LOCO INTRODUCTION- E2

BRIEF DESCRIPTION OF THE LOCO:

The WAG-9 &9H is a high-speed main line locomotive for hauling FREIGHT trains
and WAP-7 is a high-speed main line locomotive for hauling PASSENGER trains.
This locomotive is a double-ended design, which means that there are a drivers cab and
coupling elements at both ends of the loco.

Mechanical Features:
The three axles, three motor Co-Co bogie assemblies, is one of the major parts of the
locomotive. Two bogie assemblies support the entire weight of the locomotive and provide a
means for transmission of the tractive effort to the rails.
The bogies are designed to withstand the stresses and vibrations resulting from normal
rolling stock applications. An important function of the bogie is to absorb and isolate shock
caused by variations in the trackbed. The suspension systems minimize the transmission of
these shocks to the locomotive under frame.
The traction motors are suspended in the bogie frame and on the individual axis. The motors
transmit their energy to the driving axles through a gearbox mounted on the driving axle. The
force from the driving axles is transmitted to the contact point between the wheel tread and
the rail. Traction force is, in turn, transmitted through the axle journal boxes and guide rods
to the bogie frame. The push-pull link rod, connected between the bogie transom and car
under frame, transmits the tractive forces to the car body.
The WAG-9/9H is equipped with the following pneumatic braking systems: automatic train
brake, direct loco brake, parking brake, and anti-spin brake. As with the tractive effort,
braking effort is transmitted to the bogie frame by the axle journal boxes and guide rods and
from the bogie frame to the locomotive by the traction rods.
Isolation and absorption of shock loads and vibration is performed by the primary and
secondary suspension. Movement between the car body and bogie is smoothly controlled by
the primary and secon

dary suspension.

A Distance between bogies (center center) 12000 mm

L Length over buffers 20562 mm
D Distance between Fig.2.1 Dimension of the locomotive; axles of bogie 1850 mm
B Overall width 3152 mm
H Max. height with pantograph locked down(Overall) 4255 mm
S Gauge 1676 mm

Layout of locomotive:

Overview:

Fig. 2.2 Layout of the locomotive

1 Roof
2 Drivers cab
3 Machine Room
4 Bogie
5 Frames

Roof layout:

Fig:- Roof layout

1 Main circuit breaker
2 Transducers
3 Pantograph
4 Resistor harmonic filter

5 Surge arrestor
6 Roof line

Underframe layout:

Fig. 2.4 Underframe layout:

1. Main Compressor (600 kg)
2. Transformer (9450 kg)
3. Circuit breaker battery
4. Batteries box (Empty Box-234 kg + Battery-374 kg. per box)

Bogie layout:

1 Sanding box
2 Wheel flange lubrication nozzle (deleted)
3 Primary suspension damper
4 Secondary suspension yaw damper

5 Wheel flange lubrication reservoir

6 Secondary suspension spring
7 Safety chain
8 Secondary suspension vertical damper
9 Horizontal damper
10 Wheel set guide
11 Bogie frame
12 Sanding box
13 Wheel set
14 Wheel
15 Brake block
16 Brake lever
17 Brake cylinder
18 Brake rod
19 Primary suspension spring
20 Wheel flange
21 Sanding pipe
22 Traction link

Machine Room:

1 Auxiliary reservoir (135 kg)

55/2 2 Scavenge blower to traction motor blower unit- 1 (42 kg)
53/2 3 Traction motor blower bogie 2 (416 kg)
237 4 Vigilance control equipment
260 5 Control electronics pneumatic manifold (430 kg)
PT 6 Pneumatic panel
48 7 Auxiliary compressor (50 kg)
59/1 8 Oil cooling unit, transformer/ converter 1 (930 kg)
63/1 9 Oil pump converter 1 (95 kg)
SR1 10 Traction converter 1 (3500 kg)
56.5/1 11 Scavenge blower capacitor to machine room blower 1(780 g)
56/1 12 Scavenge blower to machine room blower 1(37 kg)

54/1 13 Machine room blower 1 (140 kg)

1050.1 14 Auxiliary converter box 1 (608 kg)
HB1 15 Cubicle auxiliary circuits 1 (220 kg)
SB1 16 Cubicle control circuits 1 (160 kg)
411 17 Central electronics 1 (CEL 1)- (32.34 kg)
18 Main reservoir (330 kg)
19 Main reservoir (330 kg)
412 20 Central electronics 1 (CEL 2) (31.34 kg)
SB2 21 Cubicle control circuits 2 (170 kg)
HB2 22 Cubicle auxiliary circuits 2 (105 kg)
1050.2 23 Auxiliary converter box 2 (1130 kg)
54/2 24 Machine room blower 2 (140 kg)
56/2 25 Scavenge blower to machine room blower 2 (37 kg)
56.5/2 26 Scavenge blower capacitor to machine room blower 2 (780 g)
SR2 27 Traction converter 2 (3500 k
59/2 29 Oil cooling unit, transformer / converter 2 (930 kg)
FB 30 Filter cubicle (400 kg)
53/1 31 Traction motor blower bogie 1 (416 kg)
55/1 32 Scavenge blower to traction motor blower unit 2 (42 kg)

2.4.3 Drivers cab:

69.7 1 Crew fan

325.21 2 Lamp drivers desk illumination
3 Pneumatic horn
318.3 4 Emergency flasher light
325.22 5 Lamp assistant drivers desk illumination
69.7 6 Crew fan
7 Panel B
8 Control lever for horn

9 Panel A
140 10 Reverser
150 11 TE/BE Throttle
12 Panel C
94.2 13 SPEEDOMETER
14 Control lever for horn
15 Panel D
16 Operation of window wipers/washers
65.6 17 Rotary switch cab heater / fan device
293 18 Brake handle direct loco brake
19 Brake handle automatic train brake

192.1 20 Foot switch SANDING

262 21 Foot switch PVEF for release of loco brake
235 22 Foot switch VIGILANCE
23 Emergency brake cock
24 Parking brake.

ELECTRONICS SECTION - EL
Electronic Interlocking
1.1 INTRODUCTION:
The Electronic Interlocking System shall be of Solid State type and
Computer
based.
The System shall provide all the Interlocking, Control and Indication
functions as
per approved Interlocking Plan, Selection Table and Panel Diagram of the
Station.
The System shall be suitable for working on sections having 25 KV AC
Traction.
The effect of Induced Voltage shall be taken into account, while
designing the
location and number of Electronic Units on a section. Wherever the Induced
Voltage is likely to be more than the stipulated limit, Object Controllers or
Separate Interlocking Unit at Stations without Points and Crossings shall be
provided to cover the entire section.
For large Stations, which cannot be covered by one EI equipment, it
shall be
possible to connect more than one EI equipment, preferably through a OFC
channel.
Necessary provision shall be made in the Hardware and Software for
modular
expansion of the System.
Electronic Interlocking System shall have User Friendly Graphic based
Design
Tool to generate Station specific Application Software to carry out future yard
modifications.
The EI shall be an Entry-Exit System.
The System shall have capability to interface with Central ATS [CATC]
Systems.
The System shall be provided in a dust protected Cabinet. If Force
Cooling is
required, the Cooling Fans shall operate on System Power Supply with over
current protection arrangement. The failure of any one of the Fans shall give
an

Alarm to the Operator

The equipment shall be so constructed as to prevent unauthorized
access to the
System.
The System shall work on 24/48/60/110 Volts DC Power Supply.

