UNIT 04: ELECTRIC

LOCOMOTIVES

-Prepared by
Parneet Kaur Chowdhary
Lecturer EE
INTRODUCTION:
 In this chapter we will explore the various
electrical components used in electric locomotive
and EMUs.
 Also, we are going to study the various power
circuits associated with three phase locomotives.
CLASSIFICATION OF LOCOMOTIVES:
 In India, locomotives are classified according to their track gauge, motive
power, the work they are suited for and their power or model number.
 The class name includes this information about the locomotive. It
comprises 4 or 5 letters.
 The first letter denotes the track gauge. The second letter denotes their
motive power (Diesel or Electric) and the third letter denotes the kind of
traffic for which they are suited (goods, passenger, mixed or shunting).
 The fourth letter used to denote locomotives' chronological model number.
However, from 2002 a new classification scheme has been adopted. Under
this system, for newer diesel locomotives, the fourth letter will denote
their horsepower range.
 A locomotive may sometimes have a fifth letter in its name which
generally denotes a technical variant or subclass or subtype. Some of the
indication of fifth letter is like 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp,
etc.
 So in this scheme, a WDP-3A refers to a 3,100 hp (2,300 kW) loco, while
a WDM-3F would be a 3,600 hp (2,700 kW) loco.
THE CLASSIFICATION SYNTAX IS AS FOLLOWS
1) The first letter (Gauge):
 W – Indian Broad gauge (the "W"
Stands for Wide Gauge having width of
5 ft 6 in).
 Y – Metre Gauge (the "Y" stands for
Yard Gauge having width of 3 ft 3 3⁄8 in
(1,000 mm)).
 Z – Narrow Gauge – 2 ft 6 in (having
width of 762 mm).
 N – Narrow Gauge called as Toy gauge
(having width of 2 ft (610 mm)).
W- BROAD GAUGE (5 ft 6 in)
Y- METRE GAUGE (3 ft)
N- Narrow Gauge(2 ft)
2) The second letter (Motive power):
 D – It stands for ‘Diesel’.
 C – It stands for ‘DC electric’ (can run
under DC overhead line only).
 A –It stands for ‘AC electric’ (can run
under AC overhead line only).
 CA –It stands for both ‘DC and AC’ (can
run under both AC and DC overhead
line); 'CA' is considered a single letter.
 B –It stands for ‘Battery electric
locomotive’.
D- DIESEL LOCOMOTIVE
A- AC ELECTRIC LOCOMOTIVE
3) The third letter (job type):
 G – It stands for ‘Goods’.
 P – It stands for ‘Passenger’.
 M –It stands for ‘Mixed’ i.e. both
goods and passenger.
 U – It stands for ‘Electric multiple
units’. It is used to carry the
commuters in the city suburbs.
P – PASSENGER TRAIN
G – GOODS TRAIN
M – MIXED i.e. BOTH GOODS AND
PASSENGER TRAIN
i) For example, in Locomotive name "WDM 3A":
 "W" means broad gauge

