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HISTORY OF RAILWAYS
(Electrical point of view)
The first electric train ran between Bombay's Victoria Terminus and Kurla along the
Harbour Line of CR, on February 3, 1925, a distance of 9.5 miles. In 1926, Thana and Mahim
were connected. In 1927, electrification was complete up to Kalyan. In 1928, Borivili in the
north was connected (Colaba-Borivili of WR being inaugurated on May 1). In 1929, Kalyan Igatpuri section was commissioned. In 1930, the Kalyan - Poona tracks were opened to
electric trains.
It is sometimes stated that the electric train in 1925 was Asia's first
electric, or electric suburban, train service. This is however not true, because electric services
were running in Japan since Jan. 31, 1895, on the Kyoto Electric Railway (officially listed
under 'Exploitation Department', Kyoto Municipality, in the annual reports of the
Government of Japan's Department of Railways), but this is sometimes classified as a
tramway instead of a light rail system. (Interestingly, this was also the year that the first
Japanese steam locomotive was manufactured.) Electric railcar services ran on the
Government Railways of Japan from about 1905, and (German-built) electric locomotives
were introduced in Japan in 1911. In 1919 the first the first entirely Japanese electric
locomotive was built (a class ED-40). In Indonesia, the first electrified section (1500V DC)
of the State Railways opened at Batavia (Jakarta) in 1925, the same year as in Bombay.
On November 15, 1931, electrification of the meter gauge track between
Madras Beach and Tambaram was inaugurated (1.5kV DC). After that the only electrification
project undertaken was Borivili - Virar, finished in 1936. For mainline traffic, GIPR
undertook electrification of the Karjat-Pune and Kasara-Igatpuri sections because it was
realized that the heavy traffic to and from Bombay would be suitable for electric haulage.
Following this there was a long gap, and the next electrification project
started only 1953 or 1954, in the Calcutta area (Howrah-Burdwan via Bandel, SheoraphulliTarakeshwar), using 3kV DC traction. At this time, the idea of mainline electrification
(Howrah-Mughalsarai) was seriously mooted. Support for 25kV AC traction was also
growing at about this time, especially after some trials of AC locos from SNCF, and studies
that concluded that the single-phase load from electric traction would not seriously unbalance
the 3-phase regional grids.
In-plant Training
In-plant Training
ZONAL
Sl. No
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
Name
Northern
Railway
North
Eastern
Railway
Northeast
Frontier
Railway
Eastern
South
Eastern
Railway
South
Central
Railway
Southern
Railway
NR
NER
RAILWAYS
Headquarters
Divisions
Delhi
Delhi, Ambala, Firozpur,
Lucknow, Moradabad
Gorakhpur
Izzatnagar, Lucknow,
Varanasi
NFR
Guwahati
Alipurduar, Katihar,
Lumding, Rangia, Tinsukia
ER
SER
Kolkata
Kolkata
SCR
Secunderabad
SR
Chennai
Central
Railway
Western
Railway
CR
Mumbai
WR
Mumbai
South
Western
North
Western
Railway
West
Central
North
Central
South East
Central
Railway
East Coast
Railway
East Central
Railway
SWR
Hubli
Secunderabad, Hyderabad,
Guntakal, Guntur, Nanded,
Vijayawada
Chennai, Madurai, Palghat,
Tiruchchirapalli, Trivandrum,
Salem (Coimbatore)
Mumbai, Bhusawal, Pune,
Solapur, Nagpur
Mumbai Central, Baroda,
Ratlam, Ahmedabad, Rajkot,
Bhavnagar
Hubli, Bangalore, Mysore
NWR
Jaipur
WCR
Jabalpur
NCR
Allahabad
ECR
Hajipur
Konkan
Railway
KR
Navi Mumbai
SECR Bilaspur, CG
ECoR Bhubaneswar
INTRODUCTION
TO
P.O.H
In-plant Training
Now a days indian railways have largely are locomotive of electric variety
because at their large advantages over other locomotive
The electric locomotive workshop (ELW) repairs and does the necessary
maintance at these engine .The locomotive comes to E.L.W.for POH (periodic overhauling).