1.2 ELECTRONIC INTERLOCKING REQUIREMENTS:

The System shall meet the Interlocking Requirements as specified in

RDSO
Specification IRS: S36 .
The Interlocking shall support all the feasible Train movements in the
Yard.
The Interlocking System shall ensure that:
(i) Conflicting Routes cannot be set.
(ii) Points are only moved, when all the safety conditions are met.
(iii) Signals only clear to a Proceed Aspect, when all the Safety
conditions are fulfilled.
(iv) The System is Fail-safe and Failures shall not provoke an unsafe
situation. Under failure conditions, Signals shall display a Stop
Aspect and Points shall not be moved and shall remain in their last
operated position.
In Normal Operation, the Route shall be released by the Train
movement, if the
Route is not set in the Fleet/automatic Mode. However, it shall be possible for
an
Operator to release the Route with a specific Local / Remote Control, as per
the
requirements of Operations as also to meet the emergent situations.
The Interlocking System, on receipt of a Route Remote Control from the
ATS (the
Command either originated from the Central ATS (CATS) or the Local ATS),
shall
permit to:
(i) Control and Lock the Points to the position required by the Route.
(ii) Set up the Route.
(iii) Lock the Sub-routes of the Route.
(iv) Lock the Route.
(vi) Authorise the Route.
(vii) Set the Aspect of the Signal, at the origin of the Route, to
PROCEED Aspect.
Start-up of the Interlocking:
(i) When the Interlocking is powered ON or following a Shutdown,
the Internal Variables managed by the Electronic Interlocking shall
be set at the most Restrictive Status. The Inputs shall be acquired
but the Outputs shall not be powered. When the Start-up finishes,
an Initialisation Phase shall follow the Start-up, wherein an
internal Timer shall maintain the variables related to the safe
conditions at the most restrictive status for 120 sec.
(ii) When this Timer times out, the variables shall be set at the
permissive status, if all safety conditions are satisfied and also

Routes, Route Locking sections and Overlaps shall be released, if

all safety conditions for their release are available
(iii) The Timer permits an automatic initialization of the Interlocking
and the value of 120 sec. shall be kept for covering the risk when
a Train approaches an origin Route Signal at the highest allowed
Speed and the EI fails and soon after restarts.
Interfaces:
EI shall be capable of interfacing with:
(i) EIs at adjoining Locations (If of same Make).
(ii) Control-cum-Indication Panel (CCIP) or Control Terminal with VDU
Display.
(iii) Signals Main Signal, Route Indicator, Shunt Signal and Buffer
Stop Signal.
(iv) Track circuits.
(v) Points.
(vi) Key Transmitters.
(vii) Crank Handles,
viii) Level Crossing Gates,
ix) Any other Specified Signalling Gear.
Interfaces shall be built-in taking in to account the limits of circuit parallelism
permissible in 25-KV AC Electrification in a Metro System.
The connectivity between the two EIs, when placed at different locations shall
be
through OFC and the EI & field equipments shall be through Signalling Cable.

1.3 SYSTEM ARCHITECHTURE:

The EI should be based on Fail-safe Microcomputer System with

independent I/O
Channel.
The EI shall have a Fault Tolerant equipment Design using
Redundancies or other
Design Features to ensure that a high level of Train service is maintained in
the
presence of a single point failure.
The system should be configured in a Fail-safe arrangement conforming
to Safety
Integrity Level 4 as defined in CENELEC Standard EN50129.
Any of the following Architecture shall be employed in the system:
(i) Two out of Three Hardware Architecture with Identical or Diverse
Hardware and Common or Diverse Software.
(ii) Two sets of Two out of Two Hardware with Identical or Diverse
Hardware and Common or Diverse Software. Failure of Hardware
will facilitate automatic changeover in a Fail-Safe manner without
affecting Train Operation.
(iii) Single Electronic Structure based on Reactive Fail Safety with
Diverse Software. The System shall be duplicated with On-line
and Hot Stand-by Configuration.

1.4 SYSTEM COMPOSITION:

 The EI System shall consist of the following:

(i) Microprocessor based Interlocking equipment to read the Yard
and Panel Inputs, process them in a Fail-safe manner as per the
Selection Table and generate required Outputs. Cycle Time and
Response Time of the Microprocessor, to read and process the
Input shall be fast enough to ensure Safety and avoid any
apparent Delay.
(ii) Control-cum-Indication Panel (Domino type) with Panel Processor
having Stand-by Processor and / or a Control Terminal with VDU
Display consisting of a Colour VDU Monitor, a Keyboard & Mouse
or Digitizer.
Control-cum-Indication Panel shall conform to requirements spelt
out in RDSOs Specification IRS:S-36 and RDSO: SPN 192. It shall
be provided with Push Buttons / Control Switches for Individual
Operation of Points, Route Setting, Clearing of Signals, Releasing
of Crank Handle, Cancellation of Routes and other functions as
covered by IRS:S-36/RDSO/SPN/ 192.
(iii) Suitable Interface to receive and process the information for
continuously displaying the current position / status of various
field equipments and Track circuits on the Control-cum-Indication
Panel or the VDU Display based Control Terminal using different
Colors / Symbols.
(iv) Maintainers Terminal with Display, Keyboard, Printer and Event
Logging facility for minimum 100,000 Events.
(v) Relay Rack along with required number of approved types of
Relays or Object Controllers / Element Interface Modules (EIM).
The Object Controllers / Element Interface Modules (EIM) shall be
such that they can operate / receive Status information from
Outdoor Signalling equipment (Signals, Points & Track circuits
etc.) without any modification / change in the design of Outdoor
Signalling equipment. The Object Controllers / Element Interface
Modules (EIM) shall be centralized in the Station Equipment
Rooms.
Maintenance & Diagnostic Aids:
(i) Maintenance Terminal consisting of a reliable PC, a VDU Terminal shall be
used for the following:
(a) Display of the current Status of the Yard.
(b) Storage of Events.
(c) Display of Recorded Events.
(d) Data Transfer to secondary storage.
(ii) Control Operation of Yard functions shall not be possible from the
Maintenance Terminal.
(iii) Facility of Annunciation and Display of faulty Card / Module for
easy Fault Diagnostic shall be provided on the System. Suitable
Alarms shall be displayed for this purpose.
(iv) A Trouble-shooting Procedure shall be built into the System to
indicate the step by step actions to be taken in case of failure of
the equipment.
(v) The System shall log all Events, Commands, Functions etc which
should be Date and Time stamped, for enabling complete analysis
of Safe and proper functioning of the System.

