CHAPTER 1

1. INTRODUCTION An electric locomotive is a locomotive powered by electricity from an external source. Sources include overhead lines, third rail, or an on-board electricity storage device such as a battery, flywheel system, or fuel cell. One advantage of electrification is the lack of pollution from the locomotives themselves. Electrification also results in higher performance, lower maintenance costs, and lower energy costs for electric locomotive. Power plants, even if they burn fossil fuels, are far cleaner than mobile sources such as locomotive engines. Also the power for electric locomotives can come from clean and/or renewable sources, including geothermal power, hydroelectric power, nuclear power, solar power, and wind turbines. Electric locomotives are also quiet compared to diesel locomotives since there is no engine and exhaust noise and less mechanical noise. The lack of reciprocating parts means that electric locomotives are easier on track, reducing track maintenance. Power plant capacity is far greater than what any individual locomotive uses, so electric locomotives can have a higher power output than diesel locomotives and they can produce even higher short-term surge power for fast acceleration. Electric locomotives are ideal for commuter rail service with frequent stops. They are used on high-speed lines, such as ICE in Germany, Acela in the US, Shinkansen in Japan and TGV in France. Electric locomotives are also used on freight routes that have a consistently high traffic volume, or in areas with advanced rail networks. Electric locomotives benefit from the high efficiency of electric motors, often above 90%. Additional efficiency can be gained from regenerative braking, which allows kinetic energy to be recovered during braking to put some power back on the line. Newer electric locomotives use AC motor inverter drive systems that provide for regenerative braking.

CHAPTER 2
2. LOCATION Mughalsarai city and a municipal board in Chandauli district in the Indian state of Uttar Pradesh. Located around 10 kilometres (6.2 mi) from Varanasi, it is an important railway junction of the Indian Railways. Once, it enjoyed the position of the largest railway arshalling yard of Asia. The Grand Chord section, which starts from Asansol, West Bengal, terminates at Mughalsarai. Mughalsarai is most famous for its railway yard and its railway colonies. There are about 16 railway colonies. The Mughalsarai Railway Division belongs to East Central Railway (ECR) Zone of the Indian Railway. There is large electric traction workshop in Mughalsarai, which is situated 5km away from mughalsarai junction. The workshop has an area of 2.1 sq.km .Here in electric traction workshop, the loco parts is repaired, which is manufactured in Chittaranjan Locomotive Works (CLW). There are four major OHE depots e.g. Mughalsarai, Dehri-on-Sone, Gaya on G.C section and Japla in B.D. section. In addition there are four OHE Sub-depot e.g. Karmanasa, Kudra,Sonnagar and Rafiganj. All OHE major depots/Sub-depots are equipped with one tower wagon and staff. Road vehicles are also provided with major depots except JPL. There is one divisional store and central workshop for repair and maintenance including automobile section under Sr. Section Engineer (S&W). Traction Power Control organisation functions under CTPC and RCC under a separate Section Engineer (R.C.) at Mughalsarai. Remote Control Centre at Mughalsarai has been provided with PC based SCADA system of NELCO make under AMC to OEM. MGS Div. has 3 nos. of Rly owned TSS at RFJ,KTQ&JPL and power is purchase at 132 KV AC RTS-II . MGS also has 33 KM of 2x132 KV transmission line from SEB to JPL fully owned and maintained by Rly. There are 03 nos. of Grid Sub-Stations at Karmanasa, Sonnagar & Gaya. These Grid Sub-stations are owned, maintained and operated by Bihar State Electricity Board. Power is purchased at 25 kV AC.

CHAPTER 3
3.1 General Description of Locomotives. 1. AC lomotive type WAP- 4 are manufactured in CLW passenger trains. 2. WAP-4 class locomotive are design for operation on 25kv are single phase 50hz overhead line locomotive is of CO-CO type consisting of single body on two bogies is equipped with 3 axle hang nose suspend traction motor. To drive the axle through pinion and gear and the body has driving at either end. Interconnection between cabs is provided by two corridors on either side. 3. Current is controlled from overhead line by pantograph and is fed to an auto transformer through a vacuum circuit breaker mounted on the roof. The transformer step-down voltage from 25kv to 2* 1000v. It is then converted to dc trough the bridge controlled SCRs and fed to the traction motors speed regulation is obtained by varying the voltage at motor terminals by tap changers. Traction motors are permanently connected in 6p combination. Locomotive is provided with air brakes. 4. The auxiliary machines are fed from arno converter which convert the incoming ac signal phase supply to 3- phase supply at 45% if one rectifier with half power. 3.2 General Characteristic of Locomotives. Description of equipment used on locomotive Power equipment Pantograph Circuit breaker Vacuum CB (conventional) Air blast CB (high speed) Current Voltage Pressure 600A/1000A 25kv Ac 11kg/cm2 3 400 25Ac 10kg based on RDSO

specification no c wam006 OF OCTOBAR 1978 locomotives are design to haul

Opening time Rupturing capacity 1. Main transformer Phase Cooling Primary voltage Voltage at 32 tapped

