Wap4 Cab Dimensions

CAMTECH/2005/E/Trg-Loco/1.0

¦ÉÉ®úiÉ ºÉ®úEòÉ®ú GOVERNMENT OF INDIA

®äú±É ¨ÉÆjÉÉ±ÉªÉ MINISTRY OF RAILWAYS

TRAINING PACKAGE ON POWER, AUXILIARY AND CONTROL CIRCUITS OF AC ELECTRIC LOCOMOTIVES TARGET GROUP – TECHNICIANS OF ELECTRIC LOCO SHEDS


February, 2005

Centre for Advanced Maintenance TECHnology

Excellence in Maintenance

¨É½þÉ®úÉVÉ{ÉÖ®ú, ¨É½þÉ®úÉVÉ{ÉÖ®ú M´ÉÉÊ±ÉªÉ®ú 474 020 Maharajpur, GWALIOR - 474 020


2

TRAINING PACKAGE ON POWER, AUXILIARY AND CONTROL CIRCUITS OF AC ELECTRIC LOCOMOTIVES TARGET GROUP – TECHNICIANS OF ELECTRIC LOCO SHEDS

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives.

February, 2005


3

CONTENTS S.NO.

DESCRIPTION Contents Lesson Plan

1.

2.

3.

5.

iii iv

Abbreviations used on Electric Locos

01

1.1

Abbreviation of Locations

01

1.2

General Abbreviations for Locomotive

01

Description of Power and Auxiliary circuits of WAP1 locomotive

12

2.1

Roof Equipment

12

2.2

Voltage Regulating Equipment

12

2.3

Silicon Rectifiers

13

2.4

Traction Motor Equipment

13

2.5

Protection Relays

16

2.6

Measuring Instruments

17

2.7

Arno Convertor

17

2.8

Silicon Rectifier Blower Motors

18

2.9

Voltage Stabilizer RTPR for Headlight

18

2.10

Selsyn Transformer – TFS

18

2.11

Static Battery Charger

18

Traction Control Circuit Diagram 3.1

4.

PAGE NO.

22

Compressed air for Operation of Pantographs and high voltage Circuit Breaker

22

3.2

Operation of Pantographs

22

3.3

Opening of High Voltage Circuit Breaker

22

3.4

Traction Control Circuit

26

3.5

Auxiliary Control Diagram

38

3.6

Light Fans and Signaling Circuit Diagram

43

Description of Pneumatic Circuit

49

4.1

Construction

49

4.2

Operation

50

4.2.1

Main air system

50

4.2.2

Straight air brake system

51

4.2.3

Graduated release automatic air brake

52

4.2.4

Auxiliary air controls

53

Model Questions


58

February, 2005


4

LESSON PLAN SN

TOPIC

MINUTES

TECHNICAL AIDS

60

OHP, Wall chart

a. Explanation of Power circuit

60

OHP, Wall chart

b. Explanation of Protection relays and measuring instruments.

30

OHP, Wall chart

c. Explanation of Auxiliary circuits.

30

OHP, Wall chart

a. Operation of pantograph and high voltage circuit breaker

60

OHP, Wall chart

b. Explanation of traction control circuit.

90

OHP, Wall chart

c. Explanation of auxiliary control circuit diagram.

60

OHP, Wall chart

d. Explanation of light fans and signaling circuit diagram of WAP1 locomotive.

30

OHP, Wall chart

Description of pneumatic circuit.

90

OHP, Wall chart

1.

Abbreviation of locations and equipment of WAP1 locomotive

2.

Description of power and Auxiliary Circuit of WAP1 Locomotive

3.

4.

Traction control circuits diagram.


February, 2005


1.

ABBREVIATIONS USED ON ELECTRIC LOCOS

1.1

ABBREVIATIONS OF LOCATIONS BA 1.2. CAB 1 CAB 2 PC 1 PC 2 RS1 Tpn TB TK-1 TR TK-2 M T

1.2

Power equipment cubicle No. 1 Driver’s Cab No. 2 Driver’s Cab No. 1 Driver’s desk No. 2 Driver’s Desk Silicon Rectifier Cubicle Pneumatic Cubicle Prog. Switch Board in AC-2 Panel Contactor Cubicle in AC-2 Panel Relay Board in AC-2 Panel Resistor Frame on the Rear of AC-2 Panel Machine Room Transformer

GENERAL LIST OF ABBREVIATIONS FOR WAP1 LOCOMOTIVE ABBREVIATION DESCRIPTION A 1/1-1/2 Ammeters for cab-1

LOCATION PC-1

A – 2/1-2/2

Ammeters for cab-2

PC-2

ARNO

Arno converter

M

ASMGR-1

Auxiliary contacts on the air motor of the T tap changer 10° tap

ASMGR-2

Auxiliary contacts on the air motor of the T tap changer 90° tap

B1 & B2

Buzzer for alarm

Cab 1 & 2

BIR

Buzzer isolating relay

TR

BIS

Buzzer isolating push button switch

Cab 1 & 2

BA

Battery

Both sides of underframe

BL 1-2

Auxiliary contacts on the switch boxes PC 1, 2 cab-1, cab-2

BL 1-2 CP

Automatic compressor switch

PC 1, 2

BL CPD

Compressor direct switch

PC 1, 2

BL DJ

High voltage circuit breaker switch

PC 1, 2

BL PRR

Rear head light switch

PC 1, 2

BL LF

Marker & desk’s lamps switch

PC 1, 2

BL LM

Compartment lamp switch

PC 1, 2

BL PRD

Head light dim switch

PC 1, 2

BL PRF

Front head light switch

PC 1, 2

BL 1-2PV

Vacuum pump switch

PC 1, 2

BL RA

Heating switch

PC 1, 2


ABBREVIATION

2

DESCRIPTION

LOCATION

BL RDJ

High voltage circuit breaker resetting PC 1, 2 switch

BL SN

Neutral sections switch

PC 1, 2

BL VMT

Traction motors blowers switch

PC 1, 2

BL ZLF

Marker (red & white) lamps switch

PC 1, 2

BP 1 DJ

Push button for testing DJ opening

TR

BP 2 DJ

Push button for testing DJ closing

TR

BPP 1-2

Push button for operating GR motor in PC 1, 2 progression

BPR 1-2

Push button for operating GR motor in PC 1, 2 regression

BPL X 1-2

Push button for signal exchange

PC 1, 2

BV

Auxiliary contacts of horn switch

M

BPT

Push button for self check of signal lamps

TR

C 101 C 102

3-Pole contactor for motor compressor no.1 & 2 respectively

TK 1

C 105

3-Pole contactor for the traction motor TR blower no.1

C 106

3-Pole contactor for the traction motor TK-1 blower no.2

C 107

3-Pole contactor for the transformer oil TK 1 cooler blower

C 111

3-Pole contactors for exhauster no.1

TK 1

C 118

ARNO starting contactor

M

C 121

3-Pole contactors for exhauster no.2

TK-1

CCA

Fuse for auxiliary control circuit

TB

CAPTFWA 1-2

Condenser for TFWA terminals a0-a1 (aux. winding)

T

CAPTFP 1-2

Condenser for TFP terminals a3-a4 and a5-a6 (traction winding)

T

CAPTFP 3-6

Condensers for terminals a3-a4 and a5-a6 (traction winding)

T

CCBA

Fuse for batteries

TB

CCDJ

Fuse for EFDJ or MTDJ circuits

TB

CCLC

Fuse for cab, corridor, HT compartment lighting and wall socket

TB

CCLF 1-2

Fuse for marker and PC/lamps

TB

CCPAR

Fuse for passenger alarm

TK-1

CCPT

Fuse for control circuit

TB

CCRA 1-2

Fuse for cab heaters

TB


February, 2005


ABBREVIATION

3

DESCRIPTION

LOCATION

CCRTPR

Fuse for rtpr

TB

CCLS

Fuse for sanding circuits

TB

CCTFS

Fuse for selsyn transformer

TB

CCUA

Fuse for voltmeter UA1-2

TB

CCVT

Fuse for cab fan motors

TB

CGR 1-2-3

Tap changer contactors

T

CHBA

Static battery charger

M

CP

Main compressor

M

CPA

Auxiliary compressor

PCI (Cab-1)

DJ

High voltage circuit breaker

Roof

DMVSI 1-2

Protection switch for rectifier blower RSI motor 1 and 2

ECC

Fuse tester

EFDJ

Electro valve for the closing of the high Roof (DJ) voltage circuit breaker

ET-1

Roof surge arrester

Roof

ET-2

Roof bushing’s surge arrester

Roof

ETTFP 1-2

Surge arrester for transformer power T winding

EVPHGR

Electro valve for GR oil pump

T

FLCU

Flasher light for control unit

CAB

FLR

Flasher lamp resistor

CAB

FL

Flasher lamp unit

Roof

GR

Tap changer

T

GCR

Governor for air brake reservoir pressure

M

HBA

Battery isolating switch

TB

HCP

Selector switch for compressor motors/ TB contactors

HOBA

Changeover switch for battery earthing TB device

HOM

Loco earthing switch

Roof

HPH

Disconnecting switch for oil pump motor

TB

HPT-1

Isolating & pantograph 1

earthing

roof

bar

for Roof

HPT-2

Isolating & pantograph 2

earthing

roof

bar

for Roof

HQOA

Changeover switch for auxiliary circuit’s TB earthing relay

HMCS 1,2

Motor cut out switch

TB

HQCVAR

Isolating switch for QCVAR

TB

TB


February, 2005


ABBREVIATION

4

DESCRIPTION

LOCATION

HQOP 1,2

Changeover switch for main circuit’s Ba 1,2 earthing relay

HQPDJ

Shunting switch for QPDJ

Ba 2

HRS

Selector switch for alarm

TB

HRTPR

Changeover switch for head light

TK-2

HVMT 1-2

Disconnecting switch traction motor blower

HVRH

Disconnecting switch for oil cooler TB blower motor

HVSI 1-2

Disconnecting switch for rectifier blower

HVSL

Disconnecting switch reactor blower motor

J 1-2

Traction motor double reverser

Ba 1 & Ba 2

L 1-6

Line contactors for traction motors

Ba 1 & 2

LA 1-1/1-2

Lamps for the ammeters of cab-1

PC 1

LA 2-1/2-2

Lamps for the ammeters of cab-2

PC 2

LBL 1-1/1-2

Lamps for switches box BL 1

PC 1

LBL 2-1/2-2

Lamps for switches box BL 2

PC 2

LC 1-2

Cab lamp

Cab 1,2

LCS 1-1/1-2

Spot lamp for cab – 1

Cab – 1

LCS 2-1/2-2

Spot lamp for cab – 2

Cab – 2

LECC

Fuse tester lamp

TB

LE 3-4

AC-2 panel light

AC –2

LF 1/D-1/G

Marker lights cab-1 (right & left)

Cab – 1

LF 2/D-2/G

Marker lights cab-2 (right & left)

Cab – 2

LM 1-6&8

Corridor lights

Side walls

LM 7&9

HT compartment light

Ba 1 & Ba 2

LP 1-6

Instrument lightings

PC 1,2

LPAR

Passenger alarm light

Cab 1,2

LSCHBA 1-2

Signaling lamp for static battery charger

PC 1,2

LSDJ 1-2

High voltage circuit breaker signaling PC 1,2 lamp (red)

LSGR 1-2

Tap changer zero signaling lamp (green)

PC 1,2

LS Group 1-2

Recapitulation lamp (red)

Cab 1 & 2

LSOL 1-2

Trailing loco (yellow)

LSP 1-2

Slipping signaling lamp (red)

PC 1,2

LSB 1-2

Traction braking control circuit Readiness signaling lamp (yellow)

PC 1,2

LSRSI 1-2

Rectifier signaling lamp (yellow)

PC 1,2

fault

for

for

contactors TB

RSI

smoothing TB

indication

lamp PC 1,2


February, 2005


ABBREVIATION

5

DESCRIPTION

LOCATION

LTBA

Battery surge arrester

TK

LU 1&2

Lamp for voltmeter U 1 & 2 (Traction motor voltage)