In India there are two P.O.H. workshop
Kacharpara(near kolkata)
Bhusaval (M.S)
WAM-4, WAP-4, WAG-5, WAG-7 Bhusawal used to be the largest steam shed
(after WW 2). Had WAP-1 locos until recently, as well as the rare Mitsubishi WAG-2's. The WAP-1
locos here were not converted to WAP-4 locos as elsewhere; they were eventually transferred to
Ghaziabad. Received WAP-4 locos in 2005 and WAG-7 in 2006. WAG-5 locos handle banking
duties on some CR sections. Shed performs POH on other sheds' locos (NR, ER, WR, etc.). It also
specializes in rebuilding fire-damaged locomotives. Facilities to perform POH for three-phase
locos as well.
Electric locomotive workshop Bhusaval was set up at cost of Rs.3.52 crores in the
year 1974.To cater POH second workshop of electric locomotives.the biggest locomotive
workshopBhusaval. In the second after Kacharpara.It cater to POH requirement at central
,western &northen railways.
In-plant Training
CAPACITY OF E.L.W. BHUSAVAL:As newly establishment ELW Bhusaval carryout 5 locos per month but now a days they carry
Out 12 locos per month
FURTHER PLANS( E. L.W. BHUSAVAL):1) POH capacity extension to 15 locos per months.
2) POH of 3phase locomotives.
3) Upgradation at EDP center.
Every locomotive brought here every 6 years of 6,oo,oooKm of run for periodic ovrauling
(POH) .As new locomotive comes after 9 years on 9,00,000 Km of run.
The production and designing of new loco is done only in chittaranjan locomotive
Workshop ( CLW). The maintenance schedule and over haul schedule to be
In-plant Training
1)
ERECTION SECTION :-
2)
BOGIE SECTION :-
After dismantling loco bogie is send to this section by erection section .In this
section all parts attached from bogie frame is send for inspecting cracks.Here wheel &
traction motor are detached from bogie and send them to respective section ,where
overhauling of part is done.
3)
WHEEL SECTION :-
In this section wheel comes from bogie section. Here axie box and wheel set
are dismantle and necessary operation are done on wheel disc and axie box, with help of
different machine.
4)
RECABLING SECTION :-
When whole body is checked and certify from erection section ,it comes to
recabling section.There are 15000 cables.All the cables have number on both side so that
they can be connected after overhauling at proper places.
In-plant Training
5)
T.M.SECTION:-
In locomotives the d.c.series motor is used because the d.c. motor have
starting torque and most suitable characteristic for locomotive. The dg series motor has two
types
1. Tao motor
2. Hitachi motor
In one locomotive only one type of motor is used on this traction motor some tests are
carried out as follows:1) TAN DELTA TEST:-It is used for including condition of insulation and is
angle between inductive current. So value of tan delta must be minimum.
2) SURGE VOLTAGE TEST:In this test momentarily high voltage of applied to T.M. and graph observed
on cro .
3) H.V. TEST:In this test 2.5 Kg kv voltage is applied to T.M. and see the leakage current.
4) RUN TEST:In this test rated supply gives to motor and run it for 2 hours in
between these vibration in motor ,temp and motor noise in rotor are observed.
After completing this test its armature and field windings are found ok. Then they
are assembled. If there is any disturb in field winding replacement of winding is
done.
6)
TRANSFORMER SECTION:-
When the transformer is detached from loco then it comes to this section
.In this section the transformer can change under this section for maintenance.
There is dismantling of transformer to check were the transformer is ok
or not. The following test can be performed on the transformer.
1)WINDING TEST:In this test resistance of winding can be measured .
In-plant Training
2)INSULATING RESISTANCE TEST :In this test the insulation resistance of winding Is to be measured by megger .
The test is carries after H.V.test
3)H.V. TEST :In this test high voltage is applied to transformer then select the tap
changer is non zero it show the value of current is 40-50 A. When the current
level of transformer is increased to 150A during test the transformer not
suitable for traction.
4) MOISTURE TEST:-
7)
PNEUMATIC SECTION:-
In this section 45 types of pneumatic valves are repaired and maintenance the
workers perform various test and trial on pneumatic equipment if locomotive because of easy
transportability of compressed air in pressure cylinder ,long pipes and tubes and maintain fire
proof characteristic medium.
8) AUXILLARY SECTION:Auxillary means the supporting the auxillary equipment used in loco start the
loco frequency without any prolem and is done in all section.
Particularly the air compressor which is source of pneumatic circuit in this
compressor .The air can be provided to compressor and this will cool on inter cooler and
after this air will pass through LP-HP.
The driven motor of compressor is 3Q I.M . which Is supplied from arno
cylinder and any fault occur in compressor then first check the reason fault and
Then replace it.
In-plant Training
The section is nothing but rectifier section it is the most important section in
poh After demantaling of loco in erection section the rectifier block comes to this section .
It is an electronic device that convert ac supply to dc supply the traction
motor used in loco is the dc series motor .So dc supply is supplied for traction motor.
10) TEST ROOMIn this section the fuction of DJ & SMGR is to be tested Where the DJ is
nothing but the tap changer ,[disc jointer ]In this section the whole section of SMGR is to be
checked[servo motor of gr].
Center lathe
HMT machine
Turret lathe machine
Driling machine
Miling machine
surface grinder
GD2 lathe
5
3
3
2
5
2
2
12) RM SECTION :IN this section the reparing of accidental loco is done and maintenance of central
pivot.
The central pivot is attached to lower side of loco .The fuction of this is to carry
the loco .Side mirror is also manufactured in this section in WAM4 the side Mirror is used.
13) INSPECTION SECTION :When the railways comes in LW for POH and again the testing the whole loco
Before handling over to respective section for providing good servicehaving a specified
period for regular intervals.
An inspection acts as connecting link between the inspector and the supervisor.
The following thing can be tested in this section :1)Battery voltage.
2)Loco movement from cab 1-cab2
3)Light working [head light]
4)Horn working
5)A.G .and S.A.G braking system
Electric Locomotive Workshop Bhusaval
In-plant Training
6)Sander working
7)Meter working
8)Pantograph
14) QULITY CONTROL LAB:In this the quality of different material, oil insulating material is to be tested. In
this lab the testing on ferrous and non ferrous material , transformer oil is performed on
different material.
SR
NO.
MATERIAL
TESTING
FERROUS
NON-FERROUS
RUBBER
TRANSFORMER
OIL
NDT TESTING
15)
After dismantling of loco in erection then the buffer CBC and hand brake of
loco comes this section.
Buffer means a protective device which can protect the body of locomotive from
mechanical shock and it has to spring.CBC means nothing but the central bus coupler it is
one type of coupling which couple the loco with the help of two locos together.
When all break system of loco are failed for failure of pneumatic circuit when the driver
can apply or operate this break system.
16) WHITE METAL SECTION :In this section the white metal covering is done on suspension bearing the
bearing will be tinning and then this bearing is heated in heated in heater up to 400 degree
C . The white metal is applied on it. And the thickness of white metal covering is 2.5-3mm.
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In-plant Training
17) TOOL SECTION:When any tool is required in any section then this need is satisfied by tool room
section In this section the various equipment are present as follows
1)Hydraulic pump
2)Torque bench
3)Socket of tighting the nut
4)Different meters and gauges
18) MCO SECTION :This is nothing but the material collection section the section is provide the
material which will required for POH locomotives.
Hence this section are of two types: 1)Stock 2)Non stock
Stock means daily routine material which will required for POH .And non stock means The
material which is not available and the demand of the material is to be eliminated by this
section to give the order for purchasing.
