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2 Application of DBR :
The DBR consisting of Resistance strips. Initial development of DBR for IR was
by BHEL and EATON. Later on developments were done by M/s. DRI/Bhopal as
main indigenized suppliers and by M/s. Stesalit/Kolkata. The comparative
characteristics of resistance element with technical data are placed in annexure
-- 1
The DBRs are classified in two groups:
i) DBR with 3 phase AC blower motor
ii) DBR with DC blower motor.
In conventional locomotives (WAG -5, WAG-7, WAM-4) the DBRs are having DC
blower motor , but after development of Static converter the fitment of DBR with
3 phase AC blower motor has been tried. The 3 phase AC Power of blower are
arranged from static converter therefore air discharge is practically constant at
all the level of braking current. The air discharge depends on braking current
and speed. So, DBR with DC blower motor are more reliable. In vertical DBR due
to space constrain the entire grid resistor are placed are placed one above the
otherin a single cubicle which leads to inadequate cooling on top grids. As a
result of it there is uneven cooling of resistor element causing burning of 5 th and
6th resistance grid.
4 Ni Cr Grid resistance:
Ni Cr grid resistor materials are used for continuous operating temperature
of 6000 C. with hot spot of 850 0 C but due to higher operating temperature
range it requires less space for dissipating the same power under similar
cooling condition. All the parameters depend on strip size and combinations
of resistances.
In the design the DC blower motor suck air from the underneath of the
locomotive and forced it upward through resistance grid. Thefailures of
resistancegrid are due to non-availability of sufficient air at lower speed of
blower.
In this design 02 units and one unit is fitted with 27 Kw /29.8 Kw blower
motor for cooling of resistor grid as compared to 30 Kw in vertical DBR.
The lay out arrangement of the resistance grid are side by side, hence
cooling of resistance element is almost uniform as hot air does not pass
through another grid.
Air suction from roof of the locomotive and there is easy availability of
sufficient air at the roof level irrespective of speed of locomotive.
The lower surface loading density and independent cooling of each grid
resulting of low hot spot temperature.
No depression of air in machine room of locomotive.
Two cubicles for accommodate of longer length of resistor element
eliminated the problem of wrapping of resistor during hot condition,
hence flashing of resistance due to hot spot can be avoided.
The first two are usually combined into one variable, the power of the resistor.
In an ideal case designer can calculate the mechanical energy involved in each
stop, which will be the sum of the kinetic, rotational and potential energies. Any
friction losses if these are significant, less the electrical losses in the motor.
The resistor manufacturers always offer bigger size of DBR for safety than really
need. If the designer knows what the drive is being used then can guess at the
run-up time.
Knowing the stop energy, start energy and the duty cycle the average power can
be calculated.
When the stop time is short in relation to the total duty cycle then it is needed to
consider the thermal capacity of the resistor, to ensure that it does not overheat
during a single stop.
The existing roof bars and insulator are required to be removed from the roof
for accommodating these DBRs. The continuity of the power supply from
one pantograph to other pantograph shall be arranged using 25kV XLPE
cable. Removal of 25 kV roof bar and provision of 45 kV XLPE cable and its
accessories for connecting pantograph to VCB. This arrangement has to
meet the electrical and mechanical standards for lying of high power cable.
After development of Forced Cooled Roof Mounted DBR trials has been
conducted as compared with Vertical DBR the report placed in annexure -- 2.
The report at annexure -2 indicates that braking effort vs. speed characteristic
of Forced Cooled Roof Mounted DBR and Vertical DBR is almost same as rating
of resistor grids and braking current are same in both type of DBR. However it is
not possible to feed continuous rated braking current of 900 Amps in vertical
DBR for longer durationdue to in adequate cooling arrangement in vertical DBR.
In Forced Cooled Roof Mounted DBR continuous braking current of 900 amps
can be applied for longer duration as cooling arrangement is much better as
compared to vertical DBR.
The braking effort calculation has also being carried out the graphical
representation placed at annexure - 4 and annexure - 5
I Performance of Forced Cooled Roof Mounted DBR on Electric
Locomotive
As discussed the performance of Vertical DBR is not satisfactory. As on July
2014 about 38 units (30 units supplied by M/s. DRI /Bhopal and rest 08 unit
supplied by M/s. Stesalit/Kolkata) of Forced Cooled Roof Mounted DBR has
been supplied to Indian Railways amongst 37 units 25 units ( 21 units of M/s.
DRI and 04 units of M/s. Stesalit) commissioned in locomotive. The detailed
commissioning list placed in annexure -- 7. Service performance trial was
conducted on Forced Cooled Roof Mounted DBRby Railways. It is reported by
Railways that controlling with Forced Cooled Roof Mounted DBR is more
iseffective while current given to TM between 900 Amps to 1100Amps. The
average wear of brake shoes are also very much low as compared to others.
During trial run teething problems reported by railways. The problems as
informed are:
The comparative test result of Vertical DBR and Forced cooled Roof
Mounted DBR (1st and 2nd) prototype units placed at Annexure –9
Sl no Annexure Details
$ The Mosebach. USA resistance strip has been tried in one Electric locomotive, but trial has not been
complete due to hot spot at lower temperature. Though this resistance strips of Mosebach.USA is
approved source of Hatched type DBR used in Diesel locomotive. Motive power directorate of RDSO has
approved.