PC 1,2

LUA 1&2

Lamp for voltmeter UA 1 & 2

PC 1,2

LA 1-1

Lamps for traction motor

PC 1 & PC 2

LA 1-2

Ammeter

PC 1 & PC 2

LA 2-1

Ammeter

PC 1 & PC 2

LA 2-2

Ammeter

PC 1 & PC 2

M 1-6

Traction motor 1-6

BOGIE

MCP 1,2

Main compressor motor

M

MCPA

Auxiliary compressor motor

PC 1

MF 1-6

Main field for traction motor – 1-6

M 1-6

MP 1-2

Master controller cab 1-2

PC 1,2

MPH

Oil pump motor

T

MPJ 1-2

Reverser of the master controller

PC 1,2

MPS 1-2

Field weakening controller of the master PC 1,2 controller

LSX1/1

Signal exchange lamps

Cab 1,2

LSX2/1


Cab 1,2

LSX1/2


Cab 1,2

LSX2/2


Cab 1,2

MPV 1-2

Vacuum pump (exhauster) motor 1-2

M

MTDJ

High voltage circuit breaking holding DJ (Roof) electro valve

MVMT 1-2

Motor for traction motor blower

M

MVRH

Blower motor for oil cooler blower

T

MVSI 1,2

Silicon rectifier blower motor

RSI

MVSL

Blower motor for smoothing reactor

M

MVT 1/1,- 1/2

Cab fan motors cab-1

Cab-1

MVT 2/1,- 2/2

Cab fan motors cab –2

Cab-2

MUC

Couplers for connections between the locomotives

PAR

Passenger alarm relay

TR

PCLX 1-3

Wall socket

TB, Ba l & Ba 2

PH

Oil pump

T

PR 1-2

Headlights Cab – 1, Cab-2

Roof

PSA 1,2

Sanding electro valve pedal

PC 1,2

PT 1-2

Pantograph 1 and 2

Roof

PV 1-2

Exhauster 1-2

M


February, 2005


ABBREVIATION

6

DESCRIPTION

LOCATION

PVEF 1-2

Pedal switch for loco brake elimination

PC 1,2

Q 20

Over voltage relay

Ba 1

Q 30

No voltage circuit breaker

TR

Q 44

High voltage circuit breaker tripping relay

TR

Q 45

Circuit breaker resetting relay

TR

Q 46

Tap changer protection relay

TR

Q 48

Slipping device time lag and signaling relay

TR

Q 49

Synchronizing device relay

TR

Q 50

Relay for control of DJ

TR

Q 51

GR regression relay during slipping

TR

Q 52

Notch to notch relay for GR

TR

Q 100

Interlocking relay of the auxiliaries

TR

Q 118

Time-Lag Relay for monitoring functional relay

TR

QCVAR

Protection relay for arno

TR

QD 1,2

Slipping device differential relay

Ba 1,2

QLM

High voltage overload relay

TR

QOA

Auxiliary circuit earthing relay

TR

QOP 1,2

Main circuit earthing relay

TR

QPDJ

Pressure switch for DJ

M(T)

QPH

Oil flow indication relay

T

QRSI 1-2

Overload relay silicon rectifier

TR

QTD 105

Time delay relay for C-105

TR

QTD 106

Time delay relay for C-106

TR

QPR/QV 60

Emergency head light operating & high voltage TR circuit breaker signaling relay

QV 61

Battery charger signaling relay

TR

QV 62

Tap changer signaling relay

TR

QV 63

Rectifier group signaling relay

TR

QV 64

Control circuit signaling relay

TR

QVLSOL

Relay for trailing loco fault indication lamp

TR

QVMT 1-2

Air flow indication relay for traction motor M blower 1-2

QVSL 1-2

Air flow indication relay for smoothing reactor M blower

QVRH

Air flow indication relay for transformer oil T cooler blower

QVSI 1 & 2

Rectifier blower protective relay

RSI

R 118

Starting resistance for arno converter

M

RA 1/1-1/2

Cab heater cab-1

Cab-1


February, 2005


ABBREVIATION

7

DESCRIPTION

LOCATION

RA2/1-2/2

Cab heater cab-2

Cab-2

RCAPTFP 1,2

Resistance for CAPTFP

T

RGR

Tap changer resistance

T

RGCP

Compressor regulator

AC-1 (cab-1)

RHOBA

Battery earthing device resistance

TK 2

RPQOA

Permanent resistance for QOA

TK 2

RPQOP

Permanent resistance for QOP

TK 2

RPS 1-6

Permanent field weakening resistance for motors T 1-6

RQ 20

Limiting resistance for Q 20

Ba 2

RQ 30

Limiting resistance for Q 30

TK 2

RQOA

Earthing resistance, auxiliary circuit

TK 2

RQOP 1,2

Earthing resistance, power circuit

Ba 2

RS

Field weakening resistances

Ba 1 & Ba 2

RSI 1-2

Silicon rectifier cubicle 1-2

M

RSILM

Rectifier current transformer

RSI 1,2

RTPR 1 & 2

Headlight voltage stabilizer

M

RU 1-2

Resistance for voltmeter

Ba 2

S 11, 12, 13

Shunting contactors

Ba 1,2

S 21, 22, 23

Shunting contactors

Ba 1,2

S 31, 32, 33

Shunting contactors

Ba 1,2

S 41, 42, 43

Shunting contactors

Ba 1,2

S 51, 52, 53

Shunting contactors

Ba 1,2

S 61, 62, 63

Shunting contactors

Ba 1,2

SE

Selsyn transmitter

T

SHAA

Shunt for ammeters

Ba 1,2

SI 1-2

Selsyn notch indicator

PC 1,2

SJ 1-3

Inductive shunt

M

SL 1-2

Smoothing reactor

Frame

SMGR

Tap changer air motor

T

SMGR VE 1

Electro valve ‘UP’ for tap changer air motor

T

SMGR VE 2

Electro valve ‘DOWN’ for tap changer air motor

T

SON 1-2

Over voltage buzzer

Cab 1,2

TFVT

Transformer for cab fan

TK 2

TFWA

Main transformer winding for the auxiliary T circuits

TFILM

High voltage current transformer

M (Ceiling)

TFS

Selsyn transformer

TR


February, 2005


ABBREVIATION

8

DESCRIPTION

LOCATION

TFP

Main transformer, secondary winding for power T circuits

TFWR

Main transformer winding for voltage regulation

T

TPPC 1,2 5 Pin Plug

Plug & socket for telephone

Cab 1,2

TH

Earth connection

U 1-2

Voltmeter for traction motor

Cab 1,2

UA 1-2

Auxiliary circuit voltmeter

Cab 1,2

UBA

Battery voltmeter

TB

VEF

Electro valve for braking

Pn

VEPT 1

Electro valve for pantograph 1

Pn

VEPT 2

Electro valve for pantograph 2

Pn

VESA 1-1

Electro valve for standing gear,

Cab-1 (AC-1)

VESA 1-2

Direction 1 and 2

M(TK 2)

VESA 2-1

Electro valve for standing gear,

Cab-2 (AC-2)

VESA 2-2

Direction 2 and 1

M(TK 1)

VMT 1-2

Blower for traction motor

M

VRH

Blower for oil cooler

T

VS

Blocking diodes

TK 2

VSI 1-2

Blower for silicon rectifier

RSI

VSL

Blower for smoothing reactor

M

VT 1/1-1/2

Cab – 1 cab fan

Cab-1

VT 2/1-2/2

Cab-2 cab fan

Cab-2

ZCPA

Switch for auxiliary compressor

AC 1 (Cab-1)

ZLC 1-2

Switch for cab light

PC 1,2

ZLCS 1-2

Switch for spot lamps

PC 1,2

ZLE 3

Switch for AC 2 pannel lamps

AC 2 (Cab-2)

ZPT 1-2

Switch for selection of the pantograph

PC 1,2

ZPV

Switch for selection of the exhauster

TB

ZSM-GR

Switch for electrical and pneumatic feeding of the T tap changer air motor

ZSM-5

Pacco switch to help control circuits for GR air T motor

ZVT 1-2

Switch for cab fans

Cab 1,2

ZUBA

Switch for battery voltmeter

AC 2 (cab 2)

ZLE 1-2

Switch for entrance lamp

PC 1,2


February, 2005


Figure 1.1

9

LAYOUT OF EQUIPMENTS IN CAB 1 & 2


February, 2005


Figure 1.2

10

LAYOUT OF EQUIPMENT IN CAB 1 & 2


February, 2005


11

DETAILS OF FIGURE 1.1 & 1.2 REF.NO.

DESCRIPTION

NO/LOCO

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46.

MASTER CONTROLLER NOTCH INDICATION PENTO SELECTOR TOGGLE SWITCH ASSEMBLY PUSH BUTTON PROGRESSION (BPP) PUSH BUTTON REGRESSION (BPR) PUSH BUTTON TESTIN (BPT) SIGNAL LAMP BOX. B.L.KEY BOX AUXILIARY VOLT METER H.T. VOLT METER T.M. AMMETER WIPER SWITCH WIPER ASSEMBLY LEVER OPERATED HORN VALVE SPEEDO METER INDEPENDENT BRAKE VALVE DUPLEX PRESSURE GAUGE SINGLE PRESSURE GAUGE DUPLEX VACUUM GAUGE DRIVER’S VACUUM BRAKE VALVE CAB FAN FOOT OPERATED BRAKE RELEASE SWITCH FOOT OPERATED STANDING SWITCH DRIVER’S SEAT READING LAMP CAB HEATER CAB DOOR ASSEMBLY CAB WINDOW ASSEMBLY CABINET HAND BRAKE (FOR CAB 1 ONLY) HEAD LIGHT MARKER LIGHT EMERGENCY BRAKE VALVE FIRE EXTINGUISHER SIGNAL HORN LAMP FOR SIGNAL EXCHANGE CAB ENTRANCE LAMP RECAPITULATION LAMP ASHTRAY SUN VISOR PERSPEX VISION SHEET (SMOKE GRAY) PUSH BUTTON SIGNAL LIGHT CAB ROOF VENTILATOR FLASHER LAMP DRIVE SCREW ROUND HEAD DIA. 3 X 5 LONG (CROMIUM PLATED) BKT. ASSEMBLY FOR FIXING OF SIGNAL HORN SCREW HEX H.D. M5 X 20 NUT HEX M-5 SPRING WASHER M-5B

2 2 2 2 2 2 2 2 2 2 2 4 4 4 8 2 2 2 2 2 2 4 2 2 4 4 4 4 4 2 1 2 4 2 4 2 4 2 2 4 4 4 2 4 2 12

47. 48. 49. 50.


2 6 6 6

February, 2005


12

2.

DESCRIPTION OF POWER AND AUXILIARY CIRCUITS OF WAP1 LOCOMOTIVE

2.1

ROOF EQUIPMENT The HT current for feeding the locomotive is taken from the catenary line by means of pantographs. The locomotive is equipped with two pneumatically controlled pantographs PT1 and PT 2. Each of these two pantographs can be put out of operation and earthed by means of hand-operated bar HPT 1 and HPT 2. For ensuring safety of the operators during maintenance work, to be carried out in the locomotive. Hand-operated earthing switch HOM is provided which makes it possible to earth simultaneously the entire roofline and the HV input terminal of the locomotive after lowering the pantographs. When earthed switch HOM cuts off the compressed air supply to the pantographs, locks the electric control handle of the pantographs, releases the keys in the key box for opening the HV compartment and the ladder leading to the roof. On the contrary, in its “Normal” position (not earthed) earthing switch HOM makes it possible to feed the pantographs with compressed air, releases the electric control handle of the pantographs, locks the interlocking keys of HT compartment doors and ladder in the key box. The protection of the locomotive against surge voltage is secured by means of two roof surge arrestors with spark dischargers ET 1 (mounted on a support insulator of the HT Roof Bars) and ET 2 (mounted on the HT input terminal of the locomotive). The compressed air operated high voltage circuit breaker DJ makes it possible, when closed, to feed the main transformer winding TFWR and thereby the windings for the auxiliary circuits (TFWA). When tripping out, the circuit breaker DJ switches off the feed to the main transformer and therefore also all locomotive circuits except the control circuits fed by the battery for control of pantographs, high voltage circuit breaker, traction control circuits, running and braking control circuits. Signaling and Lighting circuit.

2.2

VOLTAGE REGULATING EQUIPMENT The main transformer comprises of autotransformer with 32 taps (TFWR) and a step down transformer (TFP) with two separate secondary. The primary of the step-down transformer is connected to one of the 32 taps of the autotransformer by means of the 32-step tap changer GR, which is driven by a pneumatic servomotor. The passage from one tap of the transformer to another takes place on load. The main transformer comprises moreover of an auxiliary winding (TFWA) for feeding the auxiliary circuits. The circuits for auxiliaries are connected to 380 V ± 22.5% V AC supply from terminal a1 – a0 of the tertiary winding TWA of main transformer. The circuits are protected by capacitors CAPTFWA 1-2 against over voltages, and by 2 RC networks. The two secondary windings of the step-down transformer TFP (a3 – a4, a5 – a6) are protected against excess voltage by means of surge arrestors ETTFP 1-2, condensers CAPTFP and RC networks for each of the two secondary.


February, 2005


2.3

13

SILICON RECTIFIERS Conversion of the alternating current supplied by the secondary (a3 – a4, a5 – a6) windings of the main transformer into direct current takes place by means of two silicon rectifiers. The undulation of the current thus rectified is reduced to a value acceptable for the traction motors by means of the smoothing reactors to two separate groups of three through Line Contractors each. In case of any one silicon rectifier being defective each rectifier can be cut-off.

2.4

TRACTION MOTOR EQUIPMENT The traction motors double reverser J 1-2, pneumatically controlled, connects the exciting windings of the motors in such a way that these carry current in one direction or in the other thus enabling the locomotive to run in either directions. Permanent field weakening resistance RPS 1-6 in parallel with the field windings of motors are used to prevent the ripple component of the current from passing into the field windings. Three step field-weakening resistances (RS) are connected through contactors for each motor. These resistances in steps control the field of the traction motor. In traction position all the 6 motors M-1 to M-6 are supplied by the two silicon rectifiers in two groups of 3 motors each connected in parallel through contactors L-1 to L-6. Traction motors are connected in parallel, with each rectifier unit catering to three motors.


February, 2005


Figure 2.1 NAME

SETTING VALUE

14

POWER CIRCUIT DIAGRAM REMARKS

NAME

SETTING VALUE

QLM

6 AMPS (300A)

C.T. 250/5/A

Q20

PICK UP 865 V (AC) DROP OUT 740 V

QRSI

4.5 AMPS (3600 A)

C.T. 4000/5A

Q30


QD


QOA

PICK UP UP 50V (D.C.)

GOP

50 V DC (PICK UP)

QCVAR

PICK UP 210 V (DC) DROP OUT 170 V (D.C.)


February, 2005


Figure 2.2

POWER CIRCUIT

15


February, 2005


2.5

PROTECTION RELAYS

2.5.1

High Voltage Overload Relay QLM

16

The relay QLM is fed by means of the high voltage current transformer TFILM (250/5A) which causes the high voltage circuit breaker DJ to trip out, if the current taken in by main transformer exceeds the setting value of the relay (300 A). 2.5.2

Overload Relays for Silicon Rectifies (QRSI 1 & 2) The relays QRSI 1-2 are fed by means of the rectifiers current transformer RSILM 1 and 2 (4000/5A) which cause the high voltage circuit breaker to trip, if the current taken in by the rectifiers exceeds the setting value of the relays (3600 A).

2.5.3

Slipping Device Differential Relay QD 1-2 Wheel slip relays of current differential type are provided. When the current difference is 125 A in between motors 2 and 3 and motors 4 and 5, the relay operates. In case of slipping, it feeds relay Q-48, thereby energizing sanding electro valves, VESA and sand is applied to corresponding wheels. Relay Q-51 is also energized causing regression of tap changer till the slipping stops.

2.5.4

Main Circuit Earthing Relays QOP 1-2 In case of failure of insulation of traction power circuit to earth, the battery supply available to the relay trips the relay through the earth fault and in turn opens the HV circuit breaker DJ. The switch HQOP 1-2 makes it possible to isolate the relay QOP 1 or 2 and replaces it through a resistance RQOP in order to limit the fault current. Otherwise it will not be possible to switch on again the circuit breaker DJ in order to bring the locomotive to the shed.

2.5.5

Traction Motor Relay Q-20 Relay Q-20 which is connected via resistance RQ-20 across rectifier output causes buzzer SON 1-2 to work, if voltage exceeds 854 V. When voltage falls to 740 V, buzzer stops working.

2.5.6

No Voltage Relay Q-30 The relay Q-30 drops out if the single phase auxiliary winding voltage drops below 215 volts. Its contacts switch off relay Q-44, thereby tripping DJ. Relay Q-30 is switched on directly via the contacts of the relay Q-45 and is fed via resistor RQ-30 after the relay Q-45 opens/drops.

2.5.7

ARNO Starting Relay QCVAR Relay QCVAR has been put across ‘W’ phase and neutral of ARNO to ensure proper starting. This cuts out ARNO starting contactor C118. It picks up at 155-160 volt a.c.


February, 2005


2.5.8

17

Battery Charger Signaling Relay QV-61 This relay, which has been provided across the battery charger CHBA, indicates the working of the charger. This relay operates at a voltage of 68-136V d.c.

2.5.9

Regression Relay QRS Relay QRS is energised when the loco is in running condition and de-energised when the brake is applied. This relay operates Q 51 relay through its N/C contacts and regress the tap changer.

2.5.10 Passenger Alarm Relay (PAR) This relay operates in case of Alarm chain pulling or train parting. The relay will energise the buzzer B1 & B2 and extinguish lamps LPAR 1 & LPAR 2. 2.5.11 Buzzer Isolation Relay (BIR) This relay operates when BIS push button switch is pressed, thereby isolating the buzzer from the circuit. 2.6

MEASURING ISTRUMENTS

2.6.1

Traction Motor Voltmeter (U 1-2) The meter indicates the voltage applied to traction motor armature during traction. It is a moving coil type having range of 0-900 V.

2.6.2

Traction Motor Ammeter (A 1/1, A 1/2 & 2/1, A 2/2) These ammeters are provided to read the traction motor currents during service. These are moving coil type instruments having a range of 1500-0-1000 Amps.

2.6.3

Voltmeters (UA-1 & UA-2) The voltmeter UA-1, UA-2 are fitted in the control desks and have double scale on which the auxiliary voltage and the catenary voltage can be read.

2.7

ARNO CONVERTOR (ARNO) 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 five 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 has 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.


February, 2005


18

The neutral point ‘O’ of the ARNO is connected to a earth fault relay QOA, which performs the same function as the relay QOP, in the 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 three-phase output as 380 V± 22.5%. The ratio of negative sequence voltage to positive sequence voltage is within 5%. The three-phase output of the ARNO converter is connected to the auxiliary motors. 2.8

SILICON RECTIFIER BLOWER MOTORS (MVSI 1-2) Each rectifier cubicle is provided with one blower which is driven by the motors MVSI. The motors are rated for 415 V ± 22.5% 3φ , 50 cycle. These motors of rectifier cubicle are switched on and off by means of switch HVSI 1-2. Each motor is protected by a motor protection switch DMVSI 1-2. The cooling of the rectifiers is monitored by the Air Flow Relay QVSI 1-2 and by the motor protection switches DMVSI. The contact of QVSI and the auxiliary contacts of the motor protection switches DMVSI are connected in series and lie in the energizing circuit of the relay Q-44. During normal operation these contacts are closed. On failure of a blower the appropriate Air Flow Relay (QVSI) operates (contacts open). If the failure of the blower was caused by overloading of the motor, the associated motor protection switch (DMVSI) is tripped (auxiliary contacts open). In all cases the energizing circuit of the relay Q-44 is opened, thereby tripping the main circuit breaker (DJ) of the locomotive. The interlocks of QVSI in Q-44 circuit can be by passed by HVSI in case equipment QVSI becomes defective and the blowers are in good working condition. Following are positions of HVSI switch : Position 0 Position I Position II Position III

2.9

– – – –

Functional Relay QVSI, DMVSI and MVSI eliminated. QVSI, DMVSI and MVSI in Service. QVSI, DMVSI in Service MVSI eliminated. DMVSI and MVSI in service, QVSI eliminated.

VOLTAGE STABILIZER RTPR FOR HEADLIGHT The circuit is protected by fuse CCRTPR. This meant for maintaining constant voltage at 32 V for the headlights of the locomotive to ensure that these provide a uniform level of illumination, and also to protect the lamps from fusing. It also feeds 24 volts supply to the measuring instruments through switch BLLF. This is also provided with a 16V tap for dimming the headlight. Two numbers RTPR are used for safety.

2.10

SELSYN TRANSFORMER-TFS The transformer supplies 115 V a.c. supply to the system which transmits the position of the tap changer (GR) to the control desk for indication there after stepping down 230 V a.c. supply.

2.11

STATIC BATTERY CHARGER The static battery charger is fed from the supply of arno converter. The unit comprises of a step down transformer, magnetic amplifier and rectification unit. The charger is able to give an output voltage of 110 V dc and a load of 20 amps.


February, 2005

19

Figure 2.3

POWER AND AUXILIARY CIRCUIT



February, 2005

C102

MCP1

V

C102

W

12.6 HP/ 9.4 KW

U

C102

U

446

MCP2

448


W

C102

C102

MAIN COMPRESSOR MOTORS

12.6 HP/ 9.4 KW

U

447

V

965

Figure 2.4

MVSL-1

W

0

1 3

HVSL-1

2

547 546

0

1

AUXILIARY CIRCUIT

2

3

HVSL-2

3H.P./2.2 KW

U MVSL-2 W

V

548

SMOOTHINGS REACTOR BLOWER MOTORS

3HP/2.2 KW

U

V

3

2

1 535

966

536

V

537

967

C105

W 35 H.P./26 KW

U MVMT-2

V

TRACTION MOTOR BLOWER MOTORS

35 H.P./26 KW

U MVMT-1 W

V

U

V

W

C106

W

CAMTECH/2005/E/Trg-Loco/1.0 20

February, 2005

1


532

533

OIL COOLER BLOWER MOTOR

OIL PUMP MOTOR

MVRH

30 HP/22 KW

U

534

4.3 HP/3.15 KW

W

W

W

U

W

0

1 2

3 H.P./2.2 KW

MVSI-2

AUXILIARY CIRCUIT

February, 2005

DMV SI-1 O/L TRIP SET TO TRIP AT 7 Amps.

RECTIFIER BLOWER MOTORS

3 H.P./2.2 KW

U MVSI-1

V

DMVSI-1

MPH

V

HVSI-1

V

1 2 3

DMVSI-2

U

HPH

3

0

HVSI-2

V

3

2

1

2

965

U

0

966

V

480

967

481

Figure 2.5

482

W

3

966

965

TO STATIC BATTERY CHARGER

U

V

W

CAMTECH/2005/E/Trg-Loco/1.0 21

C107


22

3

TRACTION CONTROL CIRCUIT DIAGRAM

3.1

COMPRESSED AIR FOR OPERATION OF PANTOGRAPHS AND HIGH VOLTAGE CIRCUIT BREAKER When the pressure in the auxiliary air reservoir and the compressed air lines to the pantographs and the high voltage circuit breaker exceeds 5.5 kg/cm2 the pantographs may be raised and the high voltage circuit breaker can be closed. If the pressure lies below this value or drops while the pantographs are being raised it will be necessary to start up the auxiliary compressor set. This is done by closing the switch ZCPA. The pressure can be observed on the pressure gauge mounted above auxiliary reservoir for pantograph in AC-1 cubicle in Cab-I.

3.2

OPERATION OF PANTOGRAPHS The pantographs are operated by the pantographs selector switch ZPT-1 or ZPT-2 in the driver’s desks. For this purpose the driver requires the operating key of the pantographs selector switch. The same operating key is required for unlocking the interlocking box BV and can be removed from this box only when the keys for the high voltage compartment doors have been inserted and the roof earthing switch HOM has been opened or brought to normal working position. Further more, the operating key of the pantograph selector switch can be removed or fitted only in zero position. The pantograph selector switches have the following positions : Position 0

The two solenoid valves VEPT-1 & VEPT-2 are switched off and the pantographs 1 and 2 lowered.

Position 1

The solenoid valve VEPT of the pantograph above the unoccupied cab is energized i.e. solenoid valve 2 from cab-1 and solenoid valve 1 from cab-2. the appropriate pantograph is raised.

Position 2

The solenoid valve VEPT of the pantograph above the occupied cab is energized, i.e. solenoid valve 1 from cab-1 and solenoid valve-2 from cab-2. The appropriate pantograph is raised.

3.3

OPENING OF HIGH VOLTAGE CIRCUIT BREAKER

3.3.1

Routine Opening The high voltage circuit breaker DJ of the leading and trailing locomotives is tripped by opening the switch BL-1 DJ or BL-2 DJ. The high voltage circuit breakers DJ of the trailing locomotives can be tripped by opening the neutral-section switch BL-1SN or BL-2SN in the leading locomotive, the circuit breaker DJ of the leading locomotives remaining closed.


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23

Fuse CCPT protects the control circuit for pantograph and high voltage circuit breaker. With multiple unit operation the pantographs of the trailing locomotives must be at position “O”. the switch BLSN makes possible to lower the pantographs of trailing locomotive when passing neutral sections. 3.3.1.1 Operation of high voltage circuit breaker The high-voltage circuit breaker DJ is connected to compressed air supply which is controlled by the solenoid valve MTDJ. The breaker is closed by means of the solenoid valve EFDJ. The breaker remains closed, as long as the holding solenoid valve MTDJ is energized. If the energizing circuit of the holding solenoid valve MTDJ is interrupted, the main circuit breaker is tripped. 3.3.1.2 Closing of high-voltage circuit breaker DJ Before the breaker can be closed the key of the BL switch box in cab-1 or 2 must be inserted and turned to position ‘ON’. This causes the auxiliary contacts BL-1 or BL-2 to be closed and unlocks the switch levers in the top row. DJ can be closed and opened in one of the following ways: i.

By use of switch BP-2 DJ located in TR panel. This switch is normally used only for trouble shooting. For closing with BP-2 DJ, BL-1 DJ or BL-2 DJ should be closed; ZPT should be closed; alternately BV interlock should be closed by putting HOM in earthed position.

ii.

By use of switches BL-1 DJ and BL-1 RDJ located on the BL Box. BL-1 DJ and ZPT should be closed and then BL-1 RDJ is pressed for closing DJ. BL-1RDJ or BL-2RDJ should be released as soon as green lamp LSCHBA extinguishes. Closing of DJ is signaled by extinction of red lamp LSDJ. The following switching operations then take place:

The relay Q-45 closes provided that the auxiliary contact of the pantograph selector switch ZPT (pantograph raised) and the tap changer GR (Contacts 43-44), (zero position) are closed. The relay Q-44 is switched on by contacts of the relay Q-45, provided that the relay Q-118 has picked up (contacts closed) and the auxiliary contacts of the air motor for the tap changer ASMGR are closed (tap changer has not stopped between two steps). On closing or relay Q-45 and Q-44, contactor coil C-118 gets energized closing the ARNO starting contactor and introducing the ARNO Starting phase through resistance R-118. after these operations only the EFDJ coil of the DJ will energise and close the DJ. The EFDJ coil is deenergised on C118 opening out the DJ continues hold on through MTDJ coil. If the pantographs of the leading locomotives are lowered through ZPT, the circuit breaker DJ of all locomotives coupled in multiple unit-operation is tripped.


February, 2005


3.3.2

24

Enforced Opening of DJ by Faults

Certain faults are followed by enforced tripping of the circuit breaker DJ on that locomotive on which the fault occurs. They are divided into three groups given below: 3.3.2.1 Instantaneous tripping follows in the event of any of the following faults.

Upon overload on the high-voltage side through tripping of overload relay QLM (contact opened). Upon overload of the traction circuits through overload Relay QRSI-1 or QRSI-2 (contacts opened)

Upon earth faults in traction circuits through earthing relay QOP-1 or QOP-2 (contacts opened)

Upon earth faults in the auxiliary circuits through earthing relay QOP-1 or QOP-2 (contacts opened).

Upon pressure dropping in compressed air lines or in circuit breaker via pressure switches QPDJ (contacts opened).

3.3.2.2 Tripping of DJ delayed by 0.6 seconds by relay Q-44 follows in case of the following faults:

Upon loss of 380 V auxiliary voltage through no-voltage relay Q-30 (contacts opened).

Upon failure of one rectifier blower through contacts of Relay QVSI 1 or 2 motor protection switches DMVSI 1-2 (contacts opened).

Failure of any one blower of the two rectifier cubicles is sufficient to trip the main circuit breaker.

To permit emergency operation of the locomotive with only one-rectifier, the switch HVSI-1 or HVSI-2 is brought to position “O” to switch off faulty rectifier and to bridge over the blower monitoring contacts QVSI and DMVSI of the faulty rectifier. The main circuit breaker can be reclosed now.

Upon opening of auxiliary contacts of air motor of the tap changer ASMGR if the tap changer comes to a standstill between two steps.

3.3.2.3 Tripping delayed by 5.6 seconds by relay Q-118 Relay Q-118 drops out after delay of 5 seconds and opens energizing circuit of relay Q44 which trips the main circuit breaker after a further delay of 0.6 seconds following any of the following faults: •

Upon failure of cooling system of traction motors or transformer oil coolers or smoothing reactor through protective relay QVMT-1, QVMT-2, QVSL 1-2 as well as upon failure of the oil pump via protective relay QPH and ARNO through relay QCVAR.


February, 2005


3.3.3

25

The contacts of the protective relays are connected in series and are closed during normal operation.

For closing the main circuit breaker DJ the relay Q-118 must be energized. For this purpose the contacts of the protective relays are bridged over by the auxiliary contacts of the operative contactors C-105, C-106, C-107, GR’s interlock and by a set of contacts of the relay Q-44.

The motors of the auxiliaries can be switched on after a delay of 5 seconds on completion of the starting of the Arno converter.

The motor, particularly the larger size, require several seconds for running up to full speed. However, since the relay Q-118 drops out only after 5 seconds time delay, it remains pulled in until finally the contacts of the protective relays QVMT-1, QVMT-2, QVRH, HVSL 1-2, QPH and QCVAR reclose the circuit. During normal service the contacts of the protective relays are closed and the auxiliary contacts of the operating contactors and the contacts of the relay Q-44 are opened. Upon failure of a blower, the contacts of the associated protective relay open. This causes the relay Q-118 to drop out after 5 seconds.

By means of the associated switches HVMT-1, HVMT-2, HVRH, HVSL 1-2, HPH and HQCVAR, it is possible for the opened contacts of the protective relay to bridge over at switch position III or 0 of the pacco switches, thereby permitting the main circuit breaker to be closed.

The cooling of the traction motors and transformer oil cooler is monitored additionally by contacts of the traction motor blower motor contactors C-105 and C106 and transformer oil cooler blower contactor C-107. If the operating contactors C-105, C-106 & C-107 are not closed the relay Q-118 is switched off by the auxiliary contacts (73-74) of the tap changer GR as soon as the tap changer reaches step 6. The traction motors can be run without cooling till step 5 of the tap changer GR.

If the tap changer comes to a standstill at any particular notch while notching down with the master controller on “0” position, relay Q-46 is energized (contacts opened), thereby switching off the relay Q-118.

The relay Q-46 is constantly switched on and off until the tap changer has reached zero position.

Functional Test of High Voltage Circuit Breaker with Pantographs Lowered With the pantographs lowered the auxiliary contacts of the pantographs selector switch ZPT, which lie in the energizing circuit of the relay Q-45, are opened. The operating key of the pantographs selector switch should be inserted in the earthing box and turned by 90°. The HOM should be turned by 90° to earthed position. This action closes the auxiliary contacts BV so as to bridge over the auxiliary contacts of the pantograph selector switch ZPT and the contacts of the solenoid valves EFDJ and MTDJ of the HV circuit breaker. The circuit breaker DJ is closed as described under 2.3.1.2.


February, 2005


3.3.4

26

Control Circuit of Traction Motor Double Reversers The order for operating the solenoid valves on the traction motor reversers (J) is given via the reversing drum (MPJ), the running/braking drum (MP) of the master controller and the BL Key Box. In the particular cab to be used for operation, BL key is inserted in the BL key switch box. Operation of this key supplies power to the running drum (MP) via the associated set of contacts (BL). The reversing drum (MPJ) is operated only when the running/braking drum MP is in position “0” (mechanically interlocked). Both the traction motor double reverser (J) changed over only at the zero position of the tap changer (GR). Supervision takes place via the auxiliary contacts of GR 47-48, 49-50, 53-54 and 55-56. In the case of multiple unit operation all commands from leading locomotive are transmitted to the trailing locomotives via the M.U. couplers. The control circuit is protected by the fuse of CCPT.

3.3.5

Control Circuit of Relay Q-50 For energizing the relay Q-50 and for moving the tap changer in the up direction, the following conditions must be satisfied:

3.3.6

Supervision takes place via the auxiliary contact of Reversers J1-J2.

Main circuit breaker (DJ) must be closed.

Tap changer (GR) must be at position “0”.

Control Circuit of Shunting Contactors Three shunting steps are provided in the shunting drum MPS of Master controller. An electrical interlock is established via contacts 87-88 of auxiliary contact drum of the tap changer air motor (SMGR) which ensures that shunting contactors can only be operated and brought into circuit from notch 20 onwards.

3.4

TRACTION CONTROL CIRCUIT

3.4.1

Control Circuit of Line Contactors (L-1 to L-6) For closing line contactors the following conditions must be satisfied:

The running braking drum of the master controller is at any of the running position except “O”.

The relay Q-50 must be closed.

The tap changer (GR) must be on notch 1 or above.

When the pacco switch HVSI-1, HVMT-1 are in position I or III, then L-1, L-2, L-3 can be closed at the following positions of HMCS-I:


February, 2005


3.4.2

HMCS-I on 1 -1

L-1, L-2, L-3 close.

HMCS-I on 2 -

L-1 opens, L-2, L-3 remain close.

HMCS-I on 3 -

L-2 opens, L-1, L-3 close.

HMCS-I on 4 -

L-3 opens, L-1, L-2 close.

27

Control Via Master Controller Function “O” (tap changer moved in down direction).

The ‘Down’ valve (SMGR-VE 2) of air motor is energised at the master controller position ‘O’ for running position. The following conditions must be satisfied:

ZSMS must be at position-1.

Notch to notch relay Q-52 must not be energised.

The valve ZSMGR must be at normal position.

In case of auto regression of the tap changer GR, the relay Q-50 is de-energised, the ‘Down’ valve SMGR-VE 2 is energised directly by passing BL and MP interlocks.

Auto regression takes place in the event of wheel slipping, the action takes place via line 700 and the closed contact of relay Q-48. Relay Q-48, is energised in the event of wheel slipping through relay QD. In such case slip protection relay Q-51 is energised temporarily and gives supply to down valve SMGR-VE 2 till the relay Q-48 drops through relay QD after the arrest of the wheel slip.

A down movement of the tap changer is interrupted automatically on reaching position ‘O’ by interruption of the feed supply.

