Industrial Training Report on

ELECTRIC TRACTION SYSTEM AND

LOCOMOTIVE TRANSFORMER
WESTERN INDIAN RAILWAYS
VADODARA, GUJARAT

SUBMITTED BY: - UNDER THE GUIDANCE OF:-

HARSHITA GAUTAM (161113041) MR. KUNAL MISHRA

BACHELOR OF TECHNOLOGY (B.TECH)

ELECTRICAL ENGINEERING

MAULANA AZAD NATIONAL INSTITUTE OF

TECHNOLOGY, BHOPAL, MP
 DECLARATION

I hereby declare that the work presented in this summer training in the
duration of 27 May, 2019 to 24 May, 2019 entitled on “Electric
Traction System and Locomotive Transformer” is in partial fulfillment
for the awarded of degree of bachelor of engineering in Electrical
Engineering. The work has been carried out at Electric Loco Shed,
Vadodara and is an authentic record of own work.
I hereby declare that above statement is correct to the best of
my knowledge.

Place: Vadodara HARSHITA GAUTAM

Date- 24th June 2019
 CERTIFICATE

This is to certify that the work embodied in this project work entitled
“Electric Traction” has been satisfactorily completed by HARSHITA
GAUTAM. It is a bonafide piece of work, carried out under the
guidance of Electric Loco Shed, Vadodara by the student during the
period of 27 May, 2019 to 24 May, 2019 under the guidance of
undersigned

UNDER THE GUIDANCE OF

MR. KUNAL MISHRA

 ACKNOWLEDGEMENT

I would like to express my special thanks of gratitude to Mr. (Training

coordinator) for providing me this golden opportunity to work as trainee
in the highly renowned “ELECTRIC LOCO SHED, VADODARA”.
I would also like to thank all the engineers and employees of the
TRACTION department who have managed to extract some of their
precious time in explaining the technicalities and features of their
respective sections of department.
I would also like to thank my friends and fellow trainee who contributed
to the useful discussion in the plant. These 4 weeks in ELECTRIC
LOCO SHED have certainly raised my knowledge to a new level.
 About Electric Loco Shed,
Vadodara
Vadodara Electric Loco Shed is an electric engine shed located in Vadodara, in
the Indian state of Gujarat. It is located to south of Vadodara railway station, it
falls under the Vadodara railway division of Western Railway. It is the largest of
locomotive sheds in the Western Railway zone. The shed houses more than 130
locomotives, which include WAP 4, WAP-5, WAP 7, WAM 4, WAG 5, WAG
9 locomotives.

It was established in the 1970s specifically to home dual-power locos. It holds

more than 50 WAG 5 class locomotives. Shed received WAG-7 in 2013.

It was an AC electric trip shed to house locos coming from other sheds and an
AC/DC dual loco trip shed which houses WCAM class locomotives from Valsad
shed and which allows locomotive changes at Vadodara because the trains which
were coming from New Delhi mainline are AC Locomotives and the trains going
to Mumbai need AC/DC Loco.

Electric Loco Shed, Vadodara based WAP-4E loco 22352

It also has a MEMU car shed which houses the Mainline Electric Multiple units
which provides feeder services to Ahmedabad, Surat, Dahod and Godhra.

As is well known, Electric Loco Shed, Vadodara is only the second shed to home
the WAP-5 locomotives. Major testing of the twin-WAP-5 with single panto was
also successfully conducted under the aegis of this shed. Apart from the above, the
shed was instrumental in carrying out modications in the erstwhile WCAM-1
locomotives towards enhancing reliability and hauling capacity.

It is the 1st loco shed in India to get all three ISO certifications.

The shed is just beside the sprawling Baroda Marshalling Yard and is situated in a
peaceful area. The shed also has an attached training school for initial as well as
refresher courses for drivers and assistant drivers of several divisions of the
Western Railways. At times, training is also imparted to students from the other
zones such as the West Central Railways (WCR). The school is also equipped to
impart training to shed personnel.

The Shed is divided into various sections:-

 Pneumatic Testing
 Transformer & Tap Changer
 M1/M2- Mechanical Sections.
 Testing Sections.
 Compressor and other auxiliaries section.
 Classification of Locomotives
The classification of Electric locomotives is based on the type of service used for.
The alphabet stands for:

 W >>> Broad Gauge

 Y>>>Meter Gauge
 Z >>> Narrow Gauge
 A >>> AC locos
 M >>> Mixed Traffic (Goods or passenger Services)
 G >>> Goods Service
 P >>> Passenger Service
 C >>> DC locos
 D>>> Diesel locos
 CA >>> AC/DC locos
 U>>> Multiple units(EMU, DMU)

And the number after it represents the model number of that locomotive.

