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i E GOVERNMENT
OF INDIA
j MINISTRY OF
RAILWAYS
TRAINING PACKAGE
ON
POWER, AUXILIARY AND CONTROL CIRCUITS
OF
AC ELECTRIC LOCOMOTIVES
TARGET GROUP TECHNICIANS OF ELECTRIC LOCO SHEDS
CAMTECH/2005/E/Trg-Loco/1.0
February, 2005
Centre
for
Advanced
Maintenance
TECHnology
Excellence in Maintenance
V{,
V{ M 474 020
Maharajpur, GWALIOR - 474 020
CAMTECH/2005/E/Trg-Loco/1.0
TRAINING PACKAGE
ON
POWER, AUXILIARY AND CONTROL CIRCUITS
OF
AC ELECTRIC LOCOMOTIVES
TARGET GROUP TECHNICIANS OF ELECTRIC LOCO SHEDS
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
CONTENTS
S.NO.
DESCRIPTION
Contents
Lesson Plan
1.
2.
3.
5.
iii
iv
01
1.1
Abbreviation of Locations
01
1.2
01
12
2.1
Roof Equipment
12
2.2
12
2.3
Silicon Rectifiers
13
2.4
13
2.5
Protection Relays
16
2.6
Measuring Instruments
17
2.7
Arno Convertor
17
2.8
18
2.9
18
2.10
18
2.11
18
4.
PAGE NO.
22
22
3.2
Operation of Pantographs
22
3.3
22
3.4
26
3.5
38
3.6
43
49
4.1
Construction
49
4.2
Operation
50
4.2.1
50
4.2.2
51
4.2.3
52
4.2.4
53
Model Questions
58
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
LESSON PLAN
SN
TOPIC
MINUTES
TECHNICAL AIDS
60
60
30
30
60
90
60
30
90
1.
2.
3.
4.
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
1.
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
LOCATION
PC-1
A 2/1-2/2
PC-2
ARNO
Arno converter
ASMGR-1
ASMGR-2
B1 & B2
Cab 1 & 2
BIR
TR
BIS
Cab 1 & 2
BA
Battery
Both sides of
underframe
BL 1-2
BL 1-2 CP
PC 1, 2
BL CPD
PC 1, 2
BL DJ
PC 1, 2
BL PRR
PC 1, 2
BL LF
PC 1, 2
BL LM
PC 1, 2
BL PRD
PC 1, 2
BL PRF
PC 1, 2
BL 1-2PV
PC 1, 2
BL RA
Heating switch
PC 1, 2
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
BL RDJ
BL SN
PC 1, 2
BL VMT
PC 1, 2
BL ZLF
PC 1, 2
BP 1 DJ
TR
BP 2 DJ
TR
BPP 1-2
BPR 1-2
BPL X 1-2
PC 1, 2
BV
BPT
TR
C 101
C 102
TK 1
C 105
C 106
C 107
C 111
TK 1
C 118
C 121
TK-1
CCA
TB
CAPTFWA 1-2
CAPTFP 1-2
CAPTFP 3-6
CCBA
TB
CCDJ
TB
CCLC
TB
CCLF 1-2
TB
CCPAR
TK-1
CCPT
TB
CCRA 1-2
TB
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
CCRTPR
TB
CCLS
TB
CCTFS
TB
CCUA
TB
CCVT
TB
CGR 1-2-3
CHBA
CP
Main compressor
CPA
Auxiliary compressor
PCI (Cab-1)
DJ
Roof
DMVSI 1-2
ECC
Fuse tester
EFDJ
ET-1
Roof
ET-2
Roof
ETTFP 1-2
EVPHGR
FLCU
CAB
FLR
CAB
FL
Roof
GR
Tap changer
GCR
HBA
TB
HCP
HOBA
HOM
Roof
HPH
TB
HPT-1
Isolating &
pantograph 1
earthing
roof
bar
for Roof
HPT-2
Isolating &
pantograph 2
earthing
roof
bar
for Roof
HQOA
HMCS 1,2
TB
HQCVAR
TB
TB
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
HQOP 1,2
HQPDJ
Ba 2
HRS
TB
HRTPR
TK-2
HVMT 1-2
Disconnecting switch
traction motor blower
HVRH
HVSI 1-2
HVSL
Disconnecting switch
reactor blower motor
J 1-2
Ba 1 & Ba 2
L 1-6
Ba 1 & 2
LA 1-1/1-2
PC 1
LA 2-1/2-2
PC 2
LBL 1-1/1-2
PC 1
LBL 2-1/2-2
PC 2
LC 1-2