The relay Q-46 supervises the continued running of the air motor during regression with MP on position ‘O’ and thus the return of the tap changer to zero. The following conditions must be satisfied for proper functioning of these relays:

The running braking drum (MP) must be at position “O”.

The tap changer must be on position other than zero.

The handle of the valve ZSM-GR on the pneumatic control panel must be at normal operating position.

Should an air motor stop running with the tap changer away from the zero position and MP on position ‘O’, the relay Q-46 remains energized and causes the relay Q-118 drop out and open DJ after 5 seconds.

Any down or up movement of the tap changer can be achieved one tap only. To increase the tap or decrease the tap, master controller should be brought to position N, then put it either “+” or “-”.


February, 2005


3.4.3

28

Control by Master Controller – Impulse “+” or “-” The switch positions “+” or “-” are intended for notch by notch up or down movement of the tap changer both for running and for braking operation. The switching sequences and inter relationship correspond to those described under 2.4.2. In addition, the notch to notch relay (Q-52) goes into action, the feed lines 079 of which is energized at position “+” or “-”. At all positions for up or down movement either the up or the down valve is energized. This energizing will be interrupted by contacts of the relay Q-52, as soon as the air motor starts running. The relay Q-52 is energised between notches via the contacts 7-8 of ASMGR, this state being maintained via the self-holding contacts in the line run 079-078 for function of relay Q-46. The self holding circuit of Q-52 is not cancelled until the master controller handle has been returned to position “N”. This arrangement ensures that the tap changer always moves by only one notch at a time. The completion of the notch to notch movement is assured by the pneumatic control system.

3.4.3.1 Control of transformer tap changer air-motor – multiple unit operation Synchronize of air motor operation, as well as control impulses for running: Synchronize relay Q-49 on each of the locomotives can be energized in multiple operation subject to the following conditions.

The switch HBA on all the locomotives must be closed.

The switch BL on the leading locomotive must be closed.

The handle of the valve ZSM-GR must be closed.

All tap changers of the coupled locomotives must have left the zero position (the relay QV62 must be deenergised).

The circuit provides synchronization beyond notch 0 of the GR for notch by notch operation both in progression and regression. 3.4.4

Operation at Position “+” with Running Operation Provided the air motors of all coupled locomotives are in operation, the switching sequence of the supervision of synchronous up movement of the tap changer takes place as follows: Energizing of synchronizing relay Q-49 via control line 079 upon tap changer leaving a notch. Feeding of notch to notch relay Q-52, via contacts of relay Q-49 in the run of lines 211-079, as well as of auxiliary contacts 7-8 of ASMGR which are closed between notches. Self-holding of notch to notch relay Q-52 via its auxiliary contacts in the run of lines 079-078, since relay Q-46 is not energized. Tripping of relay Q-49 owing to opening of contacts of notch to notch relay Q-52. Tripping of relay Q-52 upon tripping of relay Q-49 by the opening of the Q-49 contact in the run of line 211-079.


February, 2005


29

The contacts 7-8 of the ASMGR which are closed between the notes are connected in parallel with the contact 211/079 of the relay Q-49 in the energizing circuit of the notch to notch relay Q-52. Should one or more air motors fail to operate or fail to follow the orders given by the position of the master controller (MP), the air motors are locked: On the faulty machine or machines the relay Q-49 remains energized. On all locomotives, however, on which the air motor could continue to run, the relay Q-52 is held in via the control circuit couplers P and thus further upward notching operations cannot take place. The supervisory circuit for synchronous running does not function if one of the rap changers does not leave the zero position. In such a case the relay QV-62 on the faulty locomotive remains energized. The feed circuit for the relay Q-49 is thus opened. In such a case the lamp LSGR on the driver’s control desk is not extinguished. Further operation with faulty locomotives in multiple unit operation is then possible as follows: The faulty locomotive must be switched off on the battery side by opening the battery isolating switch (HBA). The locomotive then runs like a trailer coach, merely passing on the control impulses. The opening of the HBA switch causes the relay QV-62 to drop out. The lamp LSGR is extinguished. The switch ZSM-GR must be opened. Thus will prevent a supply from being fed to the relay Q-49 on the faulty locomotive. 3.4.5

Operation at Position “+” or “-” with Running in Multiple – Unit Operation When a “+” or “_” command is given with the master controller (MP) the notch to notch relay Q-52 is energized in all locomotives. The auxiliary contacts of this relay in the run of the line 080-081 prevent the synchronous running supervisory relay Q-49 from being energized. If one of the air motors, does not follow the order, the relay Q-49 on this faulty locomotive remains energized. The relay Q-52 is held on the healthy locomotives too via the control coupler via the line run 211-085, thereby preventing further movement of the tap changer air motors.

3.4.6

Emergency Stop (Zero position of master controller) with Multiple Unit Operation In this case the synchronous running supervisory control is cut out of action, since the zero position should be reached without interruption. The holding circuit 087 for Q52 is interrupted by auxiliary contacts of Q-46.


February, 2005


30

Nevertheless, the relays Q-49 and Q-52 operate during the transition from notch to notch, since the energised relay Q-49 itself switches on Q-52 which, in turn, again switches off Q-49. However, the result of closing the Q-46 auxiliary contact in the line run 085 (holding circuit) of the relay Q-52 will be that, should an air motor stop before reaching the zero position, the main circuit breaker (DJ) will be tripped after approx. 5.5 sec. via Q-46/Q-118, the tripping of main circuit breakers on healthy locomotives will, however, be avoided. Since the return to zero during auto regression is not synchronized, it is necessary to avoid that the relay Q-49 holds the remaining air motors via the multiple unit control lines as soon as the first tap changer of the coupled locomotives reached the zero position. For this purpose the contact of the auxiliary relay QV-62 are inserted in the feed line of Q-49. When the particular tap changer reaches zero the relay QV-62 picks up and interrupts the energizing circuit of Q-49. 3.4.7

Electrical Auxiliary Control of Tap Changer In the case of faults affecting the issue of orders by the master controller, electrical emergency operational control may be maintained with the aid of push buttons for notching up (BPP) and for notching down (BPR). The following conditions must be satisfied for such operation. Switching on of lever in switch box (BL) provided in driver’s cab. The master controller hand wheel must be at position “O” or “N”. The Pacco switch ZSM-S on the pneumatic control panel is changed over to position “O”. A possible in feed via the master controller contacts is thus prevented while the lines 065 and 059 are energized. The push buttons BPP or BPR then act directly on the solenoid valves SMGRVE-1 and VE-2. The limit contacts of 61-62 for notching up, as well as 83-84 for notching down continue to be effective in the feed circuit. This prevents the tap changer from running beyond the mechanical end stops, even under auxiliary control. For multiple unit, operation the switch ZSM-S must set to position “O” in all locomotives.

3.4.8

Manual Operation of Tap Changer In the case of faults in the electrical control circuits both in the master controller and in the electrical auxiliary controls there still remains the possibility of moving the tap changer by means of a hand crank. A hand crank is mounted above the gear case. This crank must then be fitted on the free shaft end in the RH corridor. Removal of the cranking handle automatically cuts off air supply to air servo motor SMGR. This facility, however, can not be used for multiple operation of locos.


February, 2005


3.4.9

31

Notching Tap Changer for Test Purposes (Without power to TM) When performing tests under the catenary, the HVSI on the RSI panels may be set at “O”. The coils of the solenoid valves of the motor contactors L1-L6 are not energized.

3.4.10 Mechanical Interlocking of Master Controller (A)

When the reversing drum (MPJ) is at “O”:

The running braking drum (MP) is locked at “O”.

The operating key of the reversing drum (MPJ) can be withdrawn.

(B)

The reversing drum (MPJ) can be moved from “O” to “F” or “R” by fitting the operating key and pressing it downwards for moving to F or R.

When the reversing drum (MPJ) is at position “F” or “R”.

The running - braking drum (MP) may be moved to any desired position.

If the running - braking drum (MP) is not at zero, the reversing drum (MPJ) is locked. The operating lever of the reversing drum cannot be withdrawn.

(C)

When the running - braking drum is held on position “+” or “_” (running) on release it will return by spring force to the associated “N” position.

(D)

When the running - braking drum is at position “N” and “+” on the “Running” side, the shunting drum (MPS) is then released for operation.

(E)

The running - braking drum is moved from “N” position on the “Running side to “_”, the shunting drum (MPS) returns automatically to “O” the shunting drum (MPS) is locked on position O of the Running/Braking drum (MP).


February, 2005


Figure 3.1

32

TRACTION & AUXILIARY CONTROL CIRCUIT


February, 2005


Figure 3.2

33

TRACTION & AUXILIARY CONTROL CIRCUIT


February, 2005


Figure 3.3

34



February, 2005


Figure 3.4

35



February, 2005


Figure 3.5

36



February, 2005


Figure 3.6

37



February, 2005


3.5

38

AUXILIARY CONTROL CIRCUIT DIAGRAM OF WAP 1 LOCOMOTIVE The control circuits of the auxiliary motors are connected to 110V dc supply from the battery circuit and are protected by fuse CCA. The auxiliary motors can be started only if the main circuit breaker DJ and relay QCVAR have picked up, C-118 contactor is deenergised and auxiliary interlock of C-118 closes after a delay of 5 seconds and Q-100 relay gets energized. Auxiliary interlock of C-118 contactor is having adjustable mechanical time delay arrangement which closes with a delay of 5 seconds after opening of contactor C-118. With the help of switches HVRH, HVMT-1 and HVMT-2 the contactors of the individual motor can be closed and opened. The operating positions of the switches are as follows: Position 0

–

Auxiliary motors and functional relay disconnected.

Position 1

–

Auxiliary motor and functional relay in service.

Position 2

–

Auxiliary motor disconnected, functional relay in service.

Position 3

–

Auxiliary motor in service, functional relay disconnected.

The contactors of the auxiliary motors are operated by the switches on BL key boxes in cab-1 and 2. with multiple unit operation the auxiliary motors of the trailing locomotive are controlled from the leading locomotives. The contactor of the auxiliary motors in the trailing locomotive are switched on only if the respective main circuit breakers (DJ) are closed and arno of that locomotive has started up. On the trailing locomotives the switches BLCP, BLCPD, BLVMT and BLPV are kept open. The battery switch HBA must be closed and all fuses inserted at their proper places. 3.5.1

Main Compressor After closing the switch BL-1 or BL-2 CP, the coils of contactor C-101, 102 energise, provided the relay Q-100 has picked up and HCP is on “position 1,4”. On closing of the contactor, the motors MCP 1&2 get the 3 phase 415 V supply from the arno. As soon as the pressure in the main compressed air line rises to 10kg/cm2 the pressure switch contact RGCP closes, connecting compressor to atmosphere through the unloader valve and opens when the pressure has dropped to below 8.5 kg/cm2. With multiple unit operation the main air lines of the individual locomotives are connected by MU coupler for air so that the pressure is the same in all locomotives. The starting and stopping of the compressors on the individual locomotives is controlled exclusively by the BLCP or BLCPD of the leading locomotive but the programme of selection of the various MCP is done by the HCP of each locomotive. On the trailing locomotives the switches BLCP are kept open as BL key is not inserted. If the compressor of one locomotive fails during multiple unit operation, it can be switched off by the switch HCP, while the other compressors will continue to run.


February, 2005


3.5.2

39

BLOWERS FOR TRANSFORMER OIL COOLER & TRACTION MOTORS

3.5.2.1 Manual starting The starting of the motors for the traction motor blower and the transformer oil cooler blower are made by closing the switch BL-1 VMT or BL-2 VMT at the driver’s desk, provided the relay Q-100 has energized and N/O interlock of Q-100 in the circuit has closed, coil of contactor C-107 gets energized immediately on pressing of BL-1VMT or BL-2 VMT, thus closing the contactor C-107, feeding transformer oil cooler blower motor the 3 phase, 415V supply from ARNO. When the contactor C-107 closes, the relay QTD-105 gets energized and in its time delay contact closes after a time lag 5 seconds thus energizing the coil of C-105 and relay QTD-106. After a time delay of 5 seconds contactor C-106 closes once the coils of C-105 and C-106 energise, the two traction motor blowers, MVMT-1 and MVMT-2 get feed of 415V 3 phase ac from ARNO. With multiple unit operation the blower motor of the trailing locomotives are also started simultaneously from the leading locomotives. The switches BL-1 VMT and BL-2 VMT of the trailing locomotive is kept open. The contactors of the individual traction motors blowers can be switched off directly by the switches HVMT-1 and HVMT-2. To do this the particular switch is brought to position “O”. This action switches off the particular blower motor as well as bridges over the contacts of the associated protective relay, thus permitting the main circuit breaker DJ to be re-closed through Q-118. 3.5.2.2 Automatic starting If the switches BL-1 VMT and BL-2 VMT are left open, the contactors of the blower motors close automatically when the reverser drum MPJ is brought to position F or R and tap changer GR moves to notch 1 and above. The contactors of the blower motors are held closed by auxiliary contacts of the tap changer has returned to zero and continue to be so held in closed position until the reverser drum MPJ is brought back to zero position. 3.5.3

Automatic Starting of Auxiliary Machines after Passing Neutral Section Automatic starting of all auxiliary machines will take place under the following conditions:

Automatic compressor switch BLCP or BLCPD closed.

Traction motor blower switches BLVMT opened.

Reverser drum MPJ at position ‘0’.

Vacuum pump switches BLPV closed if working with a vacuum brake train.


February, 2005


40

Sequence After closing the main circuit breaker DJ, ARNO starts and the following switching operations take place:

3.5.4

MVSI 1-2, MVSL and MPH start.

Relay Q-100 is energised after 5 seconds of ARNO starting.

Main compressor starts as soon as Q-100 is energised. This is accomplished by closing of contactors C-101/ C-102/ C-103.

Vacuum pumps/ exhausters start through contactors C-111/ C-121.

As soon as BLVMT in closed, contactor C-107 pulls in, as interlock of Q-100 is already closed, MHRH starts.

Relay QTD-105 is also energised with closing of C-107 and after about 5 seconds C-105 closed thereby starting TM blower No.1 (MVMT-1).

With closing of C-105, QTD-106 is energised at the same time and its interlock closed after 5 seconds of energisation of QTD-106 and, TM blower No.2 (MVMT-2) starts.

Sanding Circuit The sanding circuit is protected by fuse CCLS. Sanding takes place via the solenoid valves VESA-1 and VESA-2 for one direction and VESA 2-1 and VESA 2-2 for the other direction, which are energized by operating the pedals PSA-1 or PSA-2 in the cabs, or by the wheel slip relay Q-48. The solenoid valves VESA are also energized automatically by the wheel slip relay Q-48. If the wheels on one bogie start slipping, the load on the motor concerned drops. This is detected by the relay QD-1 or QD-2 which on operation energise the relay Q-48 via its normally open contacts. The auxiliary contacts of the relay Q-48 are provided with a drop out delay of 5 secs., which will begin as soon as the relay has been de-energised. This means that sanding will continue for 5 secs after wheel slip has ceased (relay QD has dropped out). Operation of relay Q-48 as a result of wheel slip and operation of relay QD-1 or QD-2, also results in automatic regression of the tap changer (GR) till the relay QD-1 or QD-2 drops out due to arrest of the wheel slip. With multiple unit operation the solenoid valves VESA of the trailing locomotives are controlled from the leading locomotive. By operation of the pedal PSA on the leading locomotive the appropriate solenoid valve VESA on all trailing locomotives is energized. Upon operation of the differential relay QD, the relay QD-48, of any locomotive is energized and not only the solenoid valve VESA of the locomotive concerned, but the corresponding solenoid valves VESA of all locomotives are energized thereby sanding occurs ahead of all driven axles.


February, 2005


Figure 3.7

41

AUXILIARY CONTROL CIRCUIT


February, 2005

B16

42

B-

005/2

VEF

QRS

919

(SHEET NO. 130)

FROM BL2

919

PVEF 2

B16


Figure 3.8

B16

919 B16

005/1 (SHEET NO. 130)

FROM BL2

PVEF 1

B-

922

EXHAUSTER CONTROL CIRCUIT


February, 2005


3.6

LIGHTS FANS LOCOMOTIVE

AND

43

SIGNALLING

CIRCUIT

DIAGRAM

OF

WAP1

Signaling and lighting circuits are connected to the 110V DC supply. The auxiliary contacts of the BL switch box should be closed by inserting the key in the switch box of any one cab for energizing the signaling circuits. Lighting circuits are energized independent of BL switch. With multiple unit operation the signaling circuits in the trailing locomotives are supplied with power through the MU couplers from the leading locomotives. 3.6.1

Signaling Circuits The signaling circuits are protected by fuse CCLS with the high voltage circuit breaker DJ open and the tap changer GR at position “O”, all signaling lamps, except the lamp LSOL, LS, LSBCR and LSRSI light up when the battery switch HBA is closed. This acts as a check whether any lamp is defective. For checking the signal lamps LS and LSRSI push button switch BPT is used. As soon as the high voltage circuit breaker DJ is closed all signaling lamps, except the lamp LSGR, must go out. The lamp LSGR goes out when the tap changer GR has left position “O”.

3.6.1.1 Lamp LSDJ (red)-position indication of main circuit breaker DJ The lamp LSDJ indicates the position of the main circuit breaker DJ. When the main circuit breaker is open, its auxiliary contacts energise the relay QV-60 which inturn switches on the lamp LSDJ. Lamp LSDJ

Main Circuit Breaker DJ

ON

OPEN

OFF

CLOSED

3.6.1.2 Lamp LSCHBA (Green) Lamp LSCHBA is meant to indicate to the driver the working of the static battery charger. When the driver closes HBA and BL switch, lamp LSCHBA glows. On closing DJ, lamp LSCHBA extinguishes after picking up of the relays QV-61 and QCVAR on completion of the starting of the ARNO. 3.6.1.3 Lamp LSGR (Green)-Tap Changer GR Zero Position Indication The lamp LSGR indicates whether the tap changer GR is at position “O” or away from the position. The auxiliary contacts 89-90 of the tap changer GR energises the relay QV-62 only at position “O” of the tap changer; the lamp LSGR being switched on by way of the contacts of the relay QV-62. Lamp LSGR (Green)

Tap Changer GR

ON

At position “O”

OFF

Not at position “O”


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44

3.6.1.4 Lamp LSB (Yellow)-Monitoring of Readiness of J As ordered by Master Controller The lamp LSB is switched on by the relay QV-64 which in turn is energized by the contacts of the relay Q-50 in de-energised position. Lighting up of signal lamp LSB (yellow) indicates that the locomotive power circuit is not ready for moving tap changer for traction or braking. For the lamp LSB to go off the following equipment must be set in their proper position corresponding to the position of MP and MPJ on the master controller. J1-2 with DJ in closed position. 3.6.1.5 Lamp LSRSI (yellow) – Rectifier Monitoring The Lamp LSRSI lights up when signaling fuse operates in the main rectifier due to blowing of any of the bridge fuse as a result of failure of any of the main diodes. 3.6.1.6 Lamp LSOL (Yellow) & Lamp LS – Group (Red) These signal lamps are useful only during multiple operation of locomotives for detecting defective loco in the event of fault occurring in any of the locos. The relays QV-60, QV-61, QV-63 and QV-64 energising the signal lamps LSDJ, LSCHBA, LSB and LSRSI respectively also energise signal lamp LS-Group and the relay QVLSOL. Defective locomotive is detected as below: Fault on Leading Locomotive

Lamp LSOL

Lamp LS-Group

Indication on – Leading Locomotive

OFF

ON

Trailing Locomotives (s)

ON

OFF

Leading Locomotive and Sound Trailing Loco

ON

OFF

Faulty Trailing Locomotive

OFF

ON

Fault on a Trailing Locomotive Indication on –

3.6.1.7 Buzzer SON 1-2 The buzzer sounds when relay Q-20 operates due to traction motor voltage going above 865 V dc. 3.6.2

Lighting Circuits

3.6.2.1 Head Lights The headlights PR-1 and 2 are equipped with 32V, 250 W lamps, which are supplied from a headlight voltage stabilizer, RTPR connected to 380 V single-phase ac source from the ARNO. Switch HRTPR is provided for switching on RTPR. Fuse CCRTPR protects the RTPR. The headlights are switched on by means of the headlights switches BLPRF or BLPRR. Only one headlight at a time can be switched on. The headlights can be dimmed by switch BLPRD on the BL box. This operation changes over supply to headlights from a 32 V ac to 16 V ac tapping on the RTPR.


February, 2005


45

3.6.2.2 Marker & Instrument Lamps The following lamps are switched ON by the switch BL-1 LF or BL-2 LF (Marker Lights) in the respective cabs: Lamps for the BL switch box, LBL-1, LBL-2. Lamps for the pneumatic instruments and notch indicator LP-1, LP-3, LP-5 (LP-2, LP-4, LP-6 in cab-2) and for the marker lights white LF1G, LF1D (LF2G and LF2D in cab-2). By operating switch BL1ZLF (BL2ZLF) to ON position marker lights white LF1G, LF1D (LF2G, LF2D) change over to Red provided switch BL1LF (BL2LF) is ON. All the above lights in cab-1 and cab-2 are protected by fuse CCLF-1, CCLF-2 respectively. The following lamps are also switched on by the switch BL1LF (BL2LF) in cab-1 & cab-2 from the stabilized voltage of 24 volts ac from the voltage stabilizer RTPR: Dial illumination lamps for measuring instruments LU-1, LUA-1, LA1-1, LA1-2 (LU-2, LUA-2, LA2-1, LA2-2) and for the speedometers. 3.6.2.3 Engine Room Lamps, Ceiling Lamps & Sockets The lamps LC1 and LC2 for the ceiling lamps (Spotlights) in the cabs are controlled by means of the switches ZLC1 or ZLC2 provided on the driving desks. Lamps LCS1-1 and LCS1-2 or LCS2-1 and LCS2-2 for ceiling lamps (spot lights) in the cabs controlled by means of switches ZLCS1 or ZLCS2 provided on driving desks. The lamps LM-1 to LM-9 in the corridor and HT compartment are controlled by the switches BL-1LM, BL-2LM. In cab-1 the lamps can be switched ON with the switch BL-1LM and switched OFF in cab-2 with the switch BL-2LM and vice versa. These circuits, as well as those for the wall sockets PCLX1-3 are protected by the fuse CCLC. 3.6.2.4 Signal Exchange Lamp The lamps LSX1-1 and LSX2-1 or LSX1-2 and LSX2-2 are switched on by push button switches BPLSX-1 or BPLX-2. These lamps are provided for signal exchange. 3.6.2.5 Entrance & Cab Lamp Lamps LE 3 & LE 4 are switched on by switch ZLE-3 LE-3 and LE-4 are the lamps provided in the AC-2 panel (in cab-2) for general illumination of TK panel. 3.6.2.6 Alarm Pull Signalling Circuit This system works when the alarm chain is pulled in any coach, the driver gets alarm through B1 & B2 lamp indication through LPAR 1&2. The alarm and lamp indications can be isolated by turning the HRS switch to position ‘O’. To operate the alarm system as soon as the HBA is closed, the lamps LPAR 1&2 glow to draw the attention of the driver to bring HRS switch at position 1 and also to press the BIS switch to cut OFF the alarm. Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives.

February, 2005


Figure 3.9

46

SIGNALLING CIRCUIT


February, 2005


Figure 3.10

47

LIGHTING CIRCUIT


February, 2005


Figure 3.11

48

HEAD LIGHT, FAN, HEATER CIRCUIT


February, 2005


4.

49

DESCRIPTION OF PNEUMATIC CIRCUIT IRAB-10 air brake system had been designed by Indian Railways for application in main line WAP1 AC electric locomotives for hauling both graduated release automatic air braked train as well as standard vacuum braked train. The important features of IRAB-10 air brake system are as under: i.