Annexure –2
Comparative chart of trial
Type of Loco no Load Gradient Application Maximum Remarks
DBR time in breaking effort
minutes (T)
27706 3560 1:300/ 1:150/ 35 24 Service satisfactorily
1:80Dn
27278 3848 Level 15 24 Service satisfactorily
1. Directives received from Railway Board for Railway Board’s letter No. 2000/
examining the technical suitability and Elect. (TRS)/441/6 Pt. Dated
feasibility of proposed force cooled roof 13.05.2008.
mounted DBR of M/s. Daulat Ram
Industries, Bhopal
2. Joint study carried out at CLW with Minutes of Meeting held between
representative of RDSO, CLW and M/s. CLW, RDSO & M/s. DRI/ Bhopal
DRI on 21.05.2008 & 22.05.2008. on 21.05.2008 & 22.05.2008 at
CLW/CRJ.
3. Railway Board advised by RDSO about the RDSO’s letter No. EL/3.2.29/6
possibility of providing proposed DBR on (Force Cooled) dated 28.05.2008.
WAG7 Locomotive.
4. Railway Board’s directives received to Railway Board’s letter No. 2000/
expedite study on the technical suitability Elect. (TRS)/441/6 Pt. Dated
and feasibility and to submit finalized 09.06.2008.
assessments/ recommendations.
5. RDSO’s recommendations for considering RDSO’s letter No. EL/3.2.29/6
placement of limited quantity of (Force Cooled) dated 16.06.2008.
developmental order by CLW and to
nominate one Locomotive for facilitating
development of the complete design of
DBR sent to Railway Board.
6. Railway Board’s letter received regarding Railway Board’s letter No. 2000/
placement of developmental order by CLW, Elect. (TRS)/441/6 Pt. Dated
preparation of specification by RDSO and 25.06.2008.
nomination of one WAM-4 Loco of
ELS/Itarsi for fitment of prototype DBR
and trial.
7. (i) Preparation of Specification No. RDSO/ RDSO’s letter No. EL/3.2.29/6
2008/EL/SPEC/0069, Rev. ‘0’ for (Force Cooled) dated 14.07.2008.
force cooled roof mounted DBR.
(ii) GM (Elect.)/CLW advised to take
appropriate action as per directives to
Railway Board.
(iii) GM (Elect.), W.C. Railway advised to
nominate one WAM-4 Locomotive.
iv) Copy of the letter sent to Railway
Board for kind information.
8. (i) FEA analysis of roof and side wall FEA analysis has been carried
structure of WAG-7 Locomotive is out by M/s. DRI/Bhopal in
under way and is likely to be received
association with IIT/Kanpur. It is
by 01.09.2008. concluded that strength of the
roof and side walls of the WAG7
(ii) Work on 21326 WAM-4 Loco of
locomotive is adequate to take
ELS/ET has started from 25.08.2008.
the load of the two DBR units
weighing about 1500Kg each.
9. Factory tests completed on 07.09.2008 RDSO associated with the test &
trials of the DBR.
The DBR fitted on loco no 21326/WAM4
on 10.09.2008
The braking effort calculation for Forced Cooled Roof Mounted DBR
Speed in BE
SL no KMPH current notch tonne
1 20 650 30 17
2 25 750 28 21
3 30 800 24 22
4 38 900 22 23.2
Section
5 BPL 40 900 23 23
6 Habib 42 900 20 24
7 ganj 44 950 19 24
8 48 950 17 21.2
9 50 950 14 21
10 60 950 12 17.5
11 65 950 11 16
12 70 950 10 15
13 75 950 9 14
BRAKING CURVE
30
B 25
E
R
F 20
A
F
K 15
O
I
R 10
N
T 5
G
0
0 20 40 60 80
SPEED IN KMPH
The braking effort calculation for Forced Cooled Roof Mounted DBR
Speed in
SN KMPH current notch BE tonne
1 20 650 30 17
2 25 750 28 21
3 30 800 24 22
4 38 900 22 23.2
Section
5 BPL 40 900 23 23
6 Habib 42 900 20 24
7 ganj 44 950 19 24
8 48 950 17 21.2
9 50 950 14 21
10 60 950 12 17.5
11 65 950 11 16
12 70 950 10 15
13 75 950 9 14
BRAKING CURVE
30
25
B
E
R
F 20
A
F
K 15
O BRAKING…
I
R 10
N
T
G 5
0
0 500 1000 1500
CURRENT IN AMPS
Rmax is based on Ires so; the operating voltage is to be taken into account for
designing Rmax...
5. Braking torque
Torque braking = Power / (RPM X 2П) /60
Torque braking is the effective braking torque created by the motor where as
Torque is in Newton Meter.
Annexure –7
The commissioning list of Forced Cooled Roof Mounted DBR fitted in WAG -5 /
WAG 7 types of Electric Locomotive.
.
Annexure 8
21. Temperature rise at full load on Rated Within the limit class ‘F’
Voltage insulation
22. Weight 330 kg.
C. BLOWER
23. Type of Impellor Axial flow
24. Material Aluminium die cast
25. Impeller diameter 1315 mm
26. Fixing arrangement of blades With fasteners
27. Clearance betn. Inlet cone and impeller Between 2.5-3.5 mm
28. Method of fixing of impeller on motor Impeller fixed with rotor
hub with fastener and
fitted on shaft with key.
D. CABLES
29 High voltage Cable in place of roof bars
i. Size 120 mm² ,stranded
annealed copper
conductor
ii. Grade 45 kV
Comparative major test result for the existing vertical DBR and prototype
Force Cooled Roof Mounted DBR: