to lower the curve.
 If the contour of the horse power characteristic curve does not
correspond with the curve TME / 400329, being high or low at the low
current end, correct as follows:-
a) To raise the low current end of the curve, decrease the resistance
in the exciter self field circuit by adjusting tap on ER6 between
wires 61A -61C
b) To lower the low current end of the curve, increase the resistance
in the exciter self field circuit between wires 61A – 61C by adjusting
tap on ER6.
c) To raise the high current end of the curve increase the resistance
in exciter differential field circuit by adjusting the resistor ER8
between 36B – EF6.
d) To lower the high current end of the curve decrease the resistance
in exciter differential field circuit by adjusting resistor ER8 between
36B – EF6.
 FINAL CURVE DATA:
 With engine running at 1100 RPM, air compressor unloaded and fan
on full, read and record both generator volts and amps starting at 4000
amperes.
Reduce load in 200 amps. Steps. Fuel racks should not exceed valve
specified. If with the compressor unloaded and fan on full the engine
horsepower available for input to the generator is below that set in the
previous step, load control will not stay at maximum field position. This
condition is normal.
 Take intermediate notch load data and record all measurements.
 In 8th notch with generator loaded to 2000 amps. depress one of wheel
slip relays by hand. This will energize governor over riding solenoid
(ORS) causing the load control potentiometer LCP to go to minimum
field. The system should be stable in a few seconds at a lower level of
horse power. Release the wheel slip relay and system should return to
normal.
10. AUTOMATIC TRANSITION RELAY:
The reliability of the following method for setting the transition relays is
determined by the accuracy with which the specified measurements are
made.
TRANSITION RELAY (TR)
 With a resistance bridge, set the resistance of shunt coil circuit, including
the coils, to 7820 ohms using 4700 ohms potentiometer, provided
between terminals A & B on Transition Relay Resistor Panel TRRP.
 Disconnect wire 18B & 6 from terminals E & C of Transition Relay
Resistor Panel TRRP and with a resistance bridge set the resistance
between terminal and wire 4 to 548 ohms with 170 ohms potentiometer.
 With a resistance bridge set the resistance between terminal E of TRRP
and wire 4 to 296 ohms using adjustable band on TRR3.
 Disconnect wire 18A from TR bias coil.
  Connect plus side of TR bias coil through a 250 ohms 100 watt rheostat
and 0.5 amps, ammeter to the wire 50.
 Decrease the resistance till the relay picks up. Increase the resistance
again and set the relay to drop out with between 96 to 104 mA. In the
bias coils by adjusting the spring tension only.
 Decrease the resistance and set the relay to pick up with current
between 285 and 295 mA in the bias coils by adjusting the back stop
only.
 Ensure that the polarity of the coils should be such that fluxes produced
by bias and shunt coils are additive but in opposition to flux produced by
series strap.
11. SETTING OF DYNAMIC BRAKE CONTROL RESISTORS:
PRELIMINARY
 Have available the following apparatus.
a) 0 – 100V voltmeter - 1 No.
b) 0 – 10 A Ammeter - 1 No.
c) 500 A shunt and milli voltmeter - 1 No. each
d) 0 – 2A Ammeter - 1 No
e) 50 ohms 500 watts rating Rheostat - 1 No
 Make connections as shown in curve No: TME / 400 279-B set Rheostat
in Auxiliary Generator Field at the maximum valve.
 Put throttle handle in „Idle‟ Selector Handle in „OFF‟ Reverse handle in F
or R & ECS to „Idle‟,
 Close Battery Switch BS, Miniature circuit breakers MCB, MFPB, FPB
and CEB. Fuel pump FP and crank case exhauster EX will start. DMR
will pick up EBC and BKR will also pick – up.
 Start the Engine.
 Move ECS into RUN position, ERR will pick up.
 Move Selector Handle SH into Braking position, wire 23 will be
energized. Engine will speed up to 4th notch speed. BKT switch will be
 thrown into Braking position DBC1 & DBC2 will be closed. GF will close
P1, P2, P4, P5 & P6 contactors will also close.
PROCEDURE FOR SETTING:
 With SH in maximum braking position adjust BKLP2 resistor to the set
exciter control field (F1 – F2)
 With zero auxiliary generator output adjust BKLP2 to give motor field
current of 350 amps.
 Decrease 500 watt rheostat resistance until output of the auxiliary
generator is equal to 65 volts.
 Adjust BKLR 4 so that the current just commences to flow in the feed
back circuit when the feed back voltage is as in 11.2.3 (reduce
resistance to increase current and increase resistance to reduce
current).
 Reduce Auxiliary Generator output voltage below that of 11.2.3 and
adjust BKLP2 if motor field current has departed significantly from the
required valve. (Reduce resistance to increase current, increase
resistance to reduce current). Repeat 11.2.4 &11.2.5 until required
conditions are obtained and note value of exciter field amps with final
setting of BKLP2.
 Reduce 500 watts rheostat resistance until motor field current falls to 95
amps.
 Adjust BKLP 1 until voltage of step 11.2.3 is repeated (increase
resistance to rise voltage, reduce resistance to reduce voltage). When
BKLP1 is set correctly the feed back voltage should remain constant
(within ± 5%) as the motor field current is reduced from 350 amps. to
95A. It may be necessary to successively increase and decrease the
rheostat resistance in order to produce the required condition when
adjusting BKLP1.
 Disconnect Test Equipment, except ammeter in Traction Motor Field
circuit and resistors normal braking connections in line with the
schematic. With the engine running reset BKLP2 until the traction motor
field current is 350 amsp. With the auxiliary generator voltage at normal
regulated value.