 "D" means diesel motive power

 "M" means suitable for both goods and passenger service

 "3A" means the locomotive's power is 3,100 hp ('3' stands

for 3000 hp, 'A' denotes 100 hp more).
ii) In Locomotive name "WAP 5":
 "W" means broad gauge
 "A" mean AC electric traction motive power
 "P" means suitable for Passenger service
 "5" denotes that this locomotive is chronologically the
fifth electric locomotive model used by the railways for
passenger service.
CLASSIFICATION OF EMU:
• An electric multiple unit or EMU is a multiple
unit train consisting of self-propelled carriages,
using electricity as the motive power.
• An EMU requires no separate locomotive, as
electric traction motors are incorporated within one
or a number of the carriages.
• EMUs are popular on commuter and suburban rail
networks around the world due to their fast
acceleration and pollution-free operation.
• Being quieter than diesel multiple units (DMU)
and locomotive-drawn trains, EMUs can operate
later at night and more frequently without
disturbing nearby residents.
• The EMUs are mostly classified into 4 types based on their
functions:
1. Power Car: It carries the necessary equipment to draw
power from the electrified infrastructure, such as pickup
shoes for third rail systems and pantographs for overhead
systems, and transformers.
2. Motor Car: It carry the traction motors to move the train,
and are often combined with the power car to avoid high-
voltage inter-car connections.
3. Driving Cars: It is similar to a cab car, containing a
driver's cab for controlling the train. An EMU will usually
have two driving cars at its outer ends.
4. Trailer Cars: They are any cars that carry little or no
traction or power related equipment, and are similar
to passenger cars in a locomotive-hauled train. On third
rail systems the outer vehicles usually carry the pick up
shoes, with the motor vehicles receiving the current via
intra-unit connections.
DRIVER CAR
POWER CAR COMBINED WITH MOTOR
CAR
TRAILER CAR
POWER CIRCUIT DIAGRAM OF AC LOCOMOTIVE:
 Power circuit of an electric locomotive is that which
carries current for traction motors. General
arrangement of various equipments in this circuit is as
shown in fig a above.
 In the above diagram,
1. OHE
2. Pantograph
3. Circuit Breaker
4. On load tap changer
5. Transformer
6. Rectifier
7. Smoothing choke
8. Traction motor
 These various electrical components contribute
towards the appropriate power supply for the electric
locomotive.
FUNCTIONS OF VARIOUS EQUIPMENTS IN THE
POWER CIRCUIT:
1) OHE(Overhead Equipment): OHE comprises of the Catenary and
Contact wire arrangement that carriers the 25 kV supply necessary to
drive the AC locomotive.

2) Pantograph: A pantograph is a device mounted on the roof of the

electric locomotive to collect power through contact with an overhead
contact wire. It is commonly used current collector equipment.
3) Circuit Breaker and Earthing Switch:
• Whenever supply to a locomotive is given from high voltage supply, it is usual
to provide circuit breaker.
• In 25 kV 50 Hz supply system, circuit breaker is provided between
pantograph and transformer.
• Its main function is to disconnect the locomotive from the supply in the event
of fault in the equipment.
• The circuit breakers used in the traction power circuit are mostly Air blast
type and Vacuum type circuit breakers.
• The function of both the circuit breaker is same i.e. to interrupt the power in
case of faults.
• Earthing switch is also provided in every traction power circuit.
• The earthing switch is to be closed whenever the line maintenance is to be
done on the system.
• For the operation and maintenance of the lines, the circuit breakers are
opened first and then the earthing switch is closed. If by any reason the
charge is still present on the line it will get discharged through ground with
the help of earthing switch.
• It provides an additional protection to the person who is performing
maintenance on the line.
4) Tap Changer:

• Tap changers are of many types such as On-Load tap

changers and Off-Load tap changers.
• In traction power circuit mainly on load tap changers
are preferred.
• Speed control of traction motors is conveniently
exercised by varying the applied d.c. voltage.
• Taps are provided on the secondary side of the
transformer which are further connected to the rectifier
circuit and rectifier to the dc motor.
• The main transformer secondary is so designed that it
has two windings. One winding is connected to tap
changer and other winding is connected to the auxiliary
circuit.
On-Load tap changer for Locomotives
5) Transformer:

• In all a.c. traction units, limiting the value of current

during starting and speed control according to the
traffic requirements are achieved by the supply of
variable voltage to the traction motors.
• The variation of applied voltage can be carried out
easily by the use of transformer along with tap
changer.
• The 25kV voltage from the overhead conductor is
stepped down to working voltage levels required by the
traction motor.
• This is done by the transformer which is mounted in
the locomotive itself.
6) Rectifier:

• The rectifier is designed to convert the AC supply to DC

supply. This DC supply is used by the DC traction
motor.
• The rectifier normally consists of thyristors and diodes
which are used to convert AC to DC.
• Modern electric locomotives usually have at least two
rectifiers one for power circuit called as ‘Main rectifier’
and the other one for the auxiliary circuits.
• To the power circuit, DC traction motors are connected
and other circuit is auxiliary circuit to which all the
other necessary electrical systems are connected.
7) Smoothing Reactor:

• The d.c. output of a rectifier is pulsating and contains

ripples. These a.c. harmonics besides producing heating
in the magnetic circuit of the motor, produces
commutation troubles.
• Thus, Smoothing reactor is introduced in between
output terminals of the rectifier and d.c. motor and its
main job is to smoothen out the ripples in the d.c. output
of the rectifiers.
• Smoothing reactor is nothing but a pair of choke coils
which are used to remove the ac ripples which are left
over from the rectification cycle.
• This smoothened DC is then fed to the DC traction
motors.
EQUIPMENTS IN AUXILIARY CIRCUIT AND THEIR
FUNCTIONS:
1) 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 Transformer
Oil circulating pump.
• 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 circulating pump fails or stops the relay
contacts open which in turn trips master auxiliary protection
relay. This trips the main circuit-breaker of the loco. Thus the
transformer is protected.
2) Transformer Oil Cooling Radiator Blower
(MVRH):
• The transformer oil circulating pump circulates the
transformer oil through a radiator array on top of the
transformer.
• Air is blown over the radiator by the radiator blower.
• This discharges the heat from the radiator into the
atmosphere.
• A flow detecting relay is provided in the air-stream of
the radiating blower. The flow detector is a diaphragm
type device.
• The flow of air presses the diaphragm which closes an
electrical contact.
• If the air flow from the radiator blower stops, then the
relay closes and gives trip command to the circuit
breaker and the C.B. opens.
 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.
3) Auxiliaries of the Rectifier Block
(MVSI-1 and MVSI-2):
• Two Rectifier Cooling are provided. 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 continuously.
• The switching sequence of the blowers is setup in such a
way that unless the blowers are running, traction
cannot be achieved and locomotive will not start.
• A detection relay of diaphragm type is also provided in
the air stream of these blowers.
• However, the detection relay are interlocked with a
different relay.
• This is a much faster acting relay with a time delay of
only 0.6 seconds. Hence the failure of a blower would
trip the circuit breaker in less than 1 second.
Diaphragm type air-flow sensing relay
4) Auxiliaries of the Smoothing Reactors
(MVSL 1 & 2):
• 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 Smoothing
Reactors.
• A detection relay of diaphragm type is also provided in
the air stream of these blowers to ensure that the
blower is working properly.
5) Auxiliaries of Traction Motors (MVMT 1 & 2):
• 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.
• The traction motor cooling blowers require a large
quantity of air which is taken from vents in the side-wall
of the locomotive.
• These blowers are provided with the relays to detect any
kind of faults associated with the blowers.
MVMT-Traction motor cooling blower motor
ADDITIONAL AUXILIARY EQUIPMENTS IN THE
ELECTRIC LOCOMOTIVE:

1) Head Light:
• Head light illuminates front track ahead at nighttime or even
at daytime when train passes through dark places e.g. tunnels
etc.
• It facilitates for driver to have good visibility to look for any
obstruction or any abnormality on track.
• Accordingly driver can take necessary action for ensuring safe
and efficient operation of the train.
• To achieve higher illumination at lower power and to
eliminate dependency on non-saturated single beam 32V,
250W incandescent head light lamp had been eliminated by
twin beam 24V, 100/90W twin filament halogen lamp
headlight.
• This headlight has two separate sets of reflector and halogen
lamp arranged in one casing. Both lamps are connected in
parallel so that in case of failure of one lamp other will still be
glowing.
• This system has been provided with 110V DC to 24V DC, 400W, DC
– DC converter connected from loco battery to feed power to twin
beam head light.
• The head light beams are of prefocused type with totally enclosed
construction complete with reflector, lamp holder terminals and front
glass etc.
• The great advantage of this system is that headlight will always be
available even in the neutral zone.

Twin Beam Head Light

2) Flasher Light:
• The provision of flasher light in locomotive has great
significance from both the safety and operating point of view.
• It attracts the attention of driver of approaching train on the
adjacent track and indicates him to be cautious and stop
train in the event of any unsafe track conditions.
• The flasher light should be clearly visible on straight track of
at least 2 kms. both during day or night.
• The conventional flasher light unit has been replaced with
adoption of LED based flasher light unit.