EXAMPLE: If we want to name a locomotive which is used in broad gauge with

AC supply and for goods and model 7. How would it be written?
ANSWER: WAG 7

EXAMPLE: If we want to name a locomotive which is used in meter gauge with

diesel loco and used for passengers and model 2. How would it be written?
ANSWER: YDP 2
 3 phase ac locos
Three-phase AC locos such as WAP-5 use some fairly new technology as
compared to the earlier generations of diesel-electrics and electrics. In most of the
earlier locos, the traction motors driving the axles are DC motors. DC motors were
used because they afforded (in those days) far superior speed and torque control
compared to AC motors — the latter require variation of input frequency and
voltage for effective control, which was not an easy matter earlier.

Modern microprocessor technology and the availability of efficient and compact

power components have changed that picture. In 3-phase AC locos, the input
(single-phase AC) from the OHE is rectified and then 3-phase AC is generated
from it, whose voltage, phase, and frequency can be manipulated widely, without
regard to the voltage, phase, frequency of the input power from the OHE. AC
traction motors can thus be driven with a great degree of control over a wide range
of speed and torque.

AC traction motors are also used on diesel-electrics nowadays. The WDP4 &
WDG4 are examples of this.

There are 3 main stages in the power circuit of a 3-phase AC loco.

1. Input Converter: This rectifies the AC from the catenary to a specified DC

voltage using GTO (gate turn-off) 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)

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.

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.

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, 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.
 About loco’s in loco shed
1. WAP7 : (Wide/broad Gauge AC Electric Passenger, Class 7)
 Manufacturers: Chittaranjan Locomotive Works
 Power type: Electric
 Traction motors: ~88% efficiency. 6FRA 6068 3-phase squirrel-cage
induction motors 850 kW (1,140 hp), 2180 V, 1283/2484 rpm, 270/310A;
Weight-2,100 kg (4,600 lb), forced-air ventilation, axle-hung, nose-
suspended; Torque 6,330–7,140 N⋅m (4,670–5,270 lbf⋅ft)
 Gear ratio: 72:20
 Transformer: 7500kva
 Power Supply: 3-phase 50 Hz 415 V / 750 V
 Loco Brakes: Air and regenerative
 Maximum Speed: 140kmph
 Vadodara / BRC loco shed (Zone: WR) holds 42 WAP-7 locomotives.
 It is the most powerful passenger locomotive in the Indian Railways' fleet.
 It was initially used to haul premium train services like the Rajdhani
Express, Express and the Duronto Express. As more locomotives were rolled
out, the WAP 7 became the official link of several state trains like
the Poorva Express, Telangana Express, Kerala Express, Paschim
Express and Tamil Nadu Express among others.
2. WAP5: (Wide/broad Gauge AC Electric Passenger, Class 5)
 Manufacturers: Chittaranjan Locomotive Works, West Bengal, India;
ABB, Switzerland
 Power type: Electric
 Traction motors: 6FXA 7059 3-phase asynchronous motors, 1,166 kW
(1,563 hp), 2180 V, 370 A continuous, 396 A for 1 hr, 540 A max, 1585 rpm
continuous, 3174 rpm max, Weight 1990 kg. Forced-air ventilation, partly
suspended. Torque 6930/10000 N-m. 96% efficiency.
 Gear ratio: 67:35:17 (160 km/h)
59:35:19 (200 km/h)
 Transformer: 7475 kVA/7775 kVA
 Power Supply: 3-phase 50 Hz 415 V / 750 V
 Loco Brakes: Air and regenerative
 Maximum Speed: Operational : 160 km/h (99 mph)
Trials: 180 km/h (112 mph)
Potential: 220 km/h (137 mph)
 The Gatimaan Express and Bhopal Shatabdi trains hauled by WAP-5
locomotives travel at 160 km/h (99 mph) and 150 km/h (93 mph)
respectively in the New Delhi - Agra Cantt section.
 Vadodara / BRC loco shed (Zone: WR) holds 77 WAP-5 locomotives.
 3. WAG9: (Wide/broad Gauge AC Electric Goods, Class 9)
 Manufacturers: Chittaranjan Locomotive Works, West Bengal, India;
ABB, Switzerland
 Power type: Electric
 Traction motors: ABB's 6FRA 6068 (850 kW, 2180V, 1283/2484 rpm,
270/310A. Weight 2100 kg) Axle-hung, nose-suspended, Class 200
Insulation, Forced Air Ventilation.
 Gear ratio: 77:15/ 64:18
 Transformer: ABB’s LOT 6500, 4x1450KVA
 Power Supply: 3-phase 50 Hz 415 V / 750 V
 Loco Brakes: Air and regenerative
 Maximum Speed: 120kmph
 It was the most powerful freight locomotive of its fleet until the formal
induction of the WAG-12.
 TRACTION MOTOR
A traction motor is an electric motor used for propulsion of a vehicle, such
as Locomotives or electric roadway vehicle.
Traction motors are used in electrically powered rail vehicles (electric multiple
units) and other electric vehicles including electric milk floats, elevators, roller
coasters, conveyors, and trolleybuses, as well as vehicles with electrical
transmission systems (Diesel-electric Locomotives, electric hybrid vehicles),
and battery electric vehicles.