 Networking of Maintenance Terminals:

The Maintenance Terminals of all Interlockings shall be networked such that
Interlocking data is also accessible through a Maintenance Terminal from a
Central location in OCC.

1.5 RELIABILTY AND SAFETY REQUIREMENTS:

The System shall conform to the Reliability & Safety Standards of

CENELEC
EN50126, EN50128 & EN50129.The System shall, in totality, meet the Safety
Integrity Level 4 (SIL-4) of the relevant CENELEC Standards.
Hardware / Software redundancy shall be provided to ensure that any
single
fault does not lead to unsafe failure.
The System shall communicate with adjacent EIs, where necessary.
Dual
serial/Ethernet/ofc link in Hot Stand-by Mode shall be used for this purpose.
Components used shall be of Industrial Grade and should be
commercially
available.
Integrity of the final Vital Output of the System for control of the field
equipment
should be continuously Read-back and Checked to guard against inadvertent
Operation of the equipment
Software Requirements:
Software used in EI System should have been developed in conformity with a
Software Engineering Standard EN50126, EN50128, EN50159-1&2, &
EN50129
issued by European Committee for Electro Technical Standardization
(CENELEC)
with special relevance to Safety Critical Applications.
Verification and Validation:
(i) The System shall be based on Proven and Reliable Design.
(ii) The System shall be validated to Safety Integrity Level 4 (SIL-4) of the
relevant CENELEC Standards.
1.6 ENVIRONMENTAL REQUIREMENTS:

All the equipments shall be suitable for the environmental conditions of

Indian
Railways.
The Indoor System shall preferably be designed and manufactured for
working in
a non air-conditioned environment and ambient Temperature range between 100 C to 700 C and relative humidity up to 95% at 400 C.

VIGILANCE CONTROL DEVICE

1.0 SCOPE & OBJECT:

A vigilance feature to monitor the alertness of the driver exists in three phase
drive locomotive. AC tap changer locomotives have been provided with Vigilance
Control device (VCD). The VCD is for monitoring alertness of the engine crew
through a multi-resetting system which gets reset by specified normal
operational activities of the crew, in addition to acknowledgement of the
vigilance check by pressing a pedal switch or push button provided for driver and
assistant driver respectively for this purpose. Absence of the normal driving
functions or the acknowledgement at specified intervals shall activate vigilance
control system to flash an indication which if still not acknowledged shall cause
audio warning. If audio warning is also not acknowledged, it shall result in
emergency brake application. This shall also take care of problem of operation of
locos by unauthorized persons getting into unattended loco cab. This shall be
designed as a fail safe system.
1.01 This specification is intended to define the technical requirements of
Vigilance Control Device (VCD) to be used in existing and new tap changer
locomotives and the interface requirements. The commercial conditions such as
eligibility criteria, vendor specific conditions, vendor approval, warranty clause,
AMC clause and scope of supply covering Suppliers responsibility and Railways
responsibility shall be separately prescribed by Zonal Railways/purchaser as a
part of special conditions of purchase order/works contract.
1.02 This revised specification supersedes the earlier technical specification No.
RDSO/2008/EL/SPEC/0025/Rev.5 (March 2010) with amendment 1 dated 24-0111.
1.1 DEFINITIONS:
RDSO - Research Designs & Standards Organization
Tenderer - Firm/companies participating in the tender
Supplier - The qualified tenderer for supply of the equipment
Railways - Indian Railways Administration
CLW - Chittaranjan Locomotive Works
AMC - Annual Maintenance Contract
1.3 REFERENCE TO VARIOUS SPECIFICATIONS:

1.3.1 IEC-60571(1998-02) General requirements and tests for electronic equipment

used on Rail vehicles. (Second Edition)
1.3.2 IEC-60077 :Railway applications electric equipment for rolling stock
1.3.3 IEC-61000 : Electromagnetic Compatibility (EMC)
1.3.4 IEC-60529 : Degrees of protection provided by enclosures (Code IP)
1.3.5 RDSO spec no ELRS/SPEC/SI/0015 for Reliability of Electronics used in Rolling
stock application

2.1 Input Voltage:

VCD equipment shall be supplied power from locomotive battery at a nominal voltage of
110 volts DC. However, the battery voltage may vary from 78 V dc to 136 V dc.
2.2 Requirement:

2.2.1 Vigilance Control Unit shall be a microprocessor based multi-resettable and fail
safe system. It shall reset by operation of the frequently operated control functions by
the driver as defined in Para 2.2.2 of this specification.
The system shall be based upon a number of time cycles, the periods of which are
preset for any particular application. The system shall be designed to work on the
normally energized principle and it is only active in the loco cab that is active.
2.2.2 Vigilance cycle/Delay cycle:
The cycle has a preset period normally set at 60 seconds. This cycle is automatically
restarted whenever the vigilance unit detects one of a number of external inputs derived
from other vehicle control functions under the drivers control from the active cab, the
presence of which automatically infers that the driver has taken some positive action and
is therefore vigilant.
The control functions include Notch-up / Notch-down by the master controller
(MP) or EEC;
Operation of the sander, horn, Train Brake (A-9), Loco Brake (SA9), MPS-1;
Operation of the vigilance pedal (foot) switch available for driver or vigilance push
button available for assistant drive.
In normal circumstances, provided that the driver is periodically performing some
positive action, the cycle shall be continually reset and shall never run to completion.
Only if the driver fails to perform such an action within the cycle period, the cycle period
shall be completed.
When such an event occurs, a second time cycle, i.e. action cycle shall be
initiated and audible and visual warnings shall be given to the driver.
2.2.3 Action cycle/Warning cycle:
This cycle is initiated whenever the delay cycle runs to completion indicating that no
positive driver action has been detected for the length of the delay cycle period. During
this cycle, VCD shall begin flashing a yellow warning light for a time period 82 seconds.
If by end of this period, an acknowledgement
by crew has not been actuated, an audible alarm for a time period 82 seconds shall
begin in addition to yellow flashing light.
In order to maintain normal vehicle operation, the driver shall operate the Vigilance foot
switch or push button or any other equipment, specified in clause 2.2.2, before the action
cycle expires to prove positively that he has not become incapacitated.
Once reset in this manner, system operation reverts to the delay cycle and normal
vehicle operation is maintained.
If for any reason, the action cycle expires without being reset, the brake cycle is initiated
to make an automatic brake application.
2.2.4 Penalty brake Cycle:
The brake cycle is initiated if the driver fails to respond to the audible and visual
warnings before the expiry of the action cycle. A brake application is immediately
initiated. This ensures that the vehicle is brought to a complete standstill. Vigilance unit
initiates penalty brake, which remain applied for a period 322 seconds and cannot be
reset once applied during this period.
Only after the expiry of the brake cycle period and then only after the master controller
has been set to the off position can the vigilance unit be reset using the reset push
button provided at driver desk. The brake application then get released, the audible and
visual warnings are cancelled and normal vehicle operation can be re-established.
2.2.5 Main functions of the vigilance system include:
(a) Activating the system

