INDEX PART- A 3 PHASE ELECTRIC LOCO OPERATING INSTRUCTIONS .
HAND BOOK ON 3-PHASE ELECTRIC LOCOINDEXPART- A3 PHASE ELECTRIC LOCO OPERATING INSTRUCTIONSPAGE2.3.4.5.6.Technical dataAbbreviationsGeneral features of 3 phase electric locoAdvantages of 3-phase electric locomotivesMechanical features of 3 phase electric locoSystem description46810116.16.26.36.3 66.9.76.9.8Potential transformerMain transformerTraction power circuitTraction converterLine converterDC linkDrive converterTechnical data of traction converterTraction motor:Technical data of traction motorAuxiliary converter:General3 Phase, 415 volt auxiliariesLoad sharingMain compressor 1 & 2Single – ph.415 v/110 v aux. CircuitCooling conceptHarmonic filterBatteryBrake system:Automatic train brake- (A-9)Direct brake -(SA-9)Anti spin brakesBrakes through blending valveSynchronous Loco BrakesParking brakeFailure of brake electronicsRegenerating 03334343436361.INDIAN RAILWAY-1-13
HAND BOOK ON 3-PHASE ELECTRIC .10.76.10.86.10.96.117.An emergency braking operationMiscellaneous:PantographMCPAMain reservoirMemotelSandingControl ElectronicsActive functions with Deactivated driver’s cabResetting of MCBFlasher lightKNORR’S Computer Control Brake System3737373838383939394040418Do’s and Don’tsProtective Measures:48508.18.28.38.48.58.6Catenary voltage out of rangeTemperature protectionPrimary over current protectionTrain PartingFire AlarmAlarm chain Pulling5050505051529Preparation:539.1Loco preparation and inspection6410On line movement (Different 0.1010.1110.1210.1310.1410.1510.1610.1710.18How to energise the locoOperation of BL keyDriving modeSelf hold modeSwitching off - control electronicsCooling modeOperation of ReverserDrivingBrakingOperation of throttleFailure mode operationLoco brake testingHow to change the cabBanking modeConstant speed controllerEmergency stop push buttonVigilance control device:Passing neutral section666767686868696969707071717272737375INDIAN RAILWAY-2-
HAND BOOK ON 3-PHASE ELECTRIC LOCO11.Fault 1.1011.1111.1211.1311.1411.1511.16Display screenScreen structureFaults with priority.1Faults with priority-2Isolation of sub systemAcknowledgement of fault messageIndication and recognition of faultsStatus codeFault message codeDisplay of subsystem statusBrowse of status messages on requestDiagnosis messagesIsolation message codeList of subsystemsList of isolation messagesList of information ultiple UnitWheel Lifting ProcedureDead Loco Movement869196PART- BTROUBLE SHOOTING DIRECTORY1Trouble shooting directory1 – 67PART – CDIFFERENT PHOTOGRAPHS OF LOCO PARTS1.Different photographs of loco parts1-12***INDIAN RAILWAY-3-
HAND BOOK ON 3-PHASE ELECTRIC LOCOChapter – 1TECHNICAL DATATechnical DataWAP5WAP-7WAG9Type of ServicePassengerPassengerFreightAxle ArrangementBo-BoCo-CoCo-CoGear Ratio1:3.651:3.61:5.133Gauge1676 mm1676 mm1676 mmLength over Buffer18162 mm20562 mm20562 mmOverall Width3142 mm3100 mm3152 mmMaximum Height withPantograph Locked4255 mm4255 mm4255 mm1092 mm1092 mm1016 mm1092 mm1016 mmTotal Weight78 T123 T123 TOHE VoltageNominal25 kV25 KV17.5 KV30 KV25 kVWheel DiameterNewWornMinimum17.5 KVMaximum30 kVOHE FrequencyNominal1016 mm17.5 kV30 kV50 Hz50 Hz50 HzMinimum45 Hz45 Hz45 HzMaximum55 Hz55 Hz55 HzINDIAN RAILWAY-4-
HAND BOOK ON 3-PHASE ELECTRIC LOCOPower Supply toAuxiliary Frequency415 V 10%0 to 59 Hz415 V 10%0 to 59 Hz415 V 10%0 to 59 HzNo. of AuxiliaryConverterAux. Conv.1,2,3Aux. Conv.1,2,3Aux. Conv.1,2,3Battery Voltage110 V110 V110 VPower Supply toTraction Motors2180 V2180 V2180 VNo. Of PowerConverters222Type of TractionMotorThreephaseInduction MotorsThree phaseInductionMotorsThreephaseInduction MotorNo. of TractionMotors4666FXA70596FRA60686FRA6068Power of TractionMotor1563HP1156 HP1156 HPTractive Effort258 KN322.6 KN458 tic,Regenerative,Pneumatic,Parking,Anti SpinParking,Parking,Anti SpinAnti SpinBraking Effort160 KN182 KN260 KNParking Brakes:Wheel No. 1,4,5&8Wheel No.2,6,7 & 11Wheel No.2,6,7 & 11Horse Power5440 HP6120 HP6120 HPMaximum Speed160 Kmph130 Kmph100 KmphMain Reservoir3 nos2 nos.2 nosHotel LoadAvailableNot availableNot availableLoco brakesOn DiscOn WheelOn Wheel5 kg/cm23.5 kg/cm23.5 kg/cm2INDIAN RAILWAY-5-
HAND BOOK ON 3-PHASE ELECTRIC LOCOChapter- ve Control Unit - Drive Inverter andLine converter ControlDriver Converter ControlDrive ConverterKey switchSpring-loaded switch for Main compressorsSpring-loaded switch for Main circuit breakerSpring-loaded switch for Hotel load (not active on WAG-9)Switch HeadlightsIlluminated push-button, green for Constant speed controlIlluminated push-button, yellowfor Acknowledgement all fault MessagesIlluminated push-button, yellow Emergency flashlightIlluminated push-button, red for parking brakePush-button, green for VigilancePush-button, illuminated yellow for resetting vigilanceAuxiliary ConverterBuzzer for vigilance, over speed and fireCentral ElectronicsConstant Speed ControlDiagnostic Data SetVehicle Control UnitGate Turn OffCubicle Auxiliary CircuitsProcessorSwitch Cab blower/heatingIndication lamp, red for Train partingIndication lamp, amber for over temperature CELIndication lamp, red for Main Circuit Breakerindication lamp, red for Fault message, priority 1Indication lamp, yellow Hotel load (Not active on WAG-9)Indication lamp, yellow for Wheel slippingIndication lamp, yellow for Vigilance WarningMain Circuit BreakerMICAS-S2 Control ElectronicsSpeed Recorder and IndicatorMachine RoomOver voltage Protection UnitLine ConverterINDIAN RAILWAY-6-
HAND BOOK ON 3-PHASE ELECTRIC ZLDDZLFRZLFWZLHZLIZPRDZPTZTELZKPantographSocket Hand LampPneumatic PanelCubicle Control CircuitsConverter Control UnitTraction ConverterSubsystemLow Voltage Cubicle ControlTractive/braking effortVoltmeter Battery VoltageVacuum Circuit Breaker - Main Circuit BreakerSpring Loaded Switch- Banking operationTrain Bus AdministratorSwitch for Driver’s cab lightingSwitch for Assistant driver’s desk IlluminationSwitch for Driver’s desk illuminationSwitch for Marker lights, redSwitch for Marker lights, whiteSwitch for Socket hand lampSwitch for Instrument lightingSwitch for Headlights, intensitySpring-loaded switch for PantographSwitch for Max. Traction limitationDC link***INDIAN RAILWAY-7-
HAND BOOK ON 3-PHASE ELECTRIC LOCOChapter- 3GENERAL FEATURES OF 3-PHASE AC LOCOAdvanced Technological Features: In addition to the provision of latest 3-phase traction drive system; the 3 phaselocomotives have certain improved technical features as compared to theconventional locomotives so being used on IR. Some major features are listedbelow.3.1 Digital electronics based real time traction controlSystem: To obtain precise control over tractive effort and speed in the normalmode and constant speed control mode of operation respectively.3.2 Electrical weight transfer control system: To automatically reduce the tractive effort in the leading bogie andincrease the same in the trailing bogie to take care of weight transfereffect.3.3 Anti spin protection: When the ratio of requested and effected tractive effort goes below 0.5,anti spin protection initiated, which reduce the TE and apply loco brakesto stop spinning.3.4 On-board fault diagnostics system: To eliminate/ elaborate trouble-shooting by engine crew and also to helpmaintenance staff to trace faults. The fault diagnostics systemprovides for automatic isolation of faulty equipment/ subsystems.3.5 Simulation mode of operation: To facilitate a complete functional testing of the locomotive without raisingpantograph.3.6 An exclusive harmonic filter circuit: To reduce harmonics in the loco current3.7 Static auxiliary converter: To supply auxiliary 3 phase motors. The auxiliary converter, depending onthe traction load, operates at an optimum frequency to minimize powerconsumed by auxiliaries3.8 Electronic speedometer: Paperless speed recording system. An over speed alarm system is built in.3.9 Electronic energy meter: For information of energy generated and energy consumedINDIAN RAILWAY-8-