60m/sec. 400MVA

single OFAF 25kv(normal) 2*1000v

Under catenary voltage 22.5kv Primary i/p Secondry o/p Auxiliary ckt. No. Of taps 2. Tap changer Rated voltage Rated current Frequency Frequency fluctuation No. Of taps Methods of drive 25kv 400A 50hz 48.5-51.5hz 32 Electro-pneumatically operate servo motor 3. SCR No. Of cubic per loco Rated current Max.starting curret 4 2 3300A 4050A 5670KVA 5400KVA 270KVA 32

Connection No. Of diodes 4. Traction motor Type continuous o/p volts starting current current continuous speed max. Service speed

bridge 4 per bridge

HS 15250A 630kv 750v 1350A 900A 895Rev/min. 2150Rev/min.

CHAPTER 4
4.1 Traction Motor CLW During this financial year, CLW has so far produced 715 traction motors, setting another production record for In the corresponding period of the previous financial year, CLW produced 316 motors only, indicating an improvement of 126 per cent year on year (YoY). CLW had decided to sharply raise the manufacturing of three-phase traction motors. The unit had produced 156 traction motors till January 2006, setting another cumulative production record in the history of CLW The previous best ever for production at CLW was 132 traction motors in 12 months of the financial year 20032004 For the first time, 55 Hitachi traction motors were dispatched as spared to Railways for use in general maintenance in January 2006. 4.2 Types of traction motor. 1. 3 phase traction motor 5

2.

Hitachi traction motor

3 phase Traction motor refers to electric motor providing the primary rotational torque of a machine, usually for conversion into linear motion (traction).Traction motors are used in electrically powered rail vehicles such as electric multiple units and electric locomotives, As the DC motor starts to turn, the interaction of the magnetic fields inside causes it to generate a voltage internally. This back EMF (electromagnetic force) opposes the applied voltage and the current that flows is governed by the difference between the two. As the motor speeds up, the internally generated voltage rises, the resultant EMF falls, less current passes through the motor and the torque drops. The motor naturally stops accelerating when the drag of the train matches the torque produced by the motors. To continue accelerating the train, series resistors are switched out step by step, each step increasing the effective voltage and thus the current and torque for a little bit longer until the motor catches up. This can be heard and felt in older DC trains as a series of clunks under the floor, each accompanied by a motor are strong, producing high torque (turning force), so it is ideal for starting a train. The disadvantage is that the current flowing into the motor has to be limited, otherwise the supply could be overloaded or the motor and its cabling could be damaged. At best, the torque would exceed the adhesion and the driving wheels would slip. Traditionally, resistors were used to limit the initial current.

Fig. 4.1 3-Phase traction motor 2.HITACHI TRACTION MOTOR TYPE HS15250A Hitachi traction Motor is one of the most critical and vital equipment in conventional Electric locomotives type WAP-7 & WAP-4 under production at CLW. The production of Hitachi TM is now completely stabilized.

Fig. 4.2 HITACHI TRACTION MOTOR 4.3 Transportation applications Before the mid-20th century, a single large motor was often used to drive multiple wheels rough connecting rods that were very similar to those used on steam locomotives. Examples are the Pennsylvania Railroad DD1, FF1 and L5 and the various Swiss Crocodiles. It is now standard practice to provide one traction motor driving each axle through a gear drive. Usually, the traction motor is three-point suspended between the bogie frame and the driven axle; this is referred to as a "nose-suspended traction motor". The problem with such an arrangement is that a portion of the motor's weight is unsprung, increasing unwanted forces on the track. In the case of the famous Pennsylvania.

Railroad GG1, two bogie-mounted motors drove each axle through a quill drive. The "Bi-Polar" electric locomotives built by General Electric for the Milwaukee Road had direct drive motors. The rotating shaft of the motor was also the axle for the wheels. In the case of French TGV power cars, a motor mounted to the power cars frame drives each axle; a "tripod" drive allows a small amount of flexibility in the drive train allowing the trucks bogies to pivot. By mounting the relatively heavy traction motor directly to the power car's frame rather than to the bogie, better dynamics are obtained allowing better high-speed operation. The DC motor was the mainstay of electric traction drives on both electric and dieselelectric locomotives, street-cars/trams and diesel electric drilling rigs for many years. It consists of two parts, a rotating armature and fixed field windings surrounding the rotating armature mounted around a shaft. The fixed field windings consist of tightly wound coils of wire fitted inside the motor case. The armature is another set of coils wound round a central shaft and is connected to the field windings through "brushes" which are spring-loaded contacts pressing against an extension of the armature called the commutator. The commutator collects all the terminations of the armature coils and distributes them in a circular pattern to allow the correct sequence of current flow. When the armature and the field windings are connected in series, the whole motor is referred to as "series-wound". A series-wound DC motor has a low resistance field and armature circuit. Because of this, when voltage is applied to it, the current is high due to Ohms Law. The advantage of high current is that the magnetic fields inside. Electric train, the train driver originally had to control the cutting out of resistance manually, but by 1914, automatic acceleration was being used. This was achieved by an accelerating relay (often called a "notching relay") in the motor circuit which monitored the fall of current as each step of resistance was cut out. All the driver had to do was select low, medium or full speed (called "shunt", "series" and "parallel" from the way the motors were connected in the resistance circuit) and the automatic equipment would do the rest. 4.4 Synchronous AC traction motor

The motor is excited at a frequency proportional to its rotational speed. There is no collector as on DC motors, which allows a reduction of wear and maintenance costs. (Note: the synchronous AC traction motor is different from asynchronous AC (induction) traction motor. Whereas the latter has a simple cage rotor with no power connections, the synchronous motor has rotor coils fed through slip rings.) In an unusual arrangement considered to be one of the TGV design's strong points, the traction motors are slung from the vehicle body, instead of being an integral part of the Y230 power truck (bogie). This substantially lightens the mass of the truck (each motor weighs 1460 kg), giving it a critical speed far higher than 300 km/h (186 mph) and exceptional tracking stability. The traction motors are still located where one would expect them: in between the truck (bogie) frames, level with the axles, but just suspended differently. Each motor can develop 1100 kW (when power comes from 25kV overhead) and can spin at a maximum rate of 4000 rpm. The output shaft of the motor is connected to the axle gearbox by a tripod transmission, using sliding cardan (universal-joint) shafts. This allows a full decoupling of the motor and wheel dynamics; a transverse displacement of 120 mm (5 inches) is admissible. The final drive is a gear train that rides on the axle itself and transfers power to the wheels. This final drive assembly is restrained from rotating with the axle by a reaction linkage.

10

CHAPTER 5
5.1 PANTOGRAPH Pantograph is the device from which locomotive get main supply. It is set up with the roof of the locomotive.

11

Fig. 5.1 Pantograph of locomotive

A pantograph (or "pan") is an apparatus mounted on the roof of an electric train or tram to collect power through contact with an overhead catenary wire. Typically a single wire is used, with the return current running through the track. The term stems from the resemblance of some styles to the mechanical pantographs used for copying handwriting and drawings. A flat slide-pantograph was invented in 1895 at the Baltimore & Ohio Railroad and in Germany in 1900 by Siemens & Halske. The familiar diamond-shaped roller pantograph was invented by John Q. Brown of the Key System shops for their commuter trains 12

which ran between San Francisco and the East Bay section of the San Francisco Bay Area in California. They appear in photographs of the first day of service, 26 October 1903. For many decades thereafter, the same diamond shape was used by electric-rail systems around the world and remains in use by some today. The pantograph was an improvement on the simple trolley pole, which prevailed up to that time, primarily because the pantograph allows an electric-rail vehicle to travel at much higher speeds without losing contact with the overhead lines. The most common type of pantograph today is the so called half-pantograph (sometimes 'Z'-shaped), which has evolved to provide a more compact and responsive single-arm design at high speeds as trains get faster. The half-pantograph can be seen in use on everything from very fast trains (such as the TGV) to low-speed urban tram systems. The design operates with equal efficiency in either direction of motion, as demonstrated by the Swiss and Austrian railways whose newest high performance locomotives, the Re 460 and Taurus respectively, operate with them set in opposite directions Pantographs easily adapt to various heights of the overhead wires by partly folding. The tram line pictured here runs in Vienna. The electric transmission system for modern electric rail systems consists of an upper weight carrying wire (known as a catenary) from which is suspended a contact wire. The pantograph is spring-loaded and pushes a contact shoe up against the contact wire to draw the electricity needed to run the train. The steel rails on the tracks act as the electrical return. As the train moves, the contact shoe slides along the wire and can set up acoustical standing waves in the wires which break the contact and degrade current collection. This means that on some systems adjacent pantographs are not permitted.

5.2 SUPPLY SYSTEM Pantographs are the successor technology to trolley poles, which were widely used on early streetcar systems. Trolley poles are still used by trolleybuses, whose freedom of movement and need for a two-wire circuit makes pantographs impractical, and some streetcar networks, such as the Toronto Streetcar System, which have frequent turns sharp enough to require additional freedom of movement in their current collection to ensure unbroken contact. Pantographs with overhead wires are now the dominant form of current collection for 13

modern electric trains because, although more expensive and fragile than a third-rail system, they allow the use of higher voltages . 5.3 THREE MAIN STAGES IN THE POWER CIRCUIT 3 PHASE AC LOCOMOTIVES 5.3.1 Input

Converter

This rectifies the AC from the catenary to a specified DC voltage using GTO (gate turnoff) thyristors. A transformer section steps down the voltage from the 25kV input. It has filters and circuitry to provide a fairly smooth (ripple-free) and stable DC output, at the same time attempting to ensure that a good power factor presented to the electric supply. There may also be additional mechanisms such as transformers, inductors, or capacitor assemblies to improve the power factor further. The transformer section is designed with high leakage impedance and other characteristics, which together with the fine control possible with the GTO switching, allow the loco to present nearly unity power factor, a very desirable situation from the point of view of the electricity suppliers (the grid). The main transformer also has some filter windings which are designed to further attenuate harmonics from the loco's traction motors which may pass through the filtering in the DC link. The input converters can be configured to present different power factors (lagging or leading) to the power supply, as desired. IR's WAP-5 and other 3-phase AC locos are generally configured to present a unity power factor (UPF). (Note: the power factor cannot be changed on the run.)

5.3.2 DC

Link

This is essentially a bank of capacitors and inductors, or active filter circuitry, to further smooth the DC from the previous stage, and also to trap harmonics generated by the drive converter and traction motors. Since the traction motors and drive converters present non-linear loads, they generate reactive power in the form of undesirable harmonics; the DC link acts as a reservoir for the reactive power so that the OHE supply itself is not affected. 14

During regenerative braking this section also has to transfer power back to the input converter to be fed back to the catenary. The capacitor bank in this section can also provide a small amount of reserve power in transient situations (e.g., pantograph bounce) if needed by the traction motors. 5.3.3 Drive

Converter

This is basically an inverter which consists of three thyristor-based components that switch on and off at precise times under the control of a microprocessor (pulse-width modulation). The three components produce 3 phases of AC (120 degrees out of phase with one another). Additional circuitry shapes the waveforms so that they are suitable for feeding to the traction motors. The microprocessor controller can vary the switching of the thyristors and thereby produce AC of a wide range of frequencies and voltages and at any phase relationship with respect to the traction motors. Various kinds of thyristor devices are used to perform the switching.

Currently produced modern locos generally use

GTO thyristors (Gate Turn-Off thyristors), but it is expected that soon insulated-gate bipolar transistors (IGBTs), which offer extremely high switching speeds allowing for finer control over the waveforms generated, will be the switching technology of choice.
The WAP-5, WAP-7, WAG-9, andWAG-9H models all use GTOs. At present no Indian loco uses IGBTs; some trial locos such as the 12X from Adtranz do use this technology, as do many light-rail and metro locomotives or EMUs around the world.

The new

AC-DC EMUs in the Mumbai area (introduced on WR) use IGBTs. The 3-phase AC is fed to the AC traction motors, which are induction motors. As the voltage and the frequency can be modified easily, the motors can be driven with fine control over their speed and torque. By making the slip frequency of the motors negative (i.e., generated AC is 'behind' the rotors of the
15

motors), the motors act as generators and feed energy back to the OHE this is how regenerative braking is performed.
There are various modes of operation of the motors, including constant torque and constant power modes, balancing speed mode, etc. depending on whether their input voltage is changed, or the input frequency, or both.AC motors have numerous advantages over DC motors. DC motors use commutators which are prone to failure because of vibration and shock, and which also result in a lot of sparking and corrosion. Induction AC motors do not use commutators at all. It is hard to use a DC motor for regenerative braking, and the extra switchgear for this adds to the bulk and complexity of the loco. AC motors can fairly easily be used to generate power during regenerative braking. In addition, DC motors tend to draw power from the OHE poorly, with a bad power factor and injecting a lot of

undesirable harmonics into the power

system. AC motors suffer less from these problems, and in addition have the advantage of a simpler construction.
5.4 Thyristor controlled-rectifier bridge As the name implies, rectifies the ouput of the main transformer to make 1500V DC. The thyristors allow a refinement beyond a simple diode bridge: they not only rectify the current, but can act as a switch and "chop" (turn on and off) the output power. This is why we speak of a "controlled rectifier". There are two thyristor-diode bridges, one for each pair of traction motors. From now on in the traction chain, in fact, there are two separate and independent paths to each of the two power trucks (bogies). This is to maximize reliability. (under 1500V DC overhead power, all that is used up to here is a thyristor chopper.) . The development of the thyristor has made possible the use of frequency controlled AC traction motors and revolutionized traction circuit design. The thyristor is basically a switch, albeit a very large one, which resembles a common transistor in the way it works. A thyristor passes current only in one direction, called the "forward" direction, providing that a suitable voltage is applied to its control electrode, or "gate". As long as this gate voltage is not present, current cannot flow through the device.)