(b) Vigilance/delay cycle

(c) Action cycle/warning
(d) Audio-visual warning

(e) Penalty brake cycle

(f) Penalty brake release
(g) Vigilance reset
(h) Vigilance suppression
(i) Data storage
2.2.6 Fault Cycle
The operation of the vigilance unit is continuously monitored by its own test routines. If at
any time, a condition is detected which could lead to unsafe system operation, a brake
application shall be immediately initiated and a fault indication shall be displayed by
flashing red LED The fault cycle has a preset period normally set at 32 seconds during
which period the brake application cannot be cancelled. Only after the expiry of the fault
cycle can an attempt be made by the driver to reset the fault condition using the
vigilance reset push button and resume normal locomotive operation.
2.3 System Operation - Normal:
2.3.1 Cycle time (T0) of 60 seconds.
2.3.2 The crew has to acknowledge the device within T0 time by pressing vigilance foot
switch available for driver or vigilance push button available for assistant driver or by
operating any other equipment, specified in clause 2.2.2.
2.3.3 The vigilance cycle time (T0) starts again.
2.3.4 If the above acknowledgement is not received within T0 time, the VCD shall begin
flashing a yellow warning light for a time period (T1) Sec.
2.3.5 If by the end of period T1, an acknowledgement by the crew has not been
actuated, the VCD shall actuate an audible alarm for a time period (T2) sec. The warning
light shall also continue to flash during this period.
2.3.6 If, by the end of period T2, an acknowledgement is not received, the VCD system
shall initiate penalty brake application, which shall continue for a period T3 seconds,
even if a reset acknowledgement is received during this (T3) time period.
2.3.7 The audible warning shall continue during the T3 time period along with flashing
warning light as in period T2.
2.3.8 After time period T3, audible warning as well as warning flashing light shall
continue in T4 until the VCD is reset by setting master controller to off position and
pressing reset push button provided at the driver desk.
2.3.9 At any time during the periods T0, T1 or T2 the device may be reset to the
beginning by any acknowledgement by the crew.
2.3.10 The time sequence of system operation mentioned above are
summarised in the table below

Operating
cycles
Vigilance cycle
(To)
Warning cycle
(T1)
Level 1
Warning cycle
(T2)
Level II
Penalty brake
(T3)
Level I
Penalty brake
(T4)
Level II

Time periods
(seconds)
602

Indications

82

Yellow flashing
light

Yes

82

Yellow flashing
light and alarm
sound
Yellow flashing
light and alarm
sound
Yellow flashing
light and alarm
sound

Yes

322
Until reset

None

Possibility to
Reset
Yes

No
Yes

2.4 System Operation Other Conditions :

2.4.1 Vigilance Suppression:
There shall be a provision to suppress the operation of VCD when continuous
proof of drivers vigilance is not required. Such suppression shall be initiated
by an external input to the system, derived from a vehicle speed sensor and
from brake application. Brake application shall be sensed through operation
of A9 or SA9 pressure. Vigilance suppression shall not function during the
Fault cycles. The suppression of operation of the vigilance system shall be
done in the following conditions:
Vehicle is stationary / speed is very low
Vehicle is used in slave mode
Brake application
Manual control of GR
A speed low signal shall be provided to the VCD system from an external source such
as speedometer (not a part of the scope of supply of this specification). A potential free
speed low signal is available from the speedometer which remain high (110 V) when
speed remains less than 2 (two) Kmph. In case such external signal is not available,
then vigilance suppression shall be done on the basis of logical deduction of low vehicle
speed based on the state of brake application i.e. initially when battery is ON VCD shall
check low speed signal if same is not available VCD shall go in vigilance cycle when
brakes (A-9 &SA-9) are released and MP is operated. In subsequent operation,
thereafter, VCD shall be in vigilance cycle when brakes are released.
2.4.2 Multiple Unit Operation:
The VCD system shall be disabled on a slave locomotive in multiple operations

Traction Control System & Architecture

In order to realize the above functions, the traction control system deploys
multiple microprocessors and microcontrollers. It has a distributed and
layered architecture consisting of the following five nodes which are
interconnected using a master /slave
Network, i.e. CARNET.
Traction Control Computer-1
(TCC-1)
Traction Control Computer-2
(TCC-2)
Cab Interface Unit-1 (CIU-1)
Cab Interface Unit-2 (CIU-2)
Fault Log Unit (FLU)

The following system requirements have

Guided the evolution of the above system
Architecture:
Redundancy considerations:
Since the locomotive can be hauled using any one of the Motor groups,
there should be Redundancy in the controllers too, so that single bogie
operation is feasible. Operational
Requirements: Loco can be driven from master controller located in either
of the cabs. The BL key identifies the currently active cab.
Integrated fault logging: All faults in the loco must be logged
in a unified way.
Cabling considerations: Fairly large number of control and monitoring
devices are located in the cabs which are required to be interfaced to the
controllers.

Traction Control Computers (TCC- 1 & TCC-2)

A locomotive comprises of two bogies, each with its individual set of three
motors, converters and master controller. Additionally, there are some equipment
which are bogie specific and others which are common to the loco as a whole. Single bogie operation
envisages a scenario wherein driver should be able to move the loco even when there are faults in
one of the bogies (motors, converters, etc.). This requires redundancy in traction controller hardware.
Hence, there are two Traction Control Computers - one for each bogie. TCC-1 controls motors of
group-1 and
TCC-2 of group-2 . While the bogie specific devices are interfaced to the corresponding TCC, the loco
common devices are connected to both the TCCs. However, such common equipment should be
actuated by only one TCC at a time (master), with the control switching over to the standby TCC in
case of failure of the current master. The two TCCs continuously monitor the health of each other and
a distributed arbitration logic grants master-ship to one of the TCCs. The common equipment is under
the control of the master TCC. Each TCC is controlled by a 80286 processor which hosts all loco
logics and supervisory control functions .A motor controller card with two numbers of 80C196KC - 16
bit microcontrollers is used to generate phase angle controlled thruster trigger pulses for all 4
converters ( 3 for armature and 1 for field) of one bogie. It also implements four current control boops
- three motor armature current controllers and the common field current controller. The three
processors (80286 and the two 80196) execute in close cooperation, periodically exchanging
parameters with each other using a 3- way bi-directional FIFO interface. Each TCC also has many
binary IO cardsfor interfacing 110V level loco devices to the system

CAB Interface Units

Each of the two cabs contains control and indicating devices which provide the drivers primary
interface to the locomotive. This includes master controller, BL key, current/ voltage meters, fault
display and key-pad, etc. Normally, these devices would be interfaced to the TCCs using discrete
wiring. A better alternative is to locate interface electronics at the cab itself and extend these signals to
the two TCCs via serial communication links. In addition to reduction in cabling, this approach also
reduces interface hardware at the TCCs. Hence, a 8044 microcontroller based Cab Interface Unit
(CIU) is located near each of the cabs . This unit contains isolated binary input channels (110V),
analog output channels ( meters), RS232C serial port (VFD) and a few binary output channels
(lamps). CIU is a CARNET slave and communicates with the TCCs through CARNET.