HAND BOOK ON 3-PHASE ELECTRIC LOCO3.10 Fire detection and alarm system: For the machine room.3.11 Low traction bar arrangement between bogie and body to reduceweight transfer :Unidirectional mounting of traction motors to further reduce weighttransfer effect.3.12 Ergonomically designed and spacious driving cabs: To provide comfort and relief to crew.3.13 Use of inertial filters: Pressurized machine room to prevent entry of dust into sensitiveequipment in the machine room.3.14 Electronic brake system: For precise and fast control of braking effort, blending between electricalbrake and pneumatic brake on the locomotive.3.15 Triplet pneumatic brake panel :To minimize piping and provide single- place location of all pneumaticequipment.3.16 Use of tread brake units: To reduce maintenance3.17 Spring loaded parking brake systemInstead of handbrakes, spring loaded parking brakes are provided on thisloco, these brakes can be operated from loco and remain applied withoutpressure by spring.3.18 Over-charge feature in the brake system for fasterrelease of brakesFor faster release of train brakes after recreation, BP is charged to 5.4 kg/ cm2 for short time with restricted dropping rate to 5.0 kg/cm2.3.19 Electronic controlled vigilance systemTo keep the loco pilot alert Vigilance system is provided, As per thissystem, loco pilot has to do predetermined task once within 60 seconds,otherwise VCD will apply emergency braking.3.20 Wheel Flange lubrication system: To reduce energy consumption and wheel wear.3.21 Under-slung compressors: To eliminate oil fumes and oil spillage inside the machine room, which ispotential causes for fire hazards.INDIAN RAILWAY-9-
HAND BOOK ON 3-PHASE ELECTRIC LOCOChapter- 4ADVANTAGES OF 3-PHASE LOCOMOTIVESThe merits of 3-phase locomotives over D.C.-motor locomotives aresummarized below.4.1The size of traction motor for the same output power is much less incase of a 3-phase induction motor compared to DC motor. Therefore,with the permissible axle load and available space in a bogie,4.2realization of a much higher-powered loco motive is possible.Maintenance cost of a 3-phase locomotive is less due to absence of4.3brush-gear/ commutator in the traction motors and switchgears in thepower circuit.Induction motors are very robust. Consequently reliability of a 3-phase4.4locomotive is higher.The rated power of a D.C.-motored locomotive reduces beyond the4.54.6field weakening range. In case of 3-phase loco motives, full power isavailable up to the maximum speed.Overload capabilities in 3-phase locomotives are more Liberal.Regeneration of power is available in 3-phase locomotives.Regenerative braking effort is available from the full speed till dead4.7stop. Consequently, the overall efficiency of operation is higher.Due to superior drop characteristics of speed Vs. torque and the factthat the motor speed is limited by the synchronous speed, a muchimproved adhesion is available in 3-phase locomotive and thus higher4.8tractive efforts can be realized within permissible axle load limits.3-phase locomotive operates at near unity power factor throughout thespeed range except at very low speeds.4.9Due to lesser weight of the traction motors, the un-sprung masses in 3phase locomotive are low. This reduces track forces and consequentlyminimizes wear on rails and disturbance to track geometry.****INDIAN RAILWAY- 10 -