RAILWAYS: Traditionally, these were series-wound brushed DC motors, usually

running on approximately 600 volts. The availability of high-powered
semiconductors (thyristors and the IGBT) has now made practical the use of much
simpler, higher-reliability AC induction motors known as asynchronous traction
motors. Synchronous AC motors are also occasionally used, as in the French TGV.
In the course of normal operation the traction motors also generate a lot of heat.
This heat is dissipated by two blowers namely MVMT 1 & 2 which force air
through a duct into the traction motors of Bogie-1 namely TM-1, TM-2, TM-3 and
Bogie-2 namely TM-4, 5, 6 respectively. The traction motor cooling blowers
require a large quantity of air which is taken from vents in the side-wall of the
loco. Body-side filters are provided to minimise the ingress of dust into the loco.
Their running is detected by Air-Flow sensing relay QVMT 1 & 2 (Pic-2) which in
turn gives there feed to the Q-118 relay.

MVMT-Traction motor cooling blower motor and impeller covered by a hood.

 ELECTRIC TRACTION SYSTEMS
The system which uses electrical power for traction system i.e. for railways, trams,
trolleys, etc. is called electrical traction. The track electrification refers to the type
of source supply system that is used while powering the electric locomotive
systems. It can be AC or DC or a composite supply.
Selecting the type of electrification depends on several factors like availability of
supply, type of an application area, or on the services like urban, suburban and
main line services, etc.
The three main types of electric traction systems that exist are as follows:
1. Direct Current (DC) electrification system
2. Alternating Current (AC) electrification system
3. Composite system.
 1. DC Electrification System
The choice of selecting DC electrification system encompasses many advantages,
such as space and weight considerations, rapid acceleration and braking of DC
electric motors, less cost compared to AC systems, less energy consumption and so
on.
In this type of system, three-phase power received from the power grids is de-
escalated to low voltage and converted into DC by the rectifiers and power-
electronic converters.

This type of DC supply is supplied to the vehicle through two different ways:
a. 3rd and 4th rail system operate at low voltages (600-1200V)
b. Overhead rail systems use high voltages (1500-3000V)
The supply systems of DC electrification include:-
a. 300-500V supply for the special systems like battery systems.
b. 600-1200V for urban railways like tramways and light metro trains.
c. 1500-3000V for suburban and mainline services like light metros and heavy metro
trains.
Due to high starting torque and moderate speed control, the DC series motors are
extensively employed in the DC traction systems. They provide high torque at low
speeds and low torque at high speeds.
Advantages:-
a. In case of heavy trains that require frequent and rapid accelerations, DC traction
motors are better choice as compared AC motors.
b. DC train consumes less energy compared to AC unit for operating same service
conditions.
c. The equipment in DC traction system is less costly, lighter and more efficient than
AC traction system.
d. It causes no electrical interference with nearby communication lines.
Disadvantages:-
1. Expensive substations are required at frequent intervals.
2. The overhead wire or third rail must be relatively large and heavy.
3. Voltage goes on decreasing with increase in length.