Fault Logging and Display

The traction control system integrates a Fault Log Unit (FLU) which provides services for nonvolatilestorage, display and retrieval of on-line faults occurring in the locomotive (Fig. 7). This includes
faults in the power circuits, loco equipment and the traction control computers. Faults are detected by
the Traction Control Computers as per pre-programmed fault logics. There are two kinds of fault
storage:
Fault history : FLU will manage the storage of around 100 most recent faults in non-volatile memory
as and when they occur in chronological order.
Fault status : FLU will facilitate display of remnant faults in the system. Fault status are grouped under
eight functional categories for the purpose of viewing. The driver can make attempts to clear bypass
certain faults. A facility for isolating faulty equipment is also provided. The faults are physically stored
in nonvolatile RAM of fault log card which is located in one of the TCC cubicles and interfaces to both
the TCC and CIUs through CARNET. The faults detected by the TCC are sent to FLU as messages.
Faults are displayed on each of the drivers cab on a 6 line by 40character VFD based alpha numeric
terminal (FLD). A set of 6 push-button switches are used by the driver to display, clear and bypass
faults. Each cab has one set of switches and FDU and the driver can access the FLU from either of
the cabs. FDU and switches are physically wired to the cab resident CIU which exchanges messages
with FLU through CARNET.

MECHANICAL SECTION M6 & M7

The three axles, three motor Co-Co bogie assemblies, is one of the major parts of the
locomotive. Two bogie assemblies support the entire weight of the locomotive and
provide a means for transmission of the tractive effort to the rails.
The bogies are designed to withstand the stresses and vibrations resulting from normal
rolling stock applications. An important function of the bogie is to absorb and isolate
shock caused by variations in the trackbed. The suspension systems minimize the
transmission of these shocks to the locomotive under frame.
The traction motors are suspended in the bogie frame and on the individual axis. The
motors transmit their energy to the driving axles through a gearbox mounted on the
driving axle. The force from the driving axles is transmitted to the contact point between
the wheel tread and the rail. Traction force is, in turn, transmitted through the axle journal
boxes and guide rods to the bogie frame. The push-pull link rod, connected between the
bogie transom and car under frame, transmits the tractive forces to the car body.
The WAG-9/9H is equipped with the following pneumatic braking systems: automatic
train brake, direct loco brake, parking brake, and anti-spin brake. As with the tractive
effort, braking effort is transmitted to the bogie frame by the axle journal boxes and guide
rods and from the bogie frame to the locomotive by the traction rods.
Isolation and absorption of shock loads and vibration is performed by the
primary and secondary suspension. Movement between the car body and
bogie is smoothly controlled by the primary and secondary suspension.
Although the springs permit free movement in any direction, lateral buffers
and dampers limit the amount and rate of lateral movement. Rebound limit
chains and vertical dampers limit the amount and rate of the vertical rebound
of the locomotive car body. Yaw (longitudinal) dampers control the car body
pitch rate. Guide rods control the fore and aft movement between the axles
and the bogie frame, while the link rod controls the fore and aft movement
between the bogies and the locomotive car body.

LOCOMOTIVE BOGIES

Bogies in locomotive are provided to permit long length of locomotive body to

negotiate the curves. A small length of bogie is desirable. The length of bogies is
decided by the distance between the centre of extreme wheels of bogie is known
as bogie wheelbase. Bogie wheelbase shall be well proportioned to permit the
bogie negotiating the curve and jerking. The bogie has two a more bogies on
which the body is mounted. The distance between the centers of extreme wheels
is known as the total wheelbase. Bogies Classification: - Bogies are classified on
1. No of axles
2. Type of axle drive
The type of axle drive and no of axles in the bogie is also called the wheel
arrangement. Wheel arrangements are classified as B, Bo and CO.
B: Two axles, axles are mechanically coupled
BO: Two axles, axles are independently driven
CO: Three axles, axles are independently driven
Locomotive always have two or more bodies. So the wheel arrangement of the
locomotive is designed as B-B, BO-BO, CO-CO and BO-BO-BO-BO.

Wheel arrangement of locomotive: - Different types of wheel

arrangement are available in Indian Railway Locomotives are as under:

Wheel Arrangement
BO-BO
CO-Co
BO-BO-BO

Locomotive Type

WAP5
W A M 4 , W A G 5 , WAG7,WAG9,WAP7,WAP4
WAG 6A, WAG 6B

Components: - The bogie of a locomotive is an assembly of following

components.
1. Bogies Frame
2. Wheels
3. Axles
4. Springs
5. Axle Boxes
6. Supports For Traction Motors
7. Supports For Brake Rigging & Brake Cylinder
8. Friction Dampers/ Snubbers.
Co-Co Trimount Bogie
Majority of the locomotives in Indian Railways is provided with this type of
bogies. The bogie consists of single piece cast steel bogie frame carrying
the center pivot in the cross member located towards the end of the
locomotive. Center pivot carries 60% of vertical load; it receives and
transmits tractive and braking forces. The side bearers take the other 40%
of vertical load. The side bearers do not receive or transmit Tractive and
braking forces. The frame is supported by four sets of double equalizers
extending from the end axles to the center axle. Full equalization is
obtaining by suitable positioning the springs and controlling their working
height. The weight of locomotive body is transferred to the bogie at center
pivot and two side bearers to form a three point supports. This type of
bogie is known as Tri-mount Bogie.

Suspensions:
Suspensions near bogie are provided to reduce the vibration. The
vibrations are picked up by the wheel, which is mounted on railway track
which if self is shaking up and down due to irregularities in the surface.
The suspension system also balances the vertical loads between the
wheels and provides passenger comfort by reducing vibrations in the
vehicle body.
The suspension between the axle and the bogie frame constitutes the
primary suspension. The suspension between the bogies frame and
vehicles body is called secondary suspension.
Suspension, consisting of four groups of helical coil springs. Each group of
springs consists of two nests of one outer and one inner coil. To prevent
uncontrolled bouncing effect of locomotive body, supported on helical coil
springs damper is provided as a resisting force
Types of dampers are:
1. Friction Damper
2. Hydraulic Damper
In Tri-mount bogie friction damper or snub bar is provided on four of the
inner coils of each bogie.
FLEXI COIL BOGIE
This Bogie is provided for WAP1 & WAP4 locomotives. The bogie frame and
bogie BOLSTER of FLEXI COIL bogie MARK-I are of steel cast box type. The
locomotive body weight is transferred to the BOLSTER through a center
pivot. The steel castled 'H' type BOLSTER is supported on the steel castled
bogie frame at four corners, by pair of helical springs placed in spring

pockets of main longitudinal member of the bogie frame. The BOLSTER is

located with respect to bogie frame by upright pedestals, which are
integral part of the bogie frame. This arrangement serves to transmit
force from BOLSTER to the bogie frame and vice-versa. Spring loaded
snubbing piston two Nos per bogie made of phenolic material to have high
friction between BOLSTER and bogie frame for damping in both vertical
and lateral modes of oscillation are also provided in the above pedestal
arrangement. Lateral stops are also provided on the bolster as well as on
the bogie frame to limit the side movement by flexing action of the
springs. The bogie frame is in turn supported on axles by another set of
springs resting on the axle boxes. The load of the locomotive super
structure rests on the center pivot bowel of the bogies. The bowel is fitted
with phenolic oil lubricated vertical and horizontal liners, which provided
rotational freedom between body and bogie in operation.
Suspension:
This flexi coil bogie has two stage of vertical suspension in which helical
springs have been used on primary and secondary stages. Primary
between axle box and bogie frame and secondary between bogie frame
and BOLSTER. The transfer's flexibility between the body and the bogie
has been achieved by the flexi coil action of the helical springs at the
secondary stage. The support of the bolster springs have been placed on
wider arm to give better stability in rolling.
Bolster spring Friction Device: It consists of a phenolic piston, steel washer
and a spring contain with in a cylindrical housing in the BOLSTER, to have
high friction between BOLSTER and bogies frame for damping in both
vertical and lateral modes of oscillation.
ROLLAR Bearing Axle Boxes:
Movable axle journal boxes are mounted in pedestals cast integral with
the frame. The movement of the boxes in the pedestals obtains the lateral
play for negotiation over curves and turnouts. In conventional design of
axle boxes, the axle thrust arising from flange rail reaction is exchanged
between the axle and the housing in a rigid manner. To reduce the effect
of the impact a resilient device has been incorporated in the path of the
axle thrust. In end axle boxes, the thrust is made to pass through a conical
rubber thrust pad held between inner outer thrust collars. Middle axle
boxes are with floating bearing so as to permit safe negotiability over
sharpest curves and turnouts.
Braking: Pneumatic brake system is applied in this bogie. Six brake
cylinders per bogies are used to operate clasp type brake rigging. Each
cylinder piston is connected to the brake lever to actuate the brakes on
one wheel only. Actuating adjusting rod at the bottom
does the brake shoe adjustment in service

TRANSFORMER & TRANSFORMER POWER

CIRCUIT E5A & E5B

General Description
Due to technical and economical reasons electric traction vehicles are
nowadays provided with three-phase asynchronous traction motors. The
three-phase voltage required for operating the traction motors is
generated on the vehicle by means of the traction converter connected
between the vehicles main transformer (single phase) and the traction
motors.
The traction converter allows the train not only to drive but also to brake
electrically. To control the tractive or braking effort, and hence the speed
of the vehicle, both the frequency and the amplitude of the three-phase
converter output voltage are continuously changed according to the
demand from the drivers cab. This allows continuous adjustment of the
driving or braking torque of the traction motors, which means that the
driving speed changes smoothly.
When braking electrically the traction motors act as generators. In the
converter the resulting three-phase electrical energy is converted into
single-phase energy which is fed back into the line (recuperation brake).
Output voltage of the Traction converter
2180 V
Output current
831 A
Output power
2365 kW
89.4 An earth fault detection is integrated at the output of the Line
converter.
Main Transformer
The locomotive is equipped with a main transformer.
The main transformer converts the overhead line voltage (25 kV) to the
lower operating voltages. There are four secondary traction windings (two
on each converter unit, 1269 V), one for feeding the auxiliary circuits
(1000 V) and one for the harmonic filter. The main transformer is installed
in an enclosed, oil-tight aluminum tank together with series resonant
choke for traction converter & 3 DC link chokes for auxiliary converters.
This aluminum tank is divided into two chambers. The larger chamber
contains the main transformer; the smaller chamber accommodates the
series resonant chokes at the bottom and the auxiliary converter chokes
above them. The transformer tank is made entirely of aluminum. This
construction saves weight and, above all, exerts a damping effect on high
frequency magnetic fields.

1 Oil cooling unit

2 Oil sight glass
3 Expansion tank
4 Traction converter
The tank is filled with transformer oil. An oil level sight glass is located in the machine
room (See figure 3.10).
Mineral transformer oil (type Shell Diala DX / Apar oil) is used for cooling the tank.
Two cooling circuits are provided to cool the transformer tank. The two oil pumps of the
transformer oil circuit are mounted on the tank. A sensor measures the oil temperature.
The maximum allowable oil temperature is 150C.

Traction Equipment

1 Pantograph
3 Primary voltage transformer
4 Earthing switch to VCB
5 Main circuit breaker (VCB)
7 Main transformer
8.1 Filter contactor
8.3 Resistor harmonic filter

8.4 Capacitor bank harmonic filter

9 Surge arrestor
10 Earth return brush
11 Earthing choke
12 Valve set 2*ZV
12.3 Pre-charging contactor of converters
12.4 Contactor converter
13 Valve set ZV + MV
14 Pre-charging resistors of converters
15.1 Resistor of over voltage protection unit
15.3 Series resonant circuit choke
15.4 Capacitor bank of series resonant circuit
15.5 Capacitor bank of DC-link
15.82 Earthing switch of DC-Link
20 Traction motors
Converter Unit

1 Oil sight glass

2 Expansion tank
3 Bus station on converter unit
4 Earthing switch
5 Capacitor bank series resonant circuit
6 Capacitors DC-Link
7 Gate Units
8 Valve set
9 Current sensors
10. Converter contactors

The converter unit has the task of converting power between the transformer and the
asynchronous traction motors in such a way that optimum tractive or braking effort can
be generated at any speed.
Due to GTO technology, the line is ideally loaded with a power factor of almost 1.
A 2-point circuit converter unit is installed on each bogie. The line converter (NSR)
converts the constant frequency AC voltage supplied by the transformer into DC voltage
(intermediate link).
The drive converter (ASR) generates a 3-phase system with variable voltage and
frequency. The energy flow is reversed during regenerative braking.
The power elements of the converter unit (line converter, drive converter) are oil-cooled.
The power semiconductors and all snubber circuits are installed in the valve set tank.
The 2-point circuit valve set in simple terms, performs the function of two
static changeover switches in each case.
Line Converter (NSR)
The line converter of a bogie comprises two identical valve sets. These
connect the secondary traction windings of the transformer to the DC-Link.
DC-Link
The power passing through the line converter and the traction converter is not equal at
every time interval. Compensation of these energy differences is performed in the
intermediate voltage link.
The capacitor bank in the DC-Link maintains DC-Link voltage at a constant level.
To retain control of over voltages in the DC-Link, the DC-Link is equipped with
an over voltage protection unit (MUB). This consists of a resistor and a GTO.
In case of a protective shut-down the GTOs of ASR & NSR are blocked and the
energy stored in the DC-Link is converted into heat in the MUB.
Drive Converter
The drive converter (ASR) of a bogie comprises two valve sets. These connect the 2point intermediate voltage link to the three phases of the traction motors.
On the traction side, it must be possible to set the terminal voltage and the frequency in
an infinitely variable manner. To achieve desired values, the cycle pattern is generated
with three different control principles:
- ISR (Indirect Self Control) in the lower frequency range.
- DSR (Direct Self Control) in the middle frequency range up to motor rated frequency.
- Full block process for the range above that of the motor rated frequency (weak field
area).