Cab lamp
Cab 1,2
LCS 1-1/1-2
Cab 1
LCS 2-1/2-2
Cab 2
LECC
TB
LE 3-4
AC 2
LF 1/D-1/G
Cab 1
LF 2/D-2/G
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
Cab 1,2
LSCHBA 1-2
PC 1,2
LSDJ 1-2
LSGR 1-2
PC 1,2
LS Group 1-2
Cab 1 & 2
LSOL 1-2
Trailing loco
(yellow)
LSP 1-2
PC 1,2
LSB 1-2
PC 1,2
LSRSI 1-2
PC 1,2
fault
for
for
contactors TB
RSI
smoothing TB
indication
lamp PC 1,2
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
LTBA
TK
LU 1&2
PC 1,2
LUA 1&2
PC 1,2
LA 1-1
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
BOGIE
MCP 1,2
MCPA
PC 1
MF 1-6
M 1-6
MP 1-2
PC 1,2
MPH
MPJ 1-2
PC 1,2
MPS 1-2
LSX1/1
Cab 1,2
LSX2/1
Cab 1,2
LSX1/2
Cab 1,2
LSX2/2
Cab 1,2
MPV 1-2
MTDJ
MVMT 1-2
MVRH
MVSI 1,2
RSI
MVSL
Cab-1
Cab-2
MUC
PAR
TR
PCLX 1-3
Wall socket
TB, Ba l & Ba 2
PH
Oil pump
PR 1-2
Roof
PSA 1,2
PC 1,2
PT 1-2
Pantograph 1 and 2
Roof
PV 1-2
Exhauster 1-2
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
PVEF 1-2
PC 1,2
Q 20
Ba 1
Q 30
TR
Q 44
TR
Q 45
TR
Q 46
TR
Q 48
TR
Q 49
TR
Q 50
TR
Q 51
TR
Q 52
TR
Q 100
TR
Q 118
TR
QCVAR
TR
QD 1,2
Ba 1,2
QLM
TR
QOA
TR
QOP 1,2
TR
QPDJ
M(T)
QPH
QRSI 1-2
TR
QTD 105
TR
QTD 106
TR
QPR/QV 60
QV 61
TR
QV 62
TR
QV 63
TR
QV 64
TR
QVLSOL
TR
QVMT 1-2
QVSL 1-2
QVRH
QVSI 1 & 2
RSI
R 118
RA 1/1-1/2
Cab-1
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
RA2/1-2/2
Cab-2
RCAPTFP 1,2
RGR
RGCP
Compressor regulator
AC-1 (cab-1)
RHOBA
TK 2
RPQOA
TK 2
RPQOP
TK 2
RPS 1-6
RQ 20
Ba 2
RQ 30
TK 2
RQOA
TK 2
RQOP 1,2
Ba 2
RS
Ba 1 & Ba 2
RSI 1-2
RSILM
RSI 1,2
RTPR 1 & 2
RU 1-2
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
SHAA
Ba 1,2
SI 1-2
PC 1,2
SJ 1-3
Inductive shunt
SL 1-2
Smoothing reactor
Frame
SMGR
SMGR VE 1
SMGR VE 2
SON 1-2
Cab 1,2
TFVT
TK 2
TFWA
TFILM
M (Ceiling)
TFS
Selsyn transformer
TR
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ABBREVIATION
DESCRIPTION
LOCATION
TFP
TFWR
TPPC 1,2
5 Pin Plug
Cab 1,2
TH
Earth connection
U 1-2
Cab 1,2
UA 1-2
Cab 1,2
UBA
Battery voltmeter
TB
VEF
Pn
VEPT 1
Pn
VEPT 2
Pn
VESA 1-1
Cab-1 (AC-1)
VESA 1-2
Direction 1 and 2
M(TK 2)
VESA 2-1
Cab-2 (AC-2)
VESA 2-2
Direction 2 and 1
M(TK 1)
VMT 1-2
VRH
VS
Blocking diodes
TK 2
VSI 1-2
RSI
VSL
VT 1/1-1/2
Cab-1
VT 2/1-2/2
Cab-2
ZCPA
AC 1 (Cab-1)
ZLC 1-2
PC 1,2
ZLCS 1-2
PC 1,2
ZLE 3
AC 2 (Cab-2)
ZPT 1-2
PC 1,2
ZPV
TB
ZSM-GR
ZSM-5
ZVT 1-2
Cab 1,2
ZUBA
AC 2 (cab 2)
ZLE 1-2
PC 1,2
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 1.1
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 1.2
10
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
11
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
DRIVERS VACUUM BRAKE VALVE
CAB FAN
FOOT OPERATED BRAKE RELEASE SWITCH
FOOT OPERATED STANDING SWITCH
DRIVERS 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
CAMTECH/2005/E/Trg-Loco/1.0
12
2.
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
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 2.1
NAME
SETTING VALUE
14
NAME
SETTING VALUE
QLM
6 AMPS (300A)
C.T. 250/5/A
Q20
QRSI
C.T. 4000/5A
Q30
QD
QOA
GOP
50 V DC (PICK UP)
QCVAR
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 2.2
POWER CIRCUIT
15
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
2.5
PROTECTION RELAYS
2.5.1
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
2.5.3
2.5.4
2.5.5
2.5.6
2.5.7
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
2.5.8
17
2.5.9
MEASURING ISTRUMENTS
2.6.1
2.6.2
2.6.3
2.7
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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
2.9
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
February, 2005
19
Figure 2.3
CAMTECH/2005/E/Trg-Loco/1.0
February, 2005
C102
MCP1
C102
C102
446
MCP2
448
C102
C102
MAIN COMPRESSOR
MOTORS
447
965
Figure 2.4
MVSL-1
1
3
HVSL-1
547
546
AUXILIARY CIRCUIT
HVSL-2
3H.P./2.2 KW
U MVSL-2 W
548
SMOOTHINGS REACTOR
BLOWER MOTORS
3HP/2.2 KW
1
535
966
536
537
967
C105
W
35 H.P./26 KW
U MVMT-2
TRACTION MOTOR
BLOWER MOTORS
35 H.P./26 KW
U MVMT-1 W
C106
CAMTECH/2005/E/Trg-Loco/1.0
20
February, 2005
532
533
OIL COOLER
BLOWER
MOTOR
OIL PUMP
MOTOR
MVRH
30 HP/22 KW
534
4.3 HP/3.15 KW
1 2
3 H.P./2.2 KW
MVSI-2
AUXILIARY CIRCUIT
February, 2005
RECTIFIER BLOWER
MOTORS
3 H.P./2.2 KW
U MVSI-1
DMVSI-1
MPH
HVSI-1
1 2 3
DMVSI-2
HPH
HVSI-2
965
966
480
967
481
Figure 2.5
482
966
965
TO STATIC
BATTERY
CHARGER
CAMTECH/2005/E/Trg-Loco/1.0
21
C107
CAMTECH/2005/E/Trg-Loco/1.0
22
3.1
3.2
OPERATION OF PANTOGRAPHS
The pantographs are operated by the pantographs selector switch ZPT-1 or ZPT-2
in the drivers 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
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.
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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
CAMTECH/2005/E/Trg-Loco/1.0
3.3.2
24
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.
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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, GRs interlock and by a
set of contacts of the relay Q-44.
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.
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
3.3.4
26
3.3.5
3.3.6
3.4
3.4.1
The running braking drum of the master controller is at any of the running
position except O.
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
CAMTECH/2005/E/Trg-Loco/1.0
3.4.2
HMCS-I on 1 -1
HMCS-I on 2 -
HMCS-I on 3 -
HMCS-I on 4 -
27
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:
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.
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 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
CAMTECH/2005/E/Trg-Loco/1.0
3.4.3
28
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
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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 drivers 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
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
CAMTECH/2005/E/Trg-Loco/1.0
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
3.4.8
February, 2005
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3.4.9
31
(B)
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)
(D)
(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
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.1
32
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.2
33
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.3
34
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.4
35
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.5
36
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.6
37
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
3.5
38
Position 1
Position 2
Position 3
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
CAMTECH/2005/E/Trg-Loco/1.0
3.5.2
39
Vacuum pump switches BLPV closed if working with a vacuum brake train.
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
40
Sequence
After closing the main circuit breaker DJ, ARNO starts and the following
switching operations take place:
3.5.4
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
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.7
41
February, 2005
B16
42
B-
005/2
VEF
QRS
919
FROM BL2
919
PVEF 2
B16
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.8
B16
919
B16
005/1
(SHEET NO. 130)
FROM BL2
PVEF 1
B-
922
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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.
ON
OPEN
OFF
CLOSED
Tap Changer GR
ON
At position O
OFF
Not at position O
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
44
Lamp LSOL
Lamp LS-Group
Indication on
Leading Locomotive
OFF
ON
ON
OFF
ON
OFF
OFF
ON
Lighting Circuits
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
45
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.9
46
SIGNALLING CIRCUIT
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.10
47
LIGHTING CIRCUIT
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
Figure 3.11
48
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
4.
49
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 drivers 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.
v.
vi.
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.
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
CAMTECH/2005/E/Trg-Loco/1.0
4.2
50
OPERATION
The general working of the IRAB-10Air Brake System is given below.
4.2.1
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
4.2.2
51
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
CAMTECH/2005/E/Trg-Loco/1.0
4.2.3
52
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
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 deadmans 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 deadmens application is automatic in the event of failure of dynamic
braking.
4.2.4
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
4.3
54
DESCRIPTION
QTY.
A-1
MAIN COMPRESSOR
A-2
AFTER COOLER
A-3
A-4
A-5
A-6
A-7
DRAIN COCK
A-8
A-9
A-10
A-11
A-12
A-13
A-14
A-15
A-16
A-17
A-19
A-20
A-21
A-23
A-24
A-25
A-26
A-27
A-28
A-29
A-30
110 CU IN RESERVOIR
A-31
A-32
CHECK VALVE
A-33
WITH
SUPPORT
RESERVOIR,
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ITEM NO.
55
DESCRIPTION
QTY.
A-34
A-35
A-36
A-37
A-38
A-39
A-40
A-41
A-42
A-44
A-45
1 CHECK VALVE
A-46
A-50
A-51
A-54
A-55
6MM CHOKE
A-56
A-58
A-59
A-60
A-61
MU-2B VALVE
A-62
A-63
A-65
B-8
RESERVOIR (3 LTR)
B-15
PRESSURE SWITCH
B-16
B-19
B-20
DUMMY COUPLING
C-1
AUXILIARY COMPRESSOR
C-2
DRAIN COCK
C-3
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
ITEM NO.
56
DESCRIPTION
QTY.
C-4
CHECK VALVE
C-5
C-6
11
C-7
C-8
C-9
C-10
AIR STRAINER
C-11
CHECK VALVE
C-12
C-13
C-14
C-16
C-17
C-18
C-19
C-20
C-21
C-22
C-23
INDICATOR LAMP
C-25
DIAPHRAGM COCK
C-26
SAND EJECTOR GF
12
C-27
1 X 33 SANDING HOSE
12
C-29
C-30
SANDING SWITCH
C-32
WIPER COMPLETE
C-35
12
C-38
C-39
C-41
C-42
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
57
Figure 4.1
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
5.
58
MODEL QUESTIONS
A.
1.
2.
DJ stands for
3.
Type of conventional
is
4.
5.
6.
7.
8.
9.
10.
11.
12.
MP stands for
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
The QVSI and DMVSI lie in the energizing circuit of the relay..
28.
traction
motor
used
on
WAP1
locomotive
February, 2005
CAMTECH/2005/E/Trg-Loco/1.0
59
B.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
WAP1 locomotive have 6P combination and there are two QOP relays.
11.
12.
13.
14.
15.
16.
17.
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.
21.
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
CAMTECH/2005/E/Trg-Loco/1.0
60
C.
Subjective
1.
QLM
(b)
Q-20
(e)
(c)
QCVAR
(d)
Q-50
2.
3.
4.
5.
6.
7.
Sequence relays
b.
c.
d.
8.
How many auxiliary machines are provided in a WAP1 loco, fit for air brake only.
9.
10.
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.
February, 2005