2. AC Electrification System
An AC traction system has become very popular nowadays, and it is more often
used in most of the traction systems due to several advantages, such as quick
availability and generation of AC that can be easily stepped up or down, easy
controlling of AC motors, less number of substations requirement, and the
presence of light overhead catenaries that transfer low currents at high voltages,
and so on.
The supply systems of AC electrification include single, three phase, and
composite systems. The Single phase systems consist of 11 to 15 KV supply at
16.7Hz, and 25Hz to facilitate variable speed to AC commutation motors. It uses
step down transformer and frequency converters to convert from the high voltages
and fixed industrial frequency.
The Single phase 25KV at 50Hz is the most commonly used configuration for AC
electrification. It is used for heavy haul systems and main line services since it
doesn’t require frequency conversion. This is one of the widely used types of
composite systems wherein the supply is converted to DC to drive DC traction
motors.
 Three phase system uses three phase induction motor to drive the locomotive, and
it is rated at 3.3.KV, 16.7Hz. The high-voltage distribution system at 50 Hz supply
is converted to this electric motor rating by transformers and frequency converters.
This system employs two overhead lines, and the track rail forms another phase,
but this raises many problems at crossings and junctions.
Advantages;
1. Fewer substations are required.
2. Lighter overhead current supply wire can be used.
3. Reduced weight of support structure.
4. Reduced capital cost of electrification.
Disadvantages;
1. Significant cost of electrification.
2. Increased maintenance cost of lines.
3. Overhead wires further limit clearance in tunnels.
4. Upgrading needs additional cost especially in case there are bridges and tunnels.
5. Railway traction needs immune power with no cuts.

3. Composite System
Composite System (or multi-system) trains are used to provide continuous
journeys along routes that is electrified using more than one system. One way to
accomplish this is by changing locomotives at the switching stations. These
stations have overhead wires that can be switched from one voltage to another.
Another way is to use multi-system locomotives that can operate under several
different voltages and current types. In Europe, it is common to use four-system
locomotives. (1.5 kV DC, 3 kV DC, 15 kV 16⅔ Hz AC, 25 kV 50 Hz AC).
 VOLTAGES USED FOR ELECTRIC
TRACTION IN INDIA
Voltages used are 1.5kV DC and 25kV AC for mainline trains.

The 1.5kV DC overhead system (negative earth, positive catenary) is used around
Bombay (This includes Mumbai CST - Kalyan, Kalyan - Pune, Kalyan - Igatpuri,
Mumbai CST - Belapur - Panvel, and Church gate - Virar). There are plans [2/04]
to change this to 25kV AC by 2010. In preparation for this, BHEL has been
retrofitting some Alstom EMUs with AC drives to allow them to operate with both
DC and AC traction as the system conversion proceeds (see the section on EMUs).
Conversion to 25kV AC has already been done on the Titwala-Kasara section; next
to be converted is Khapoli-Vangani, Vangani-Thane, and Titwala-Thane. The
Madras suburban routes (Madras-Tambaram in the '60s, extended later to
Villupuram) used to be 1.5kV DC until about 1967, when it was converted to 25kV
AC (all overhead catenary supply). (This is where the MG DC locos were used,
e.g., the YCG-1 series.)

The Delhi Metro uses 25kV AC overhead traction with a catenary system on the
ground-level and elevated routes, and uses a rather unusual 'rigid catenary' or
overhead power rail in the underground tunnel sections (Line 2).

The Calcutta trams use 550V DC with an overhead catenary system with
underground return conductors. The catenary is at a negative potential.
 TRACTION CONVERTERS
In 1999 Indian Railways (IR) introduced its first diesel-electric freight locomotive
with three-phase AC Traction Technology; the WDG4 locomotive.

This was followed by the first ever IGBT based Traction Converter on Locomotive
rolled out on Indian Rails in October 2006. Designed, built and commissioned by
Siemens in collaboration with Diesel Locomotive Works (DLW) within a well
controlled project schedule involving high quality of project management and
system engineering.

It was pressed into service at South Western Railway in Dec’06 and has since been
doing satisfactory revenue service. The induction of IGBT based propulsion
technology of Siemens has endowed IR locomotives with a range of benefits:

 Better switching capability of IGBT wrt GTO

 Simpler controls ensured by state-of-art new technology
 Technology salience with the rest of the world
 Obsolescence of the GTO’s
The Locomotive includes Traction Control by Siemens SIBAS®32 microcomputer
providing
 High starting and continuous tractive efforts
 Dynamic braking
 Effective wheel slip and slide control
 Fault monitoring and diagnostic functions
 Overload protection
 LOCOMOTIVE TRANSFORMERS
The transformer is a static device, which transforms power from one AC circuit to
another AC circuit at same frequency but having different characteristics. These
circuits are conductively disjointed but magnetically coupled by a common time
varying magnetic field. It can raise or lower the voltage with a corresponding
decrease or increase in current.