Locomotives brakes may be applied with any desired pressure between the minimum and maximum, and this pressure will be automatically maintained in the locomotive brake cylinders against normal leakage from them and regard less of variation in piston travel, until released by the driver’s brake valve.

ii.

The locomotive brakes can be graduated on and off with either the automatic or the independent brake valves.

iii.

It is always possible to release the locomotive brakes with the train brakes remained applied even when automatically applied. The locomotive brakes, can, however, be called back again with the same level should the operating condition demand.

iv.

Maximum brake force in emergency, ensuring shortest possible stop distance.

v.

Emergency brake application available at all automatic brake valves.

vi.

Multiple unit operation. vii. Break-in two features with traction power cutoff during both air braked and vacuum braked train control.

4.1

CONSTRUCTION IRAB-10 air brake system employed in WAP1 AC electric locomotives is suitable for either end cab control and ensure compressed air brakes for locomotive either graduated release automatic air brakes or standard vacuum brakes. The system is a composite one and distinctly comprises the following elementary brake systems. i. Independent Straight Air Brakes with Multiple Unit operation. ii. Twin Pipe Graduated release Automatic Air Brakes for hauling air-braked train with Brake-In –Two-feature. Besides the IRAB-10 Air Brake System also supplies compressed air for operation of the following Ancillaries: i. ii. iii. iv.

Loco controls including operation of pantographs. Electro-pneumatic sanding electro magnet valve. Pneumatic horn. Pneumatic wipers.

The complete IRAB-10 Air Brake System is compressed air controlled and essentially comprises 2 Nos. motor driven Air Compressors of 1000 lts. FAD for supply of compressed air at 8-10 kg/cm2, relevant elementary valves for achieving the systems and features. Depending upon the air-braked train length either one or two compressors are kept ON. For vacuum-braked train one compressor and one or both exhausters are kept ON. Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives.

February, 2005


4.2

50

OPERATION The general working of the IRAB-10Air Brake System is given below.

4.2.1

Main Air System Diagram, enclosed, indicates the schematic arrangement of the IRAB-10Air Brake System. Compressors A-1 deliver compressed air at 8-10 kg/cm2 to system via respective 1-¼” non return valve A-5 to flow past after coolers A-2, centrifugal dirt collector with reservoir & drain cock A-9, main reservoir No.1 A-6, Main Reservoir No. 2A-6, 1-¼” non return valve A-5, main reservoir No. 3 A-6, 1-¼” non return valve A-5, main reservoir no. 4 A-6, main air reservoir centrifugal dirt collector with reservoir & drain cock A-9 & 1” cut out cock A-8 to brake air system. Main air supply is also taken to loco control equipment and airflow measuring pipe via ¾” duplex check valve A-23 from main reservoir No.3. Main air supply for sanding equipment, both end cab wipers are taken from MR equalizing pipe. MR supply for feed pipe is also taken from MR equalizing pipe via ¾” cut out cock A-21 and finally reduced to 6 kg/cm2 through D-24-B feed valve A-25 set at 6 kg/cm2. MR equalizing pipe pressure with 10 kg/cm2 air pressure is also connected to port No. 15 of F-1 selector valve A-62 for its own function to keep the equipment at normal condition for operation on the system. Main air reservoir air is also piped to compressor governor C-39 via cut off cock C-17 and air strainer C-21 and to magnet valve VEAD A-20 via check valve A-32 from main reservoir No.2 is also equipped in the system. Main reservoir Nos. 3 and 4 are provided with manual drain cocks A-7. But, main reservoir Nos. 1 and 2 provided with both manual drain cock A-7 and automatic drain valve A-10 with capacity reservoir A-50. MR supply from the MR Nos. 1 and 2 is piped to the respective automatic drain valve via cut out cock A-11. Auto drain valve is operated with the setting pressure of compressor governor. With the compressor governor C-39 cut out at 10kg/cm2, the VEAD magnet valve A-20 will be energized to supply MR air to the control port of automatic drain valves A-10 to push open for draining condensates from MR Nos. 1 and 2. Automatic draining of condensates will stop after a while, but the unloading will continue until the MR air pressure falls down to 8.5 kg/cm2, when the compressor governor C-39 will cut in to de-energise VEAD magnet valve A-20 and in turn vent out control air from automatic drain valves. Safety valves A-3, provided between compressors, A-1 and respective non return valve A-5, are set at 11.5 kg/cm2 and are meant for safety of the respective main compressor against excessive build up of pressure in the unlikely event of blockage of non return valves A-5. Safety valve A-46 set at 10.5 kg/cm2 provided build up due to non-functioning of safety valve A5 set at 11.5 kg/cm2.


February, 2005


4.2.2

51

Straight Air Brake System The straight air brakes of AB-10 air brake system are controlled by the operation of SA-9 independent brake valves A-13, provided at either end cab. MR air pressure from main reservoir No.4 is piped to port 30 of SA-9 independent brake valve A-13 viz cut out cock A-15 and then to duplex pressure gauge A-17 at both end cabs. MR air supply from MR No. 4 is also piped to port-1 of C-2 W relay valve A-29 and port 63 of MU-2B valve A-61. With the cut out cocks A-15 for the operating SA-9 brake valve open and MU-2B valve in LEAD condition, as the SA-9 brake valve handle is moved towards application zone the main air, in accordance with the degree of handle movement, will flow to the control port No.2 of C-2W relay valve A-29 via ports 2 and 20 of MU-2B valve A-61 and 24-A double check valve A-33. The C-2-W relay valve A-29 will accordingly charge the both bogie brake cylinders A-35 via its port 3, flow past cut off cocks with vent A-36, choke fittings A-54 & Flexible Hose Connections A-56. The brake cylinder air from C-2W relay valve also flows to the B.C. equalizing pipe via ports 30 and 14 of F-1 selector Valve A-62 for conveying braking demand to the trailing locomotives when used to work in MU operation. Brake cylinder pressures from both bogies are piped to both end cab duplex pressure gauges A-16. When braking demand is further increased through brake valve handle movement towards “Full Service”, the C-2-W relay valve will also in turn relay the brake cylinder pressure build up. The release of straight air brakes in steps or in full will follow with the brake valve handle being moved towards release position, which results in withdrawing the pneumatic braking demand from the control chamber of C-2-W relay valve and in turn brake cylinder air releasing through the exhaust port of C-2-W relay valve. Since, both SA-9 independent brake valve and C-2-W relay valves are self lapping and pressure maintaining type, the brake cylinder pressure will hold irrespective of the normal leakage from them or the length of the brake cylinder piston travel. During MU operation the trailing locomotive MU-2B valve being positioned in TRAIL, the sequence in the trail unit will be as under: i.

Ports 2 and 20 of MU-2B valve disconnected from each other rendering the SA-9 brake valves of trail loco ineffective.

ii.

Ports 20, 16 and 14 of F-1 selector valve of trail loco connected to each other will allow the pneumatic braking demand in BC equalizing pipe to flow to the control port No.2 of C-2-W relay valve A-29 of trial loco, which in turn will pressurise the brake cylinders of the trial loco only, since port-30 of the F-1 selector valve remains disconnected in trial condition.


February, 2005


4.2.3

52

Graduated Release Automatic Air Brake (Twin Pipe) The graduated release automatic air brake system in IRAB-10 air brakes are controlled by the operation of A-9 automatic brake valve A-12 provided at both end cabs. Main reservoir air pressure from MR No.4 is piped to port-30 of A-9 automatic brake valve A-12 via isolating cock A-15. With the operating automatic brake valve cut out cocks A-15 open A-9 brake valve handle in release position equalising reservoir (ER) pressure at 5 kg/cm2 will flow to the control port-2 of additional C-2-W relay valve A-31 and equalising reservoir A-30 via ports 3 and 13 of MU-2B valve (in LEAD condition). Main reservoir air from MR No.3 is piped to supply post No.1 of additional C-2-W relay valve A-31 via air flow measuring valve A-42 and the C-2-W relay valve will now charge the brake pipe via cutout cock A-8 accordingly and maintain at 5 kg/cm2. Air flow indicators A-58 provided at both end cabs will indicate airflow in brake pipe in conjunction with R-6 relay valve A-34. Brake pipe air, piped to C-3-W distributor valve A-24, activates the distributor to assume brake release condition by recharging its control reservoir to 5 kg/cm2 and connecting brake cylinder line to exhaust. Brake pipe is also piped to port No.1 of A-9 brake valve, pressure gauges A-65, emergency application valve A-19 and magnet valve A-20 via cut out cock A-21 and D-1 emergency brake valves A-14. As the A-9 brake valve handle is moved towards application zone, ER pressure according to degree of handle movement will be destroyed. The additional C-2-W relay valve A-31 in turn destroys the brake pipe (BP) air which is made throughout the air braked train. The C3W distributor will quickly sense the destruction BP air and will revert back to application position by first disconnecting BC from exhaust and then connecting MR air to BC line. Distributor will automatically lap as soon as the pressure build up in BC is in proportion to the BP airdrop. The distributor is designed to produce BC output of 3.8 ± 0.1 kg/cm2 against a BP airdrop of 1.6 kg/cm2 or more. The BC outlet will now act as a pneumatic braking signal for C-2-W relay valve A-29, D-1 pilot air valve A-28, ports 4 and 16 of F-1 selector valve A-62 and double check valve A-33 which will finally charge the lead loco as well as trial loco brake cylinders in the manner explained under heading “Straight air brake system” above. The automatic air brake thus applied can be graduated by dropping BP air further in steps till full application. During release of automatic air brake BP pressure is raised to its re-gime pressure of 5kg/cm2 by bringing the A-9 automatic brake valve handle to release position in steps or abruptly, when the C3W distribution valve will allow the BC air to flow to exhaust either in steps or in full. When the A-9 brake valve handle is moved to emergency position, the BP pressure drops to zero at a much faster rate than that at normal service application and as such ensures a faster emergency brake application. A stand by emergency brake is also provided in either end cab by operation of D-1 emergency brake valve A-14, which directly vents the BP air to atmosphere in air brake train operation, and BP air. Provision for traction power cutout is also made during normal emergency brake application or parting of air braked train double check valve A33 and pressure switch B-15.


February, 2005


53

The function of the feed pipe air is to continuously re-charge auxiliary reservoir located in each vehicle of air-braked train for augmentation of air brake application and release timings in the train. Feed pipe air is maintained at 6 kg/cm2 through D-24-B feed valve A-25 with air supply from MR No.2. The introduction of D-1 automatic isolating valve A-28 enables elimination of locomotives brakes automatically applied without affecting train brakes, when actuated through brake release switches A-41 provided at either end cab. This also acts as an interlock during dynamic braking by ensuring braking efforts within adhesion limit. Provision for deadman’s application is also made, whereby emergency brakes along with traction power cut out is possible by de-energising magnet valve A-20 which will activate the emergency application valve A-19 to exhaust the BP air to zero. The operation of deadmen’s application is automatic in the event of failure of dynamic braking. 4.2.4

Auxiliary Air Controls Auxiliary air control equipment, viz. electro pneumatic sanding, pneumatic horn, pneumatic-wipers and loco controls are also shown in schematic diagram.

4.2.4.1 Loco control MR air from MR No.3 is utilised for working of various pneumatic contactors, valves etc., after reducing supply pressure to 8 kg/cm2 through D-24-B feed valve A-44. However, an auxiliary compressor C-1 is also provided for operation of pantographs when the loco is dead. 4.2.4.2 Pneumatic horn Pneumatic horn equipment is provided in either end cabs, and utilises MR air from MR No.3 via air strainer C-21, cut out cocks C-20, lever operated horn valves C-19 and finally to pneumatic horn C-18 and C-22. 4.2.4.3 Pneumatic wiper Wiper equipment is also provided at either end cabs and utilises MR air from MR equalishing pipe via air strainer C-21, cut out cock C-20 and finally to wiper equipment C-32. 4.2.4.4 Electro pneumatic sanding Electro pneumatic sanding is provided to all the six pairs of driving wheels, and utilises MR air from MR equalizing pipe. Forward sanding is arranged for axles 1, 2 & 4 and reverse sanding in axles 3, 5 & 6. Sanding switch C-30 provided at both end cabs, when depressed depending upon the direction of locomotive travel will energise either the forward or reverse sanding magnet valves C-29, which in turn will pressurise corresponding air supply to the GF sand ejectors C-26. Sand ejectors are normally fitted underneath the sand traps, filled with dry and strained sand, so that the sand is always available at the former and driven to the rail as soon as air supply is made to ejectors in the manner explained above. Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives.