19) BATTERY SECTION :When locomotive is come from POH in ELW Bhusaval then the battery used in
locomotives is totally charged.This battery is 11v, 75ah the voltage between two cell is 2.5
volt.In this battery H2SO4 acid is used as an electrolyte.
20)
MILLING SECTION :-
This is one of the most important section of POH it is nothing but the maintenance of POH
section when any machinery IS failed to work and then the section will take a charge of that
equipment under maintenance and ready to work.
21) TEST LAB:
Test lab is the most important part of ELW. When the new equipment comes in
ELW all the testing of sample piece is done here. After certification of this department, all
stock is distributed to respective section.
Various tests are done here, some of them are,
a) Rockwell Hardness Test
b) Carbon testing
c) Magnize Testing
Electric Locomotive Workshop Bhusaval
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In-plant Training
d)
e)
f)
g)
h)
i)
CLASSIFICATION OF LOCOMOTIVES
Locos, except for older steam ones, have classification codes that identify
them. This code is of the form '[gauge][power][load][series][subtype][suffix]'
In this the first item, '[gauge]', is a single letter identifying the gauge the loco runs on:
W = Broad Gauge
Y = Meter Gauge
Electric Locomotive Workshop Bhusaval
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In-plant Training
The second item, '[power]', is one or two letters identifying the power source:
D = Diesel
C = DC traction
A = AC traction
B = Battery electric(rare)
The third item, '[load]', is a single letter identifying the kind of load the loco is normally used
for:
M = Mixed Traffic
P = Passenger
G = Goods
S = Shunting
The fourth item, '[series]', is a digit identifying the model of the loco. Until
recently, this series number was simply assigned chronologically as new models of locos
were introduced.
The fifth item, '[subtype]', is an optional letter or number (or two of them) that
indicates some smaller variation in the basic model or series, perhaps different motors, or a
different manufacturer. With the new scheme for classifying diesel locos (see above), the fifth
item is a letter that further refines the horsepower indication in 100hp increments: 'A' for
100hp, 'B' for 200hp, 'C' for 300hp, etc. So in this scheme, a WDM-3A refers to a 3100hp
loco, while a WDM-3F would be a 3600hp loco.
The last item, '[suffix]', is an optional indication that indicates something
special about the loco, such as a different gearing ratio or brake system than usual.
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In-plant Training
SR NO.
NAME OF EQUIPMENT
QUANTITY
Body
Bogie
Wheel Set
Traction motor
Transformer
D.I.
B.A.panel
Compressor
Exhauster
10
SMGR
11
12
RPS
13
DBR
14
15
S.L.
16
S.J.
3SET
17
Arno
18
Baby compressor
19
Battery Charger
20
Batteries
10
21
Rectifier
22
RTPR
2/3
(EXCEPT AIR BREAK)2
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In-plant Training
23
Main Reservoir
24
M.P.
25
Buffers
26
C.B.C.
27
Pantograph
28
CABS
29
Break Arrangement
30
Horn
31
Head Light
32
Marker Light
33
Parking Light
34
Flasher
35
Total Valves
40
36
Brake Cylinder
8/12
37
R.C. Panel
38
Sand Boxes
8/10/12/16
39
HOM switch
15
In-plant Training
WAM1
Rectifiers: Four water-cooled ignitrons from SGT, each rated for 575kW / 1250V.
WAM2
Manufacturers: Mitsubishi
Traction Motors: Mitsubishi MB 3045-A (745hp, 725V, 815A, 1000 rpm, weight
2200kg).
WAM3
Manufacturers: Mitsubishi
Traction Motors: Mitsubishi MB 3045-A (745hp, 725V, 815A, 1000 rpm, weight
2200kg).
Rectifiers: Two Silicon , type SF-0C20R (725V / 2260kW), rectifier cell SR200F,
weight 2400kg with auxiliaries.
WAM4
Manufacturers: CLW
Traction Motors: Alstom TAO 659 A1 (575kW, 750V). Six motors, axle-hung, nosesuspended, force-ventilated.
Gear Ratio: 15:62 originally (and still for WAM-4 2S3P), now many variations,
21:58 being common for WAM-4 6P locos..
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In-plant Training
Bogies: Alco asymmetric trimount (Co-Co), same as with WDM-2, WDS-6, etc.
WAP1
Manufacturers: CLW
Traction Motors: Alstom/CLW - TAO 659 (575kW (770hp), 750V, 1095 rpm) Axlehung, nose-suspended, force-ventilated.
Rectifiers: Two silicon rectifiers, with S18FN35 cells (by Hind Rectifier) with 64
cells per unit. 2700A/1050V.
Bogies: Co-Co Flexicoil (cast steel bogies); primary and secondary wheel springs
with bolsters
WAP3
Manufacturers: CLW
Traction Motors: Alstom/CLW - TAO 659 (575kW (770hp), 750V, 1095 rpm) Axlehung, nose-suspended, force-ventilated.
Rectifiers: Two silicon rectifiers, with S18FN35 cells (by Hind Rectifier) with 64
cells per unit. 2700A/1050V.
Bogies: Co-Co Fabricated bogie assembly (Flexicoil Mark II and later Mark IV; the
latter are somewhat similar to Alco's HiAd bogies).
WAP4
Electric Locomotive Workshop Bhusaval
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In-plant Training
Manufacturers: CLW
Traction Motors: Hitachi HS15250 (630kW, 750V, 900A. 895rpm. Weight 3500kg).
Axle-hung, nose-suspended, force ventilated, taper roller bearings.
Gear Ratio: 23:58 (One loco, #22559, is said to have a 23:59 ratio.)
Bogies: Co-Co Flexicoil Mark 1 cast bogies; primary and secondary wheel springs
with bolsters
WAP7
Manufacturers: CLW
Traction Motors: 6FRA 6068 3-phase squirrel-cage induction motors (850kW,
2180V, 1283/2484 rpm, 270/310A. Weight 2100kg, forced-air ventilation, axle-hung,
nose-suspended. Torque 6330/7140Nm. 95% efficiency.)
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In-plant Training
A 24-coach (1430t) passenger rake can be accelerated to 110km/h in 240 seconds (over
4.7km) by a WAP-7; to 120km/h in 304 sec. (6.7km); and to 130km/h in 394 sec. (9.9km).
WAG1
WAG2
Traction Motors: Hitachi EFCO HKK (1270kW, 1250V, 1080A, 695rpm, weight
5300kg).
Transformer: Hitachi AFI AMOC. 32 taps.
WAG5
Traction Motors: Alstom TAO 659 (575kW, 750V, 1070 rpm) or TAO 656; or
Hitachi HS 15250A (See description under WAP-4.) Axle-hung, nose-suspended. Six
motors.
Gear Ratio: 62:16 or 62:15 with Alstom motors, some 64:18 (Hitachi motors), many
now 58:21 for mixed use.
Rectifiers: Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind
Rectifier. 2700A / 1050V per cubicle.
Bogies: Co-Co cast bogies (Alco asymmetric trimount -- shared with WDM-2, WAM4).
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In-plant Training
WAG7
Rectifiers: Two silicon rectifiers, cell type S18FN350 (from Hind Rectifier), 64 per
bridge, 2700A / 1050V per cubicle.
WAG9
Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X
H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line
Electric Locomotive Workshop Bhusaval
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In-plant Training
Rising
Rated current
4.5Kg/cm^2
7 Kg/m2
time
6 to 10 sec.
400A.
2)CIRCUIT BREAKER:High voltage supply of 25 Kv,50 MHZ requires a circuit breaker. This is provided
between pantograph &transformer. Circuit breaker is provided to dis-connect the
locomotive equipment from supply in event of fault. The circuit breaker is device which
close or open the electric circuit under normal and abnormal condition.