Main diagram traction converter

7 Main transformer
12 Valve set 2*ZV
13 Valve Set ZV + MV
15.1 Resistor over voltage protection unit
15.3 Series resonant circuit choke
15.4 Capacitor bank series resonant circuit
15.5 Capacitor bank DC-Link
20 Traction motors

CIRCUIT BREAKER ,RELAY & SPM E4

Circuit breakers provided in HB-1

Three phase 415 Volt Aux. Circuit breaker

1. 62.1/1 Circuit breaker oil pump transformer
2. 63.1/1 Circuit breaker oil pump converter
3. 47.1/1 Circuit breaker, main compressor
4. 53.1/1 Circuit breaker, traction motor blower
5. 55.1/1 Circuit breaker, scavenge blower for traction motor blower and oil cooling
6. 59.1/1 Circuit breaker, oil cooling unit for transformer/ converter
Single phase 415 /110 Volt Aux.circuit breaker
1. 54.1/1 Circuit breaker, machine room blower
2. 56.1/1 Circuit breaker, scavenge blower for machine room blower
3. 69.61 Circuit breaker, cab ventilation
4. 69.62 Circuit breaker, cab heater
5. 69.71 Circuit breaker, crew fan

Circuit breakers

provided in HB-2

Three phase 415 Volt Aux. circuit breaker

1. 62.1/2 Circuit breaker oil pump transformer
2. 63.1/2 Circuit breaker oil pump converter
3. 47.1/2 Circuit breaker, main compressor
4. 53.1/2 Circuit breaker, traction motor blower
5. 55.1/2 Circuit breaker, scavenge blower f or
traction motor blower and oil cooling
6. 59.1/2 Circuit breaker, oil cooling unit,
transformer/ converter
Single phase 415 /110 Volt Aux.circuit breaker
1. 54.1/2 Circuit breaker, machine room blower
2. 56.1/2 Circuit breaker, scavenge blower for machine room blower

RELAYS
Relay: Relay is a device, which conveys the information regarding proper
working of apparatus to the operator or may cut off the supply.
Relays are of two types. They are
I. Electrical relays
II. Mechanical relays
I. ELECTRICAL RELAYS: The relay, which gives information about any
abnormality in the concerned device in a closed circuit, is called electrical
relay. It checks the intensity / tension in the circuit.
These are classified as;
a. Current Relays
b. Voltage Relays
c. Signaling Relays
d. Control Relays
e. Special type of relays

a. Current Relays: These relays are connected in series to the circuit

and remains in de-energised condition, during the normal working of the
circuit. In case of any abnormality in the circuit, this relay will energise. In
Electric Traction locomotive there are two types of current relays. They are

i. Over current relays

ii. Differential current relays
i) Over Current Relays: when the current flow is normal in the circuit, this
relay remains de-energise and keeps its normally closed interlock in
closed position along with the circuit. If the current flow is increased
beyond the safe working limit, the relay will energise and opens its N/C I/L
in the control circuit, so the receiver stops working duly tripping DJ or
causes auto regression. In our locomotive, over current relays are QLM,
QLA, QRSI1,
QRSI2, QE, QF1 & QF2.
a. QLM: It is an over current relay provided in the feeding circuit to protect
the TFWR from the damages of over current, flowing in the circuit. It is
connected to roof bushing bar between DJ and TFWR with a current
transformer TFILM (Main Load Intensity Transformer). The physical location
of this relay is in Relay Panel (TR) on the top row.
Normally, this relay will be in de-energised condition. So, its normally
closed interlock (N/C I/L) on the MTDJ branch of DJ control circuit will be in
closed condition. In the event of over
current, i.e. more than 325 Amps, this relay gets energised and opens its
N/C I/L on MTDJ branch. There by opening the MTDJ coil circuit, which
results in tripping of DJ and disconnects the supply from the source and
thus TFWR is protected from the
effect of over current. Whenever this relay is energised, a red target will
be shown on the face of the relay, which is visible through glass window,
there by indicating that this relay
caused tripping of DJ. b. QLA: It is a over current relay provided in the
auxiliary power
circuit. It is connected on the V phase in series between TFWA and ARNO.
This relay will be in de-energise position, normally and its N/C I/L remains
closed on the MTDJ branch of DJ
control circuit for providing continuous path to MTDJ branch. This relay is
physically located in relay panel (TR) on the top row.
In the event of over current (Exceeds 1400Amps.) in the Auxiliary Power
Circuit, this relay gets energised and opens its N/C I/L on the branch of
MTDJ resulting in tripping of DJ, thus
isolating source of supply and protecting the auxiliary power circuit from
over current. Whenever this relay is energised, a red target will be shown
on the face of the relay, which is visible through glass window, there by
indicating that this relay caused tripping of DJ. c. QRSI 1 & QRSI 2: These
are over current relays, for Traction Power Circuit number 1 and 2,
respectively, from over current. They are connected in the Traction Power
Circuit between the
respective TFP secondary winding RSI blocks i.e. relay QRSI1 is
connected between TFP secondary winding 1 and RSI1 and
QRSI2 is connected between TFP secondary winding 2 and
RSI2.
RSI1 feeds traction motors 1, 2 & 3 and RSI2 feeds
Traction Motors 4, 5 & 6. These relays are located in relay
panel. The normal position of these relays is de-energise and