In all the electric locomotives, limiting the value of current during starting, speed
control is achieved by supply of variable voltage to the traction motors. This
variation of applied voltage can be carried out easily by the use of transformer
along with Static Convertor provided in the locomotive.
The windings which form the electrical circuit must fulfill certain basic
requirements, particularly the di-electric, thermal and mechanical stresses imposed
on it during testing as well as in service and cater for over loads under adverse
conditions.
The WAG9 transformer unit consists of the main transformer active part and two
different types of reactors, hosed in a tank.
The main transformer converts the overhead line voltage (25 kV) to the lower
operating voltages for:
 traction power supply 1268V
 auxiliary 1kV
The main transformer is integrated into the traction circuit between overhead
line and rail return line.

The primary current line flows from the pantograph via roof line, vacuum
circuit breaker, the roof bushing into the primary winding of the main
transformer. It then flows back to the rail via the earth return brushes on four of
the six axles. And WAP5, WAP7 transformer has total load winding in addition
toWAG9 transformer.
DESCRIPTION OF THREE PHASE LOCO TRANSFORMER &
ITS PARTS
Each loco requires one transformer for feeding supply to traction converters/
traction motors, to auxiliary converter for supplying to auxiliary machines and to
supply Hotel load of train. This transformer will consist of Primary winding, 04
Traction windings, auxiliary winding (BUR) and Hotel Load winding. In addition,
it has a FILTER winding which is connected on locomotive to passive filter.
The transformer tank also contains 02 series resonant chokes (one for each
converter) & 03 Auxiliary Converter double chokes (one for each of the 03
auxiliary converters).

TRANSFORMER COOLING:
Transformer is oil cooled and external cooling of the oil is designed with two
independent oil circuits with cooling units located within the machine room of
locomotives. However, the cooling units / circuit component do not form part of
transformer supply.

DIFFERENT PARTS OF
A TRANSFORMER
i. Transformer tank:
Fastening Material: Aluminium
Colour: RAL-7009stain
Weight: 966 kg with lid

ii. Transformer main winding:

Make: ABB Vadodara, BHEL Jhansi,
CGL Mandideep Bhopal, EMCO
Thane Mumbai, High volt electrical Ltd Mumbai
 iii. SOD Winding:
Make: ABB Vadodara, BHEL Jhansi, CGL Mandideep
Bhopal, EMCO Thane Mumbai, High volt electrical Ltd
Mumbai

iv. Transformer Bushing

v. High Voltage Bushing:

Technical Data: 18/30 kV, 800A

vi. Temperature Sensor (Thermometer):

Technical Data: PT-100

vii. Overflow Valve:

Pressure setting: 0.8 bar

viii. Transformer Main Valve

ix. Slide of oil intake and drainage

x. Two conservator tanks including - Air dehumidifier including valve -Oil

level gauge:
Material : Aluminium
Colour : RAl 7030 stain
Volume : 137DMQ

xi. Breather:
The special features of the transformer are:-
• Transformer is mounted under slung on under frame
• Transformer is designed for feeding GTO/IGBT based Power and Auxiliary
converter load.

• Very high impedance between primary & traction windings

• 100% de-couplings between windings
• Use of continuous transposed conductor for windings
• Use of disc construction of windings
• Transformer and conservator tank of Aluminum Alloy
• Rapid action coupling between transformer and conservators in oil circuit

Maintenance during Storage:

a. Checks: According to the atmospheric conditions the oil level and the silica gel
in the breather should be checked every 6 months.
b. Oil level: If the oil level is lower than the equivalent temperature mark, oil can
be added by the filling cap on the expansion tank with the oil of the same quality.
Mixing with oils which have significantly different parameters should be avoided.
If the oil level is not visible at the expansion tank, the reason for the low oil level
must be found. Oil should not be added by the filling cap of the expansion tank as
long as reason has not been found.
c. Breather: If more than half of the silica gel is saturated (moisturized), then it
must be completely replaced. The old silica gel may be regenerated. The
transformer must not stay longer than 3 hours without functional breather.
 AUXILIARIES OF THE TRANSFORMER
TRANSFORMER OIL CIRCULATING PUMP (MPH):

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 Q-118. This trips the main circuit-breaker (DJ) of
the loco. Thus the transformer is protected.

TRANSFORMER OIL COOLING RADIATOR BLOWER (MVRH):

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 QVRH releases and trips the DJ
through the relay Q-118.
The transformer and its cooling equipment. The small vertical motor on top left is
the MPH and the horizontal larger motor in the top centre is the MVRH and
behind it is the oil cooling radiator.