16

CHAPTER 6
6.1 TRACTION TRANSFORMER EMCO manufactures 1-phase and 3-phase Locomotive Transformers upto 7500 kVA, 25 KV class, which is the largest rating being used in India. It's one of the few manufacturers who have been approved by Indian Railways. Transformers are low weight and compact in size. EMCO manufactures Traction Power Transformers for the Indian Railways upto 42 MVA, 220 kV class. These transformers are single phase double limb wound construction and are specially designed and tested to withstand frequent. Locomotive Transformer Type: Rating: Voltage: Locomotive Transformer Upto 7500 kVA for 3-phase locomotives Upto 25 kV Class

17

Fig. 6.1 AC Traction Transformer 25kv

"Electric Trains" redirects here. For the 1995 Squeeze single, see Electric Trains (song). An electric locomotive is a locomotive powered by electricity from overhead lines, a third rail or an on-board energy storage device (such as a chemical battery or fuel cell). Electrically propelled locomotives with on-board fuelled prime movers, such as diesel engines or gas turbines, are classed as diesel-electric or gas turbine-electric locomotives because the electric generator/motor combination only serves as a power transmission system. Electricity is used to eliminate smoke and take advantage of the high efficiency of electric motors; however, the cost of railway electrification means that usually only heavily used lines can be electrified. A transformer is a power converter that transfers electrical energy from one circuit to another through inductively coupled conductors the transformer's coils. A varying current in the first or primary winding creates a varying magnetic flux in the transformer's core and thus a varying magnetic field through the secondary winding. This varying magnetic field induces a varying electromotive force (EMF), or "voltage", in the secondary winding. This effect is called inductive coupling. If a load is connected 18

to the secondary winding, current will flow in this winding, and electrical energy will be transferred from the primary circuit through the transformer to the load. In an ideal transformer, the induced voltage in the secondary winding (Vs) is in proportion to the primary voltage (Vp) and is given by the ratio of the number of turns in the secondary (Ns) to the number of turns in the primary. Transformers range in size from a thumbnailsized coupling transformer hidden inside a stage microphone to huge units weighing hundreds of tons used in power stations, or to interconnect portions of power grids. The principle behind the operation of a transformer, electromagnetic induction, was discovered independently by Michael Faraday and Joseph Henry in 1831. However, Faraday was the first to publish the results of his experiments and thus receive credit for the discovery. [2] The relationship between electromotive force (EMF) or "voltage" and magnetic flux was formalized in an equation now referred to as "Faraday's law of induction": 6.2

ELECTRIC LOCO TAP-CHANGER

On the Indian Railways, a large number of electric locomotives are in operation today. Many different models of these locos have been manufactured, many of which have now been scrapped. However, many of those models which are still in service such as the WAM-4, WAP-4, WCAM-1, WCAM-2, WCAM-3, WCAG-1, WAG-5, WAG-7, etc., use almost the same electrical setup (excepting the newer 3-phase AC locos such as the WAP-5 and WAG-9)..These characteristics are obtained in electric locos on the Indian Railways by the use of the series-wound DC traction motor which has an inherent characteristic of exerting a high torque during its starting phase and a high speed during the running phase when the train resistance is minimal. However in order to have proper speed control over these traction motors the voltage supplied to these motors must be varied. Increasing the voltage to the motor increases its torque and speed and vice-versa. Before explaining the working of the tap-changer provided in these locos, it will better if the broad outline of the power circuit of these locos is understood properly. These locos operate on a nominal voltage of 25,000V AC (single phase). The power is supplied from the overhead equipment (OHE). This power is collected from the OHE by the pantograph which then passes it to the main circuit breaker (DJ).. This reduces space requirement and also provides better magnetic coupling. The first transformer is an autotransformer with around thirty one tapings which are brought out to the tap-changer.

19

The output voltage of the autotransformer depends on the tap at which the selector of the tap-changer is resting. Hence, by changing the position of the tap-changer selector the output voltage of the auto -transformer can be varied conveniently. The Tap-Changer is provided on the high-tension side of the transformer which reduces its size due to the lower current. Insulation is enhanced by filling the selector casing with oil. The output of the autotransformer is fed to the second transformer which has a fixed ratio and steps down the voltage to a fixed fraction. The output of this second transformer is then fed to the rectifier blocks (RSI 1 and RST 2). These convert the AC into DC. In turn the DC output is fed into a pair of chokes known as smoothing reactors (SL 1 and SL 2). The smoothing reactors are provided to remove the AC ripple which is left over from the rectification cycle. This smoothened DC is then handed over to the DC switchgear for the line and combination control of the traction motors and then finally to the traction motors themselves. The subject of this article is the detailed manner in which the above mentioned tap -changer works. Takes 25kV 50Hz single phase overhead power and converts this to 1500V 50Hz.

CHAPTER 7
7.1 BREAKING OF LOCOMOTIVES & ITS TYPES Breaking is the main function of the locomotives. It is used for holding the locomotives. Brakes were manually applied and released by turning a large brake wheel located at one end of each car. The brake wheel pulled on the car's brake rigging and clamped the brake shoes against the wheels. As considerable force was required to overcome the friction in the brake rigging, the brakeman used a stout piece of wood called a "club" to assist him in turning the brake wheel. The job of a passenger train brakeman wasn't too difficult, as he was not exposed to the weather and could conveniently move from car to car through the vestibules, which is where the brake wheel was (and still is, in many cases) located. Also, passenger trains were not as heavy or lengthy as their freight counterparts, which eased the task of 20

operating the brakes. There was nothing to grasp other than the brake wheel itself, and getting to the next car often required jumping. Needless to say, a freight brakeman's job was extremely dangerous, and many were maimed or killed in falls from moving trains. 7.2 Types of braking. 1. Regenerative braking 2. Dynamic braking 2.1 Ac dynamic braking 2.2 Dc dynamic braking 1. Regenerative braking A regenerative brake is an energy recovery mechanism which slows a vehicle or object down by converting its kinetic energy into another form, which can be either used immediately or stored until needed. This contrasts with conventional braking systems, where the excess kinetic energy is converted to heat by friction in the brake linings and therefore wasted. The most common form of regenerative brake involves using an electric motor as an electric generator. In electric railways the generated electricity is fed back into the supply system, whereas in battery electric and hybrid electric vehicles, the energy is stored in a battery or bank of capacitors for later use. Energy may also be stored mechanically via pneumatics, hydraulics or the kinetic energy of a rotating flywheel. During braking, the motor fields are connected across either the main traction generator (diesel-electric locomotive, hybrid electric vehicle) or the supply (electric locomotive, electric vehicle) and the motor armatures are connected across braking grids (rheostatic) or the supply (regenerative). The rolling wheels turn the motor armatures and when the motor fields are excited, the motors act as generators. Regenerative braking has been in extensive use on railways for many decades 2. Dynamic braking Dynamic braking is the use of the electric traction motors of a vehicle as generators when slowing. It is termed rheostatic if the generated electrical power is dissipated as heat in brake grid resistors, and regenerative if the power is returned to the supply line. Dynamic braking lowers the wear of friction-based braking components, and additionally regeneration reduces energy consumption with dynamic braking, the electrical energy generated by the motor during braking is directed to a resistor bank 21

where it is dissipated as heat. A relatively simple control unit is used to connect the braking resistors when braking is required and modulate the braking current. Because the braking energy cannot be reused, dynamic braking is used in applications that do not generate a lot of braking energy or do not have a means for storing braking energy or using it elsewhere. During dynamic braking the traction motors which are now acting as generators are connected to the braking grids (large resistors) which put a large load on the electrical circuit. When a generator circuit is loaded down with resistance it causes the generators to slow their rotation. By varying the amount of excitation in the traction motor fields and the amount of resistance imposed on the circuit by the resistor grids, the traction motors can be slowed down to a virtual stop. 2.1 Ac dynamic braking Dynamic braking in an AC induction motor is also sometimes called DC injection braking. You can even get such brakes to put on table saws and the like. What you are doing is feeding the AC motor with DC current, which is at 0 Hz. Think of the 0 Hz DC current as shafts and the like. 2.2 Dc dynamic braking DC voltage is applied to the AC motor windings thus forcing a DC current to flow. The resulting magnetic field causes an opposing magnetic field to develop in the motor rotor similar to the action of an eddy-current brake. There is a high braking torque at high speed and no torque at zero speed. The braking energy is dissipated in the motor rotor. Since DC braking can be provided by simply altering the switching sequence of the VFD, it is very inexpensive. It is used in applications requiring only a small amount of braking torque. It is often used to reduce the motor speed prior to applying a friction brake.

7.3

AIR BRAKE

In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8 or 12 wheels. The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a train line made up of pipes beneath each car and hoses between cars. The 22

principal problem with the straight air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes. An air brake is a conveyance braking system actuated by compressed air. Modern trains rely upon a fail-safe air brake system that is based upon a design patented by George Westinghouse on March 5, 1872. The Westinghouse Air Brake Company (WABCO) was subsequently organized to manufacture and sell Westinghouse's invention. In various forms, it has been nearly universally adopted. The Westinghouse system uses air pressure to charge air reservoirs (tanks) on each car. Full air pressure signals each car to release the brakes. A reduction or loss of air pressure signals each car to apply its brakes, using the compressed air in its reservoirs.