Conventional & LED Based Flasher Lights

3) Marker Light:
• Usually each end of the loco has two marker lights, one on either side
just above the buffers in the front.
• Each marker has a switchable lens so it can have one of two colours --
red or yellow.
• Sometimes there are two lamps in each housing, one red and one
yellow, instead.
• Normally the marker lamps are yellow in front (at the leading face of
the loco).
• The rear marker lights are red in colour, when the loco is travelling
light. This helps confirm that the loco is supposed to be travelling
light and that there hasn't been a parting of its load.
• A marker lamp can also be switched to red in the front if there is
greater danger of collision on that side.
• Sometimes these lights are also referred to as parking lights.
HORN
FLASHER
LIGHT
HEAD
LIGHT

MARKER
LIGHT
 HEAD
FLASHER
LIGHT
LIGHT

MARKER
LIGHT
4) Horn:
• Train horn is a powerful air horn that serves as an
audible warning device on electric locomotives.
• The horn's primary purpose is to alert persons and
animals to an oncoming train, especially when
approaching a grade crossing.
• The horn is also used for acknowledging signals given
by railroad employees, such as
during switching operations.
5) Batteries:
6) Arno Converter:
• Arno converter is a device which converts single phase AC
supply into three phase AC supply. It is a rotating device.
• This three phase supply is needed for the induction motors
used at various places such as blowers and exhausters.
• To supply the three phase power to these induction motors
Arno converters are required.
• Arno converter is supplied by main traction transformer. The
secondary auxiliary winding of the main traction transformer
is connected to the Arno converter which provides supply not
only to the induction motor but also to the traction auxiliary
equipments.
• Due to variation in voltage, the speed of the Arno also varies
because of which the three phase output supply is not
constant.
• Due to this reason, the Arno converters are being replaced by
solid state static converter units.
LIST AND FUNCTION OF DIFFERENT TYPES OF
RELAYS:
 The main function of a protective relay is to protect the vital
equipment of locos with the least interruption to service by
controlling the circuit breaker, when abnormal conditions
develop.
 Thus the relays are designed to detect and to measure
abnormal conditions and actuate the circuit breaker tripping
circuit.
 There are various types of relays that are required and used
for protection of the traction system for smooth working.
 A relay is really a remotely controlled switch. In Figure
below, a power circuit contains a switch which is opened and
closed by operation of a relay.
 The relay is activated by a magnetic core which is energised when a
controlling switch is closed. As the core is energised, it lifts and
closes a pair of contacts in a second circuit - usually a power circuit.
 The current required for the relay is usually much lower
than that used for the power circuit so it can be provided by
a battery.
 On a train, the controlling switch could be located anywhere
on the train to activate the relays controlling the power to
the motors.

Following are the list of relays used in electric Traction system

along with their Functions:

1) Buchholz Relay:
 Buchholz Relay is a device inserted in the oil cooling circuits of
electric locomotive transformers to detect low oil pressure.
 If low oil pressure is detected, the relay trips out the power
system.
 It provides protection against incipient faults i.e. slowly
developing faults inside the traction transformer.
 When such fault occurs, the relay trips the power supply
system with help of circuit breaker.
BUCHHOLZ
RELAY
2) No-Volt Relay:
 No voltage relay is required to detect power supply
failure.
 This becomes necessary to enable the driver of the train
to return back the controller to the starting position
before power is reapplied otherwise on the resumption of
supply, traction motor will be directly connected across
the full voltage which makes the motor to draw
abnormal current.
 When certain amount of current, which is proportional
to the supply voltage, flows through the coil, an
armature is attracted. This closes a pair of auxiliary
contacts proving that power supply is available.
 On the other hand failure of power releases the
armature which breaks the auxiliary circuit. This will
further release line contactors which open the main
power circuit.
3) Overload Relay:
 Overload Relay is a power circuit relay which detected
excessive current in the circuit and switched off the
power to avoid damage to the motors.
 It consists of a power coil of few turns of copper strip
wound on a laminated steel core.
 When certain value of coil current is reached, armature
is attracted.
 The current at which this occurs is adjusted by the
tension in the spring and is indicated on the calibrated
scale.
 Thus the overload relay detects excessive current and
avoid damage to the traction motor.
4) Notching Relay:
 A DC motor power circuit relay which detects the rise
and fall of current in the circuit and inhibits the
operation of the resistance contactors during the
acceleration sequence of automatically controlled motors.
 The relay operates a contactor stepping circuit so that,
during acceleration of the motor, when the current falls,
the relay detects the fall and calls for the next step of
resistance to be switched out of the circuit.
LIST AND PURPOSE OF DIFFERENT TYPES OF
CONTACTORS:

 As we have seen from the description above, the relay must

have a current applied to it all the time it is required to be
closed.
 To avoid having current on to, say, a lighting control relay all
the time, a different type of remotely controlled switch is
used. This is called a contactor.
 The contactor is really a latched relay. It can also be called a
"momentary switch".
 It only requires current to be on for a "moment" for it to
operate.
 In order to keep the contacts closed once the control current
is lost, the power circuit contacts are held in position by a
mechanical latch.
 When it is necessary to open the power circuit, the latch is
released and the contacts drop open.
 A schematic showing how a contactor is operated by two coils,
each with their own controlling switch is shown in figure
above.
 In this case, the contactor is closed or "set" by pressing the
ON button and opened, or "tripped" by pressing the OFF
button. Both ON and OFF buttons are sprung so that only a
momentary current is used to activate the coil.
 All the contactors are connected to the train wiring. These
lights can be switched on and off from both ends of the train.
 There are various types of contactors, some of its types are
given below:
1. Electromagnetic Contactor
2. Pneumatic Contactor
3. Electro-Pneumatic Contactor
4. Latched Contactor
1. Electromagnetic Contactor
 When energized (connected to a source voltage U), the contactor
coil w produces magnetic field. It develops a force Fd which pulls
down the armature to the core. In the case presented, the contact
systems are in the form of a contact-bridge which comes into contact
with the stationary (fixed) contact body-pairs (A1 ,a1 and B,b). Such
contact systems, designated as CS1, and CS2 are known as
contactors poles. By definition pole is: a portion of a switching
device associated exclusively with one electrically separated
conducting part of its main circuit and excluding those portions
which provide a means for mounting and operating all poles
together. A switching device is called single-pole if it has only one
pole. It is called two-pole, three-pole device, etc. provided poles are
coupled in such a manner as to operate together. When the coil w is
de-energised, a spring provided will push the armature back to its
initial position. Thus the coil is considered part of the control circuit
of a contactor.
The contact system CS2 has dual action - in one operating cycle it
opens A2, a2 and closes A1, a1. The first contact pair (A2, a2) is
called normally closed, while the second one - normally opened.
Besides the main contact systems, contactors may have auxiliary
contact systems which are mechanically operated simultaneously
with the main ones.
2. Pneumatic Contactor:
 In this type of contactor, the movement of moving
element for making the contacts are moved with the help
of compressed air instead of electrical force.
 The only disadvantage of this system is that it is slow in
operation as compared to electromagnetic contactor.

3. Electro-pneumatic Contactor:
 The electro-pneumatic contactor is the combination of
pneumatic and electrical technology.
 The electrical signal maybe from AC or DC source. The
operating medium is compressed air and the operating
voltage is around 12-220V.
 These contactors have simplicity of design and control,
high reliability, keeps environment clean, light in weight
and cost effective.
4) Latched Contactor:
 Latched contactor means hold i.e. hold the contacts frm
coming to their original positions.
 In this type of contactor the moving element leaves the
position of rest when the operating means are energized
but are at the same time prevented by means of a
latching arrangement from returning to the original
position when the element id de-energized.
 The latching and the release of the latching may be with
the help of electrical, mechanical, pneumatic or
magnetic.
AUXILIARY CIRCUIT OF AN AC LOCOMOTIVE:
• The single phase auxiliary circuit has an auxiliary
transformer which gives 380V and 110V. It steps down
the voltage level as per the auxiliary circuit
requirement.
• The following loads are connected in the 380 V AC
circuit:
 Machine room blowers
 Compressors
 Exhausters
 Pumps etc
• Loads connected to the 110 V AC circuit are:
 Fans
 Battery
 Lights
• The 380 V and 110V circuits are energized as soon as
circuit breakers are closed.
• For cooling the different electronic equipments in the
locomotives machine room blowers are used. The
machine room temperature is kept below 70⁰C.
• This becomes problem in summer period when the
room temperature itself is more and it becomes
difficult to maintain the machine room temperature
below 70⁰C.
• To avoid such situations, cooling mode operations are
used in the control circuit.
• The machine room blowers start operating to bring
down the machine room temperature to the normal
working value.