their N/C I/Ls on MTDJ branch of DJ control circuit will be in

closed position.
When ever over current flows through RSI block (Exceeds
3600 Amps.), the QRSI relay energises and open its N/C I/L onMTDJ
branch of DJ control circuit, causing tripping of DJ. Thus
isolating the source of supply and protecting and circuit from
the over current. When any one of these relay is energised, a
red target will be shown on the face of the concerned relay,
which is visible through glass window, there by indicating that
this relay caused tripping of DJ.
d. QE: It is an over current relay provided in Rheostatic Braking
circuit. It will remain in de-energises condition, normally.
During Rheostatic Braking, when ever the draw of current into
ATFEX (Exceeds 900 Amps.), this relay gets energised and
causes de-energising of Q 50 by which, auto regression of GR
takes place. It is located in the relay panel.
e. QF1 & QF2: These are over current relays provided in the
Rheostatic Braking (RB) circuit (QF1 is connected on TM1 and
and QF2 is connected on TM4). Whenever the current fed to
the RFs exceeds 650 Amps., the concerned relay will get
energised and causes de-energising of Q 50, by which, auto
regression of GR takes place. These two relays are physically
located on HT3 compartment.
ii ) Differential Current Relay (QD): In WAG5 loco, there are two
differential current relays called as QD1 and QD2. QD1 is connected
in Traction Power Circuit number 1, between TM2 and TM3. QD2 is
connected in Traction Power Circuit number 2, between TM 4 and TM
5
The physical location of QD1 is BA1 panel of HT1 compartment
and QD2 is in BA2 panel of HT3 compartment. These relays senses
the flow of current in the Traction Motors to which they are connected
and if there is a difference of flow of current by more than 150 Amps.
between the two TMs, to which the QD is connected, the concerned
relay will energise and causes 3 actions through Q48 relay. They
are
1. When QD energises its N/O I/L closes on Q48 relay branch. So,
relay Q48 will energise, there by its N/O I/L will close on Q51
branch. Now, relay Q51 (Auto Regression relay) will energise,
which will cause auto regression of GR.
2. Another N/O I/L will close on relay Q48 branch. So, Q 48 will
energise and its N/O I/L will close on VESA coil branch, causes
auto Sanding.
3. Because of Q48 is energised, its another N/O I/L will close on
signaling lamp LSP branch. So, LSP lamp will glow on the Loco
Pilots desk for giving indication.

b. Voltage Relays: This relay checks the tension of the source of all
the receivers in the circuit to ensure proper working of equipment.
These voltage relays are of 3 types. They are

i. Over voltage relay

ii. No or Low voltage relay
iii. Earth fault relay
i) Over Voltage Relay (Q20): It is an over voltage relay, which
protects the Traction Motors from over voltage. It is connected across
RSI1 block between positive and negative terminals. When applied
voltage to the Traction Motors exceeds 865volts., this relay gets
energised and closes its N/O I/L on auto regression relay Q51 branch
and there by relay Q51 energises, in turn its normally open interlock
(Q51 N/O I/L) closes on regression coil VE2 branch and causes auto
regression of GR.
As the GR notches are reduced the voltage also will be
reduced. When the voltage is reduced below 740volts, this relay will
de-energise and stops auto regression.
This relay is located in BA3 panel in HT3 compartment.
ii) No Or Low Voltage Relay (Q30): This relay provides protection to
the auxiliary power circuit and equipment in the event of No or Low
voltage in OHE.
This relay is connected across TFWA between U and V phases.
This relay energises as soon as TFWA is energised and its N/O I/L
closes on Q44 branch of DJ control circuit providing path to the relay
Q44.
In case of No or Low voltage in the OHE (17.5 KV or below),
this relay will de-energise and opens its N/O I/L on Q44 branch,
there by Q44 will de-energise. As a result, Q44 N/O I/L will open on
MTDJ branch of DJ control circuit and trips DJ, thus providing
protection to the circuit and equipment from possible damages due
to No or Low voltage.
This relay is located in relay panel.
iii) Signaling Relays (QV60, QV61, QV61, QV63 & QV 64):
These relays are provided for signaling lamps, which are
provided on Loco Pilots desk on both the cabs. These are called as
pilot lamps also. Whenever any abnormality takes place in any
equipment of the loco, concerned signal relay will actuate through
the equipment and that circuit will energise or de-energise, in turn
opens or closes thus interlocks in various branches of signaling lamp

MOTOR SECTION - E2
TRACION MOTORS
Traction Motors used in our loco are of DC series Motors. There are six Traction
Motors, one per each axle is provided. Two types of Traction Motors are being
used in the locomotive. They are TAO 659 and Hitachi.
Differences between TAO 659 & HITACHI
SlNo
TAO 659
HS-15250A (HITACHEE)
1
It is DC series motor
It is DC series motor
2
continuous out put is 685KW
Continuous out put is 630 KW
3
Starting current is 110A
Starting current 1200 A

4
5
6
7
8

continuous current 750A

Maximum Voltage is 750V
Speed - 1060 RPM
Number of TMs 6
Series field with cumulative
field poles
Insulation - H class

Continuous current 900 A

Maximum Voltage is 750V
Speed - 895 RMP
Number of TMs 6
Series field with commutative
field poles
Insulation - C class

These Traction Motors are axle hung nose suspended type and
are provided with grease lubricated roller bearing for armature shaft
as well as for suspension bearing for HITACHI motors.
TAO 659 motors are provided with grease lubricant roller
bearings for the armature shaft and journal bearings for suspension.
They are oil lubricated by wicks (felt pads), with the wick holders
which are supplied with oil by an axle driven pump. There are two oil
wicks containers, which are in communication with each other
through a common passage. Any surplus oil of the container will
return to the oil sump. Two oil dip sticks are provided, one on the
wick container and the other on the main oil sump in which the oil
pump is fitted.
The oil should be checked on the upper sump (wick container
with a dip stick). The dip stick will have minimum and maximum
markings. While checking, it should be ensured that the oil level is
between minimum and maximum marks. The oil level should be
checked immediately after service running. Oil level below the min
level (bottom mark) on the dip stick indicates lack of oil delivery.
New oil is to be added through the dip stick tube on the wick
container. The total oil capacity of the lubrication sump is 20.2 liters
at max of oil level. The difference between maximum and minimum
marks on the sump dip stick represents a quantity about 5.2lits of
oil.
The Traction Motor drives the axle through a rigid straight
tooth gear. One end of the armature shaft is shrunk fitted pinion,
which is meshed with drive gear fitted to the axle. There fore, the
tooth wheel is required lubrication. These gears are housed in a gear case and
provide lubrication. Top gears cardium compound are
poured in to the gear case and the capacity of gear case is 6 liters at
maximum oil level. A dip stick is provided to measure the oil level
with two markings maximum and minimum. The oil should be
between minimum and maximum marks. The distance between
minimum and maximum are corresponds to approximately 3 liters of
oil. The current reading of oil level will be available if checked at
least 1 minute after the loco has come to a stop. Fresh oil is
introduced through the dipstick tube. The gear case is fitted to the
Traction Motor body with bolts and nuts both horizontally and
vertically.
The armature winding coils are maintained in the slots by
providing mounted slot wedges are laminated fiber glass slot wedges
and by poly glass type. A frame of Traction Motor is magnetic steel
chamber on the commutator side openings have been provided for
upper air inlets and lower inspection cover. The terminal box is
situated on the upper part of the motor frame, on axle side a

removable cover gives access to the connection. Special provision

has been made in design of the motor to ensure that loco operates
satisfactorily on flooded track to a maximum flood level of 200mm
above rail level.
These Traction Motors are closed with forced air circulation by a
Blower, driven by AC Three induction motor known as MVMT1 and
MVMT2. Traction Motors: 1, 2 & 3 are cooled by MVMT1 and Traction
Motors: 4, 5 & 6 are cooled by MVMT2