It is located on the roof of locomotive. It can control supply from pantograph.
SPECIFICATION:
SR NO.
PARAMETER
VCB
ABCB
1
2
3
Current
Voltage
Operating time
600/1000A
25Kv AC
60 m second
400A
25Kv AC
16-25 second
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3)TAP CHANGER:Speed control of traction motor is by varying the applied voltage there are two types of tap
changer .
A] Low voltage tap changer
B] High voltage tap changer
In India high voltage tap changer is used.
This tap changer is continuous feeding with oil .Tap changer is attached with transformer
to reducing weight.
SPECIFICATION:
1
Rated voltage
25 KV
Rated current
400 KV
Frequency
50 KV
Frequency Fluctuation
85-515
No. of taps
32
Method
Servo motor
11-32 sec.
0.35 sec.
4)RECTIFIER:Rectifier is a electrical device which can convert a.c. supply in to d.c. supply.
There are two types of rectifier are used in one locomotive for rectifying purpose the diode
are used.
Rectifier used in locomotives is mercury type or semiconductor type.
SPECIFICATION:
1
Type
single
Diode
OfAf
Continuous current
1000A
Input voltage
1222A
Output
750
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5)TRANSFORMER:The variation of voltage can be obtained by transformer along with tap changer. The
voltage of transformer on primary side is 25KV limiting value of starting current and speed
control according to requirement .
In the most of Indian locomotive the transformer and tap changing device is mounted on
one block. This reduce the weight, maintenance and avoid additional electrical connection.
Tap changer operated frequently there oil is to be changed at regularly interval during
maintenance oil is forced through the closed cooling circuit of transformer by oil circulation
pump.
SPECIFICATION:
1
2
3
4
5
6
7
8
Phase
Cooling
Primary voltage
Max. voltage
Min .voltage
Primary [I/P]
Secondary [o/p]
No. of tap
single
ofAf
25 Kv
27.5 Kv
22.5 Kv
5670 Kva
5400 Kva
32
6)SMOOTHING REACTOR:The d.c. output of rectifier especially from IQ supply is pulsating and ripples to
20%-30% from 40%-50%.These a.c. harmonics produced commutation problem in the
motor.
Smoothing reactor is introduced in between output terminal of the rectifier and input
of motor .Its main job is to smoothen out the ripples in d.c. output of rectifier .
Smoothing reactor is made up of purely inductive coil and it can provided cooling system
for smoothing reactor.
SPECIFICATION:
1
Current
2
No. coil / reactor
3
Voltage
4
Resistance
5
Insulation class
6
SL per loco
7) TRACTION MOTOR:
1350 A coil
2
1270 Volt
0.00359 Coil
Class c
Two
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In-plant Training
Desirable characteristics;
1) Parallel running
2) Max. starting torque
3) Capable of withstanding voltage fluctuation
4) Motor should withstand temporary interruption so DC series motor are most
suitable for traction duty.
Welded and fabricated frame are used to reduce weight. Ducts are provided to allow
radial flow of air through core for cooling purpose. Commutator bar interspaced with pure
mica are made of hard dram copper. These are axial hung non-suspended type and are
provided with grease lubrication tapered roller bearing for armature as well as for suspension.
RATING:
Output
Voltage
Starting current
Current
Speed
Number
Field
Insulation
No. of poles
630K
750V
1350A
900A
895rpm
6 per loco
series with commutating poles
class c
main 6, Commutator 6
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In-plant Training
The transformer tank is filled with oil which serves two purposes. It provides
enhanced insulation to the transformer and its surroundings and the oil absorbs the heat
generated in the transformer and takes it away to the Transformer Oil Cooling Radiator. The
circulation of this oil is carried out by the MPH.