HAND BOOK ON 3-PHASE ELECTRIC LOCOChapter- 5Mechanical features of 3 phase AC loco.The three axles, three motor Co-Co bogie assemblies, is one of the major partsof the Locomotive. Two bogie assemblies support the entire weight of the 3phase locomotive and provide a means for transmission of the tractive effort tothe rails.The bogies are designed to withstand the stresses and vibrations resultingfrom normal rolling stock applications. An important function of the bogie is toabsorb and isolate shock caused by variations in the track bed. Thesuspension systems minimize the transmission of these shocks to thelocomotive under frame.The traction motors are suspended in the bogie frame and on the individualaxles. The motors transmit their energy to the driving axles through a gearboxmounted on the driving axle. The force from the driving axles is transmitted tothe 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 loco underframe, transmits the tractive forces to the loco body.As with the tractive effort, braking effort is transmitted to the bogie frame bythe axle journal boxes and guide rods and from the bogie frame to thelocomotive by the traction rods.Isolation and absorption of shock loads and vibration is performed by theprimary and secondary suspension. Movement between the loco body andbogie is smoothly controlled by the primary and secondary suspension.Although the springs permit free movement in any direction, lateral buffersand dampers limit the amount and rate of lateral movement. Rebound limitchains and vertical dampers limit the amount the rate of vertical rebound ofthe locomotive loco body.Yaw (longitudinal) dampers control the loco body pitch rate. Guide rodscontrol 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 andthe loco body.Primary suspension, located between the axles and the bogie frame, isprovided by twin coil springs on the axle journal box fore and aft of the axleline. Vertical hydraulic dampers are used to dampen the rebound rate of theINDIAN RAILWAY- 11 -
HAND BOOK ON 3-PHASE ELECTRIC LOCOsprings. This “Flexicoil” arrangement permits lateral movement of the axle.Longitudinal control of the axle, and the transmission of tractive and brakingeffort to the bogie frame, is provided by guide rods connected between theaxle journal boxes and bogie frame. Spheribloc rubber bushes in the guiderods allow the axle lateral movement without undue restriction.Secondary suspension is also provided by coil springs and vertical hydraulicdampers located between the bogie frame and the locomotive under frame oneach side of the bogie. The weight of the loco body is carried by the secondarysuspension springs. The “Flexi Float” arrangement of the secondarysuspension allows the loco body to move both laterally and vertically withincertain limits relative to the bogies.Bogie layout1 Sanding box3 Primary suspension damper5 Wheel flange lubrication reservoir7 Safety chain 9 Horizontal damper11 Bogie frame13 Wheel set15 Brake blocks17 Brake cylinder19 Primary suspension spring21 Sanding pipe23 Anti compounding valveINDIAN RAILWAY2 Wheel flange lubrication nozzle4 Secondary suspension yawdamper6 Secondary suspension spring8 Secondary suspension verticaldamper10 Wheel set guide12 Sanding box14 Wheel16 Brake lever18 Brake rod20 Wheel flange22 Traction link- 12 -
HAND BOOK ON 3-PHASE ELECTRIC LOCOChapter- 66.1SYSTEM DESCRIPTIONPotential transformer.The primary voltage transformer is situated on the converter roof hatch andattached to the pantograph via the roofline. The primary voltage transformerreduces the catenary voltage, approximately 25 kV, to 200 volts AC. A resistoris placed across the primary voltage transformer to provide a reference load.The output signal is used in three ways;1) Main converter electronics 4 volt AC2) Catenary voltmeters on the driver’s console 10 volt DC3) Minimum voltage relay.When panto is raised this potential transformer fed to U meter and U metershows the OHE supply in drivers cab.As such we can have an idea of availability of OHE supply before closing DJand also idea of rising of panto. However our responsibility of seeing panto isnot finished, we have to check the condition of panto