7.4

AUTO-EMERGENCY BRAKES (AEB)

Auto-Emergency Brakes (AEB) refers to a special system of braking employed on some ghat sections with steep gradients, notably the Braganza ghat between Kulem and Castle Rock. With this system, the loco's speed is limited to 30km/h and the brakes are automatically applied if the loco moves faster than that at any time on the AEB section. The AEB system is activated by means of a key obtained at the top of the descending grade (at Castle Rock for the Braganza ghat). The key, which is specific to each loco, is engaged and turned in the loco, and then removed and handed to the guard of the train (except for light locos where there is no guard). While the AEB system is activated, the loco cannot run faster than 30km/h; the brakes are applied immediately if the speed rises above that. When the loco reaches the bottom of the down grade (Kulem at the foothills of the Braganza ghat), the AEB system is deactivated and the key is handed over to the Station Master of the station at the bottom of the ghat section (Kulem). From there onwards, the loco can proceed at normal permissible speeds. The AEB key specific to a loco is

handed over to the loco pilot by the Station Master of the station at the bottom (Kulem) when the loco is above to ascend the ghat section. The AEB system depends on a speed sensor attached to the axle generator (tachometer generator) of the locomotive
7.4.1 Braking rheostat 23

Large air-cooled resistors, located in the roof of the unit, used to dissipate braking power generated by the traction motors while braking. Also known as "dynamic brake"; in this application it is used exclusively at high speeds, and combined with wheel brakes as the speed drops below a predetermined level. Overall they can take up almost half of the braking energy in stopping a train set from full speed. There are two sets of rheostats, one for each power pack. Their effective resistance can be modulated by the chopper to vary braking effort. 7.5 Pneumatic block and wheel brakes The main compressor is used to fill the air tanks used for the braking system. These tanks are located underneath the frame of the unit. There are two brake lines running the length of the train set, as is common for the electro pneumatic brake system used on most passenger trains. The first, the "principal line", is maintained at a pressure of 8 or 9 atmospheres at all times and is used to fill the auxiliary brake reservoirs on each vehicle in the trainset. The second, the "general line", modulates the wheel braking level between full application (3.5 atmospheres) and full release (5 atmospheres).

CHAPTER 8
8.1 CONTROL SYSTEM OF LOCOMOTIVES & ITS TYPES A. Speed control unit B. Power control unit C. Traction control unit D. Load control unit E. Engine control unit 8.2 Speed control unit 24

For precise speed and load control, Woodward PGE and PG-EV locomotive governors have been proven in locomotive service throughout the world. A variety of diesel fuel injection technologies, from simple mechanical injection to the latest in low-emissions, high-pressure common rail systems, provide reliable service. Electronic engine controls and rapid control system development tools interface with locomotive control systems to optimize performance and efficiency. Actuation and valve technology can precisely control exhaust gas flow, turbocharger boost pressures, air flows, and other processes to improve power output, efficiency, and emissions. After treatment control units provide automatic regeneration of particulate filters and dosing control. 8.3 power control unit 8.3.1 Auxiliary power supply unit A static converter that generates head-end electrical power for the rest of the train. HEP ("hotel power") is 380V 50Hz, while interior lighting is supplied with 72V DC. Output of the converter also runs some equipment in the power car: the transformer oil pumps and cooling fans, the brake rheostat cooling fans, the thyristor cooling fans, etc. 8.3.2 Automatic coupler The Scharfenberg-type coupler makes pneumatic and electrical connections without external intervention. It allows to couple two TGV trainsets nose to nose, either for normal multiple unit operation (even at high speeds) or for towing. When not in use, the coupler is concealed by two fiberglass clamshell doors that form the nose of the unit. These can open away to each side to reveal the coupler.

8.3.3 Impact absorption block It is an impact shield to defend the cab cubicle. The deformation of this thick aluminum honeycomb block absorbs a part of the collision energy if a large object is struck. 8.4 Traction control unit Train Control Systems are fundamental to the safety and efficiency of the modern railway system. Hima-Sella, through our expert engineers and staff, is working to provide the very latest thinking in the field. Using emerging technologies and the best product partners we install systems that deliver safety with a flexible approach 25

8.4.1 Runback Protection We designed to prevent a train from rolling backwards, having reached its destination. The design meets the requirements of Safety Integrity Level 2 (SIL2) in accordance with the IEC 61508 standard for functional safety and includes a data logging facility to record when faults and runback conditions occur. Runback has been fitted to underground trains across London. 8.5 Engine control unit The TECU is a next generation locomotive control system designed to communicate with new electronic locomotives. The TECU can manage hundreds of digital and analog inputs and outputs for a locomotive and has features such as traction control and event recording. The TECU's modular architecture allows it to be easily modified to suit a variety of different locomotives, from cutting edge multi-engine locomotives, to conventional diesel-electric locomotives, to street cars. TMV Control Systems has many years of locomotive control system design experience and is ideally suited to design this next generation control system 8.5.1 Control Elements

Uses the CAN data bus to control engine RPM and receive engine data for control, display and diagnostics. Control the power contactors and main generator excitation for Power and DB operation. Wheel slip/slide control in Power and DB based on axle speed sensors. Creep control for maximum adhesion. Engine Stop/Start control, with starter thermal overload protection. (AESS) Cooling Fan control. Main generator voltage and current limits for protection. Main generator field control, with over current trip. Air Compressor control. Transition control. Low water input. Main Reservoir blow-down (optional) 26

Built-in-Tests: Locomotive self-load, Contactor test, Relay test, Fan test, etc. Traction Motor current sensing, limiting and protection

8.6 Mechanical transmission: The output shaft of the motor is connected to the axle gearbox by a tripod transmission, using sliding cardan (universal-joint) shafts. This allows a full decoupling of the motor and wheel dynamics; a transverse displacement of 120 mm (5 inches) is admissible. The final drive is a gear train that rides on the axle itself and transfers power to the wheels. This final drive assembly is restrained from rotating with the axle by a reaction linkage.