February, 2005


4.3

54

LIST OF ITEMS IN IRAB-10 AIR BRAKE SYSTEM ITEM NO.

DESCRIPTION

QTY.

A-1

MAIN COMPRESSOR

2

A-2

AFTER COOLER

2

A-3

SAFETY VALVE ¾”. SET AT 11.5 KG/CM2

2

A-4

1.6MM CHOKE ASSLY

2

A-5

1-1/4” NON RETURN VALVE

4

A-6

MAIN RESERVOIR 203 LTS.

4

A-7

½” DRAIN COCK

7

A-8

1” CUT OUT COCK

3

A-9

1” CDC WITH RESERVOIR & DRAIN COCK

2

A-10

AUTO DRAIN VALVE

2

A-11

½” CUT OUT COCK

2

A-12

A-9 AUTOMATIC BRAKE VALVE

2

A-13

SA-9 INDEPENDENT BRAKE VALVE

2

A-14

D-1 EMERGENCY VALVE

2

A-15

½” CUT OUT COCK

8

A-16

4” DUPLEX PRESSURE GAUGE-BCI-BC2

2

A-17

4” DUPLEX PRESSURE GAUGE MR-FP

2

A-19

E-3 EMERGENCY APPLICATION VALVE

1

A-20

110V DC MAGNET VALVE-E/0 TYPE

3

A-21

¾” CUT OUT COCK

2

A-23

¾” DUPLEX CHECK VALVE SET AT 5 KG/CM2

1

A-24

C3W DISTRIBUTOR VALVE ISOLATING COCK & FILTER

A-25

D-24-B FEED VALVE SET AT 6 KG/CM2.

1

A-26

PRESSURE SWITCH CUT IN-1.0 KG/CM2 CUT OUT 0.2 KG/CM2

1

A-27

½” PRESSURE LIMITING VALVE

1

A-28

AUTOMATIC ISOLATING VALVE

1

A-29

C-2-W RELAY VALVE

1

A-30

110 CU IN RESERVOIR

1

A-31

C-2-W RELAY L VALVE WITH 6 MM CHOKE

1

A-32

¾” CHECK VALVE

1

A-33

24-A DOUBLE CHECK VALVE 3/8”

2

WITH

SUPPORT


RESERVOIR,

1

February, 2005

CAMTECH/2005/E/Trg-Loco/1.0 ITEM NO.

55 DESCRIPTION

QTY.

A-34

RELAY VALVE TYPE R-6

1

A-35

8” X 8” UAH BRAKE CYLINDER ‘X’-TYPE MOUNTING ‘Z’-TYPE MOUNTING

4

A-36

¾” CUT OUT COCK WITH VENT

2

A-37

AIR BRAKE HOSE COUPLING-BP

2

A-38

1” X 24” HOSE COUPLING UIC

4

A-39

¼” ANGLE COCK (BP) WITH VENT

2

A-40

1” SELF LOCKING ANGLE COCK (OLP)

4

A-41

BRAKE RELEASE SWITCH

2

A-42

AIR FLOW MEASURING VALVE

1

A-44

D-24-B FEED VALVE SET AT 8 KG/CM2

1

A-45

1” CHECK VALVE

1

A-46

J-1 SAFETY VALVE ¾” SET AT 10.5 KG/CM2

1

A-50

TIMING CHAMBER FOR AUTO DRAIN VALVE

2

A-51

PRESSURE SWITCH CUT IN AT 7 KG/CM2 CUT OUT AT 6 KG/CM2

1

A-54

CHOKE FITTING (5MM)

2

A-55

6MM CHOKE

1

A-56

¾” X 30” BOGIE HOSE CONNECTION

2

A-58

AIR FLOW INDICATOR GAUGE

2

A-59

¼” ANGLE COCK (FP) WITH VENT

2

A-60

AIR BRAKE HOSE COUPLING – FP

2

A-61

MU-2B VALVE

1

A-62

F-1 SELECTOR VALVE

1

A-63

N-1 REDUCING VALVE SET AT 3.8 ± 0.1 KG/CM2

1

A-65

6” SINGLE PRESSURE GAUGE – BP

2

B-8

RESERVOIR (3 LTR)

1

B-15

PRESSURE SWITCH

1

B-16

3/8” ISOLATING COCK

1

B-19

2” X 27” VACUUM HOSE COUPLING

2

B-20

DUMMY COUPLING

2

C-1

AUXILIARY COMPRESSOR

1

C-2

½” DRAIN COCK

5

C-3

J-1 SAFETY VALVE – ½” SET AT 8.5 KG/CM2

1


February, 2005

CAMTECH/2005/E/Trg-Loco/1.0 ITEM NO.

56 DESCRIPTION

QTY.

C-4

¾” CHECK VALVE

1

C-5

½” SOFT SEATED CHECK VALVE

2

C-6

½” CUT OUT COCK

11

C-7

¾” CDC WITH DRAIN COCK

2

C-8

PANTO RESERVOIR-53 LTS.

2

C-9

HOSE FOR AUXILIARY COMPRESSOR

1

C-10

½” AIR STRAINER

6

C-11

CHECK VALVE

1

C-12

DJ OIL SEPARATOR WITH DRAIN COCK

1

C-13

PRESSURE SWITCH CUT OUT 4.5 KG/CM2, CUT IN 3.5 KG/CM2

1

C-14

DUPLEX PRESSURE GAUGE

2

C-16

MAGNET VALVE 110 VOLTS DC E/O TYPE FOR PANTO

2

C-17

½” CUT OUT COCK WITH VENT

3

C-18

PNEUPHONIC HORN B7-30 H.T.

2

C-19

LEVER OPERATED HORN VALVE 3/8”

8

C-20

3/8” CUT OUT COCK

6

C-21

3/8” AIR STRAINER

5

C-22

PNEUMATIC HORN B-7-36 L.T.

2

C-23

INDICATOR LAMP

2

C-25

½” DIAPHRAGM COCK

1

C-26

SAND EJECTOR – GF

12

C-27

1” X 33” SANDING HOSE

12

C-29

SANDING MAGNET VALVE 110 VOLTS DC E/O TYPE

4

C-30

SANDING SWITCH

2

C-32

WIPER COMPLETE

4

C-35

FLEXIBLE HOSE FOR SAND EJECTOR

12

C-38

PRESSURE SWITCH CUTOUT 6 KG/CM2, CUT IN 5KG/CM2

1

C-39

COMPRESSOR GOVERNOR CUT IN 8.5 KG/CM2, CUT OUT 10 KG/CM2

1

C-41

COMPRESSED AIR FILTER

1

C-42

30CM X 80 CM CONTROL RESERVOIR (53 LTR)

1


February, 2005


57

Figure 4.1

PNEUMATIC SCHEMATIC DIAGRAM


February, 2005


5.

58

MODEL QUESTIONS A.

Objective (Fill in the blanks)

1.

The equipment used to convert single phase AC to three phase AC is called……………...

2.

DJ stands for …………………………………………

3.

Type of conventional is………………………

4.

Line contactors are controlled …………………………………

5.

……………………..Relay is known as ARNO protection relay.

6.

QLM protect ………………………………from high voltage overload.

7.

Pneumatic pressure required to close DJ ………………….

8.

DJ and pantographs are provided at ………………………….. of locomotive.

9.

Main transformer have ……………….. tapings.

10.

AC supply is converted to DC by means of ………………………..

11.

………………….. relay actuate at the moment of wheel slipping.

12.

MP stands for ………………………

13.

Electro valves for sanding gear are located at …………………….

14.

Supply voltage of control circuit is ………………………

15.

Baby compressor operates at ……………………

16.

Minimum pressure required to close DJ ……………………..

17.

Direction of rotation of traction motor can be changed by means of ……………

18.

All the traction motors in WAP1 locomotive are connected in ……………………

19.

Time lag of QTD-105 is …………………

20.

Timing of Q-44 relay is …………….

21.

As soon as control circuit is energized by HBA, relay ……………….. is energized.

22.

Graduated brake is achieved through ………………….. valve.

23.

Open condition of DJ is indicated by ……………….. lamp.

24.

The number of blowers in a WAP1 locomotive are …………..

25.

WAP1 locomotive have ……………..auxiliary machines.

26.

The signaling circuit is protected by fuse………………….

27.

The QVSI and DMVSI lie in the energizing circuit of the relay………………..

28.

Head light circuit is protected by fuse……………………….

traction

motor

used

on


WAP1

locomotive

February, 2005


59

B.

Say ‘True’ or ‘False’

1.

Q20 is a low voltage relay.

2.

Q51 is normally kept in energized condition.

3.

To isolate TM3 in WAP1locomotive HMCS-1 should be kept on position 4.

4.

PVC wires are used in control circuit of locomotive.

5.

MVMT is a three-phase motor.

6.

QOA operates on earth fault in power circuit.

7.

Most of rubber components of pneumatic valves are replaced in AOH.

8.

C3W distributor valve has two positions.

9.

QVMT and QVRH can be interchanged after altering the setting.

10.

WAP1 locomotive have 6P combination and there are two QOP relays.

11.

MVSL is a single-phase motor.

12.

MVMT, MVRH start with time delay.

13.

Auto regression takes place in case of wheel slipping.

14.

WAP1 locomotive is meant for passenger service.

15.

DJ will not lose when QVMT2 is defective.

16.

IRAB-10 air brake system is applicable in WAP1 locomotive.

17.

Q 100 relay is energized after 5 sec of ARNO starting.

18.

When battery switch HBA is closed, lamp LSOL, LS, LSBCR and LSRSI light up.

19.

The lamp LSGR goes out when the tap changer GR has left position ‘0’.

20.

Basically ARNO converter is an induction motor.

21.

A particular switch is set on position ‘0’ indicates concern functional relay and auxiliary machine both are eliminated.


February, 2005

3 2 0 1 OIL HVSI-1 C107 1 2 480 481 482 MOTOR HPH RECTIFIE MOTORS U V W PUMP 4.3 MPH 30 MVSI-1 MVRH MVSI-2 3 H.P./2.2 HP/22

R HP/3.15 KW BLOWER KW


60

C.

Subjective

1.

Write short notes on following: (a)

QLM

(b)

Q-20

(e)

A9 Automatic brake valve

(c)

QCVAR

(d)

Q-50

2.

Explain with diagram DJ control circuit or Q-118 circuit.

3.

List out the various auxiliary machines provided in a WAP1 loco.

4.

List out equipment fitted on roof of WAP1 loco.

5.

State the events of faults in which DJ tripping followed instantaneously.

6.

Explain automatic starting of auxiliary machines after passing a neutral section.

7.

Categorise the following: a.

Sequence relays

b.

Relays used in AC circuit.

c.

Relays used in DC circuit.

d.

Time lag relays used in control circuit.

8.

How many auxiliary machines are provided in a WAP1 loco, fit for air brake only.

9.

Which auxiliary machines start instantaneously after closing DJ.

10.

Explain with diagram how rectification take place.

D.

Descriptive

1.

Draw a neat sketch of power circuit diagram of WAP1 loco. Mention rating of important equipment.

2.

Explain in brief various protective relays used in WAP1 loco with their ratings.

3.

Explain with diagram how the automatic brakes are applied in loco when loco is hauling a trailing stock fitted with air brake.

4.

Draw a schematic diagram of loco air brake system, name various valves and write their functions.

5.

Describe working of ARNO converter.


February, 2005

Wap4 Cab Dimensions

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