A flow valve with an electrical contact is provided in the oil circulating pipe. As long as the
oil is circulating properly, the contacts on the relay remain closed. However, in case the MPH
fails or stops the relay contacts open which in turn trips master auxiliary protection relay Q118. This trips the main circuit-breaker(DJ) of the loco. Thus the transformer is protected.
The MPH circulates the transformer oil through a radiator array on top of the
transformer. Air is blown over the radiator by the MVRH. This discharges the heat from the
radiator into the atmosphere. A flow detecting relay is provided in the air-stream of the
MVRH. The flow detector is a diaphragm type device. The flow of air presses the diaphragm
which closes an electrical contact. This relay is known as the QVRH. In case the MVRH
blower fails the the QVRH releases and trips the DJ through the relay Q-118.
One blower is provided for each of the rectifier blocks. As rectifiers are
semiconductor devices, they are very sensitive to heat and hence must be cooled continously.
The switching sequence of the MVSI blowers is setup in such a way that unless the blowers
are running, traction cannot be achieved. A detection relay of diaphragm type is also provided
in the air stream of these blowers. However, the detection relay (QVSI-1 & 2)are interlocked
with a different relay known as Q-44. This is a much faster acting relay with a time delay of
only 0.6 seconds. Hence the failure of a MVSI blower would trip the DJ in less than 1
second.
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In-plant Training
In WAM-4 locos only one MVSL blower is provided for the cooling of the
Smoothing Reactors SL 1 & 2. However in WAG-5 and other locos two blowers namely
MVSL 1&2 are provided for each of the SL's. Their running is "proved*"by the Q-118 relay.
In locos equipped to haul vacuum braked trains, two vacuum pumps are also
provided of which at least one is running in normal service and sometimes both may have to
be run if train brakes are required to be released in a hurry.
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Alternator set, the MVRF blower runs off the supply derived from the output of the Traction
Motor itself and is connected in parallel to the Dynamic Braking Resistances
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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
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, and WAG-9H models all use
GTOs. At present [5/02], 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. [5/02] 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 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
THE NECESSITY
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THE ADVANTAGES.
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Why so much of money and efforts were spent ? Let us see how are these different from our
previous ones.
The 3-phase system provides a lot of advantages.
1. Efficiency : Overall efficiency is increased by 5%
2. Savings in operation : IR is paying the SEBs in terms of "Maximum Demand" only ,
which speaks of high quantity and its reflection in bills. The new locomotives are
regeneration type and and having unity power factor. Approximately 15% to 20% energy is
conserved through regeneration while braking. Thus there will be a lot of savings.
3. Less maintenance of traction motors due to absence of commutator and brushgear.
4. Easy maintenance hence better availability. Normally lifting is not required during
attention to failures saving a lot of time.
5. The traction motor is maintenance free. Therefore improved reliability.
6. Low unsprung masses result in minimum wear on rails.
Special diagnostics
7. Automated fault isolation.
8. Display terminal in Driver's Cab. Drivers get assistance during faults and rectification.
9. Diagnostic Computer to log faults and this can be uploaded to a PC in the shed/workshops
for better fault identification .
QUILITY POLICY
ELW, Bhusawal, renders to carryout designated tasks of periodic overhauling of
electric locomotives and its components, working within the framework and guidelines of
INDIAN RAILWAY. This is carried out with the principle aim of ensuring the satisfaction of
its customers.
Electric Locomotive Workshop Bhusaval
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In-plant Training
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In-plant Training
CONCLUSION
After finishing my traning in 15 days in P.O.H.I come to
know that without practical knowledge an engineer is of no
use .The entire basic fundamental are clear in training.
By the help of this training the information about the traction
motor ,&all section will be helpful in future.
I had great experience in doing the training. Also I
cannot forget the help of all in charges of respective
department, Unless we see the work that we cannot imagine
how
It all goes on.
So this training teached many new techniques
&procedure of such a big organization.
It help me to learn co-ordination between department and
organization and communication between different level of
organization.
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In-plant Training
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