CHAPTER-9
9.1 LOCOMOTIVES & ITS TYPES WAP-4 This 5000 HP locomotive was evolved to meet the requirement of hauling longer trains of 24 coaches at higher speed up to 130 kmph over Indian railways. This loco is presently hauling important high-speed trains on Indian Railways. These are six axles loco with axle and nose suspended drive.

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Fig. 9.1

5000 HP 25 KV AC WAP 4 Passenger Electric Locomotive Table 1

Salient details System Class of Loco Track Gauge Axle arrangement Brake System Total weight Wheel Diameter Length over buffers Panto locked down height Traction Motor type Continuous Power at Wheel Rim Starting Tractive Effort Control System Voltage 25 KV, AC, 50 Hz. WAP-4 1676 mm (Broad Gauge) Co-Co Air and Rheostatic 112.8 + 1% t.` 1092 mm (New) , 1016 mm (Full worn) 18794 mm 4232.5 mm HS 15250A, DC Series Motor 5000 HP 30.8 t 110 V DC

WAP-5 WAP-5 class locomotives employ advanced control and propulsion technology and are capable to deliver 5400 hp on rail. The locomotive has all the hallmarks of a high- speed propulsion unit viz. light weight, fully suspended drive and disc brake. Though presently, it has been certified for 160 kmph operation, the locomotive has been designed to give a service speed of 200 kmph with test speed potential of 225 kmph. Since IR is currently facing severe competition in Premium Passenger business market

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from commercial airlines, sooner or later, IR will have to introduce medium high speed intercity Passenger Services. .

Fig. 9.2 5400 HP 25 KV 3 phase Passenger Electric Locomotive WAP-5 Table 2 System details Horse Power Supply system Track Gauge Axle Arrangement Total weight Axle Load Wheel Diameter Length over buffers Panto locked down height Max. Service Speed Type of Traction motors WAP- 7 Intercity and interstate fare friendly Passenger market has of late shown a strong and sustained growth in recent times. This market needs very powerful Electric locos which 29 5400 25 kV, AC, 50 Hz. 1676 mm (Broad Gauge) Bo-Bo 78+ 1%t 19.5 + 2%t. 1092 mm (new ),1016 mm (Full Worn) 18162 mm 4237 mm 160 kmph FXA 7059, 3-phase Squirrel Cage Induction motors

can haul 24 to 26 coaches at speeds in the range of 130/ 140 km/ph. To meet the surging demands of this amazingly exploding Passenger market segment, CLW has come out with a 6000 H.P loco premium Electric loco product WAP-7.WAP-7 class loco is based on WAG-9 platform and differs from WAG-9 in gear ratio and the control software.

Fig. 9.3 6000 HP 25 KV 3-phase Passenger Electric Locomotive WAP-7 Table 3 SYSTEM DETAILS Horse power Supply system Track gauge Total weight Wheel Diameter Length over buffers 6000 25kV, AC, 50 Hz. 1676 mm (Broad Gauge) 123.0 + 1%t. 1092 mm (New ), 1016 mm (Full Worn) 20562 mm 30

Panto locked down height Type of Traction motors

4255 mm 6FRA 6068, 3-phase Squirrel Cage Induction Motors

Continuous Power at wheel rim Horse Power Starting Tractive effort Max. Service Speed Brake System Drive System Supply System Track Gauge Air, Regenerative & parking 3-phase Drive with GTO Thyristors and microprocessor based VVVF Control.

WAG- 9 Rail Freight market which is registering a remarkable growth since 2000, has also triggered buoyancy in demand for Electric Freight locomotives. Almost 60 65 % of IRs freight handling takes place over IRs Electrified Golden Quadrilaterals and Diagonals, though it accounts for only 25 % of its route kilometer range. It give a starting tractive effort of 460 KN and maximum braking effort of 260 KN. Rated 6000 hp, the loco has also been successfully adapted to give 508 KN of starting tractive effort with additional ballast.

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This loco also is capable to give 6000 hp on rail upto its rated speed of 100 kmph which gives superior section clearing capability especially in handling speed restriction.

Fig. 9.4 6000 HP, 25 KV, 3- phase Freight Electric Locomotive WAG-9 Table 4 SYSTEM DETAILS Gauge Continuous HP Starting Tractive effort Max, Speed Breaking Wheel Aggangement System Voltage Weight of loco 1676 mm 6000 460KN (47t) 100 kmph Air, Regenerative Co-Co. 25KV AC, 50 Hz. 123 tonne

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