physically.6.2Main TransformerGeneral:25 KV, 1-phase, AC Supply is taken from OHE catenary/ contact wire throughpantograph, roof equipment and VCB (DJ). The same supply is fed to chargethe “ parallel induction transformer” where it is stepped down to differentoperating voltage.The tank is filled with transformer oil: In order to increase the insulation strength and So that the arising heat loss can be dissipated through the circulating oilThe two parallel oil circuits with pumps and heat exchangers are providedA spy glass is provided in each machine room to check the oil level oftransformer oil.There are 3 secondary winding:a.Convertor secondary winding/Traction winding.(4 nos.)b.Aux. Convertor secondary windings.(1 no.)c.Harmonic filter secondary winding.(1 no.)INDIAN RAILWAY- 13 -
HAND BOOK ON 3-PHASE ELECTRIC LOCOROOF LAYOUT135Main circuit breakerPantographSurge arrestor246Potential transformerResistor harmonic filterRoof lineLIGHTING AND OUTSIDE CONNECTIONS12345678910INDIAN RAILWAYSignal hornEmergency flash lightHeadlightsMarker light, whiteMarker light, redEnd cock direct brake (DB, yellow)End cock main reservoir (MR, red)End cock brake pipe (BP, green)End cock feed pipe (FP, white)Coupling, UIC cable- 14 -
HAND BOOK ON 3-PHASE ELECTRIC LOCO6.3Traction Power Circuit ( WAG-9 & WAP-7)INDIAN RAILWAY- 15 -
HAND BOOK ON 3-PHASE ELECTRIC LOCO6.3Traction Power Circuit ( WAP-5)INDIAN RAILWAY- 16 -
HAND BOOK ON 3-PHASE ELECTRIC LOCO6.3Traction Power Circuit:Power from the overhead Catenary is directed to the main transformer,mounted on the locomotive under frame, via the pantograph. The tractioncircuit is split into two separate circuits after the main transformer.The traction converters can conduct current from the Catenary to the tractionmotors to provide propulsion, or can act as in the opposite manner conducting,and rectifying, current from the traction motors to the Catenary. This allows theconverter to work in both traction and braking mode. During braking the tractionmotors act as generators feeding power back into the catenary. The tractionconverters then act to convert the three phases into single phase for thecatenary.The traction converters provide continuous and automatic control of both speedand torque of the traction motors according to the driver’s demand. Theconverters are controlled by the converter control electronics, and thelocomotive central electronics.Three, 3-three phase asynchronous traction motors are connected in parallel toeach traction converter.6.3 .1 Traction Converter: (SR)Traction converter converts single-phase 25 KV AC supply into 3 phase AC,with Variable Voltage (max 2180 V) and frequency (from 65 to 132 Hz) whiletraction mode and fed it to traction motor group -1.As such there are two traction converter i.e. Traction converter-1 for TM 1-2-3and Traction converter-2 for TM 4-5-6.( In case of WAP-5 , traction converter-1for TM 1-2 and Traction converter-2 for TM-3-4)While electrical braking the traction motor works as a generator and fedgenerated 3-phase supply to Traction converter. This converter now act inreverse manner i.e. it converts 3 phase AC supply into single phase AC supplyand fed it to Transformer. Further main transformer steps up this supply andfed back to OHE. In this way 3 phase loco works as a small powerhouse, whichgenerate supply and share the load by feeding it back to OHE.SR is cooled by two separate oil cooling unit.The traction converter has three main sub parts:1) Line Converter 2) Intermediate DC link and 3) Drive converter.One spy glass is provided on each SR to check the oil leve
INDIAN RAILWAY - 1 - INDEX PART- A 3 PHASE ELECTRIC LOCO OPERATING INSTRUCTIONS PAGE 1. Technical data 4 2. Abbreviations 6 3. General features of 3 phase electric loco 8 4. Advantages of 3-phase electric locomotives 10 5. Mechanical features of 3 phase electric loco 11 6.
Abbreviations xxix PC Carli price index PCSWD Carruthers, Sellwood, Ward, and Dalén price index PD Dutot price index PDR Drobisch index PF Fisher price index PGL Geometric Laspeyres price index PGP Geometric Paasche price index PH Harmonic average of price relatives PIT Implicit Törnqvist price index PJ Jevons price index PJW Geometric Laspeyres price index (weighted Jevons index)
S&P BARRA Value Index RU.S.sell Indices: RU.S.sell 1000 Growth Index RU.S.sell 2000 Index RU.S.sell LEAP Set RU.S.sell 3000 Value Index S&P/TSX Composite Index S&P/TSX Venture Composite Index S&P/TSX 60 Canadian Energy TrU.S.t Index S&P/TSX Capped Telecommunications Index Sector-based Indices: Airline Index Bank Index
Grade 8 MFL MYP Phase 1/2 MSL MYP Phase 2/3 (G9 - G10 Elective) Grade 9 MFL 3 MYP Phase 2/3 MSL MYP Phase 3/4 G10 Elective MA MYP4 Grade 10 MSL MYP Phase 4 MA MYP5 Grade 11 MSL DP1 IB Language B Mandarin Standard Level MA DP1 Grade 12 Grade 7 MFL MYP Phase 1 MHL MYP Phase 4 MA MYP1/2 MHL MYP Phase 4 MA MYP3 MHL MYP Phase 5 MHL MYP Phase 5 MHL DP1
wound 3 phase motors. Rotary Phase Converter A rotary phase converter, abbreviated RPC, is an electrical machine that produces three-phase electric power from single-phase electric power. This allows three phase loads to run using generator or utility-supplied single-phase electric power. A rotary phase converter may be built as a motor .
The Precede-Proceed model for health promotion planning and evaluation Phase 1 Social diagnosis Phase 2 Epidemiological diagnosis Phase 3 Behavioral and Environmental diagnosis Phase 4 Educational and Organizational diagnosis Phase 5 Administrative and Policy diagnosis Phase 6 Implementation Phase 7 Process Phase 8 Impact Phase 9 Outcome Health .
CISA SDLC Phases and Relationship 4 Phase 1 - Feasibility Phase 2- Requirements Phase 3 A-Design Phase 3B- Selection Phase 4A - Development Phase 4B- Configuration Phase 6 -Post Implementation Phase 5 - Implementation Build Buy Reviews at the end of each phase acts as "stage gate"
P90X CLASSIC Phase 1 23 Phase 2 24 Phase 3 25 P90X DOUBLES Phase 1 26 Phase 2 26 Phase 3 27 P90X LEAN Phase 1 28 Phase 2 29 Phase 3 30 TABLE OF CONTENTS Warning: Due to the physical nature of this program, Beachbody recommends that you get a complete physical examination from your physician before getting started. .
A static phase converter is one that externally changes a three phase motor to a capacitor-start, capacitor-run single phase motor; running at approximately the same amperage as a single phase motor of the same horse-power. The single phase amp draw of a three phase motor on our Phase Splitter is 1 1/2 times the three phase name-plate amps.
