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 secondary 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 layout1 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 k59/2 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 Computerbased. The System shall provide all the Interlocking, Control and Indication functions asper approved Interlocking Plan, Selection Table and Panel Diagram of theStation. 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 thelocation and number of Electronic Units on a section. Wherever the InducedVoltage is likely to be more than the stipulated limit, Object Controllers orSeparate Interlocking Unit at Stations without Points and Crossings shall beprovided to cover the entire section. For large Stations, which cannot be covered by one EI equipment, it shall bepossible to connect more than one EI equipment, preferably through a OFCchannel. Necessary provision shall be made in the Hardware and Software for modularexpansion of the System. Electronic Interlocking System shall have User Friendly Graphic based DesignTool to generate Station specific Application Software to carry out future yardmodifications. 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 isrequired, the Cooling Fans shall operate on System Power Supply with overcurrent protection arrangement. The failure of any one of the Fans shall give anAlarm to the Operator The equipment shall be so constructed as to prevent unauthorized access to theSystem. 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 RDSOSpecification 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 Safetyconditions are fulfilled.(iv) The System is Fail-safe and Failures shall not provoke an unsafesituation. Under failure conditions, Signals shall display a StopAspect and Points shall not be moved and shall remain in their lastoperated position. In Normal Operation, the Route shall be released by the Train movement, if theRoute is not set in the Fleet/automatic Mode. However, it shall be possible for anOperator to release the Route with a specific Local / Remote Control, as per therequirements of Operations as also to meet the emergent situations. The Interlocking System, on receipt of a Route Remote Control from the ATS (theCommand either originated from the Central ATS (CATS) or the Local ATS), shallpermit 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, toPROCEED 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 shallbe set at the most Restrictive Status. The Inputs shall be acquiredbut the Outputs shall not be powered. When the Start-up finishes,an Initialisation Phase shall follow the Start-up, wherein aninternal Timer shall maintain the variables related to the safeconditions at the most restrictive status for 120 sec.(ii) When this Timer times out, the variables shall be set at thepermissive status, if all safety conditions are satisfied and alsoRoutes, Route Locking sections and Overlaps shall be released, ifall safety conditions for their release are available(iii) The Timer permits an automatic initialization of the Interlockingand the value of 120 sec. shall be kept for covering the risk whena Train approaches an origin Route Signal at the highest allowedSpeed 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 VDUDisplay.(iii) Signals Main Signal, Route Indicator, Shunt Signal and BufferStop 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 parallelismpermissible in 25-KV AC Electrification in a Metro System.The connectivity between the two EIs, when placed at different locations shall bethrough 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/OChannel. The EI shall have a Fault Tolerant equipment Design using Redundancies or otherDesign Features to ensure that a high level of Train service is maintained in thepresence of a single point failure. The system should be configured in a Fail-safe arrangement conforming to SafetyIntegrity 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 DiverseHardware and Common or Diverse Software.(ii) Two sets of Two out of Two Hardware with Identical or DiverseHardware and Common or Diverse Software. Failure of Hardwarewill facilitate automatic changeover in a Fail-Safe manner withoutaffecting Train Operation.(iii) Single Electronic Structure based on Reactive Fail Safety withDiverse Software. The System shall be duplicated with On-lineand Hot Stand-by Configuration.
1.4 SYSTEM COMPOSITION:
The EI System shall consist of the following:(i) Microprocessor based Interlocking equipment to read the Yardand Panel Inputs, process them in a Fail-safe manner as per theSelection Table and generate required Outputs. Cycle Time andResponse Time of the Microprocessor, to read and process theInput shall be fast enough to ensure Safety and avoid anyapparent Delay.(ii) Control-cum-Indication Panel (Domino type) with Panel Processorhaving Stand-by Processor and / or a Control Terminal with VDUDisplay consisting of a Colour VDU Monitor, a Keyboard & Mouseor Digitizer.Control-cum-Indication Panel shall conform to requirements speltout in RDSOs Specification IRS:S-36 and RDSO: SPN 192. It shallbe provided with Push Buttons / Control Switches for IndividualOperation of Points, Route Setting, Clearing of Signals, Releasingof Crank Handle, Cancellation of Routes and other functions ascovered by IRS:S-36/RDSO/SPN/ 192.(iii) Suitable Interface to receive and process the information forcontinuously displaying the current position / status of variousfield equipments and Track circuits on the Control-cum-IndicationPanel or the VDU Display based Control Terminal using differentColors / Symbols.(iv) Maintainers Terminal with Display, Keyboard, Printer and EventLogging facility for minimum 100,000 Events.(v) Relay Rack along with required number of approved types ofRelays or Object Controllers / Element Interface Modules (EIM).The Object Controllers / Element Interface Modules (EIM) shall besuch that they can operate / receive Status information fromOutdoor Signalling equipment (Signals, Points & Track circuitsetc.) without any modification / change in the design of OutdoorSignalling equipment. The Object Controllers / Element InterfaceModules (EIM) shall be centralized in the Station EquipmentRooms. Maintenance & Diagnostic Aids:(i) Maintenance Terminal consisting of a reliable PC, a VDU Terminal shall beused 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 theMaintenance Terminal.(iii) Facility of Annunciation and Display of faulty Card / Module foreasy Fault Diagnostic shall be provided on the System. SuitableAlarms shall be displayed for this purpose.(iv) A Trouble-shooting Procedure shall be built into the System toindicate the step by step actions to be taken in case of failure ofthe equipment.(v) The System shall log all Events, Commands, Functions etc whichshould be Date and Time stamped, for enabling complete analysisof Safe and proper functioning of the System. Networking of Maintenance Terminals:The Maintenance Terminals of all Interlockings shall be networked such thatInterlocking data is also accessible through a Maintenance Terminal from aCentral location in OCC.
1.5 RELIABILTY AND SAFETY REQUIREMENTS:
The System shall conform to the Reliability & Safety Standards of CENELECEN50126, EN50128 & EN50129.The System shall, in totality, meet the SafetyIntegrity Level 4 (SIL-4) of the relevant CENELEC Standards. Hardware / Software redundancy shall be provided to ensure that any singlefault does not lead to unsafe failure. The System shall communicate with adjacent EIs, where necessary. Dualserial/Ethernet/ofc link in Hot Stand-by Mode shall be used for this purpose. Components used shall be of Industrial Grade and should be commerciallyavailable. Integrity of the final Vital Output of the System for control of the field equipmentshould be continuously Read-back and Checked to guard against inadvertentOperation of the equipment Software Requirements:Software used in EI System should have been developed in conformity with aSoftware Engineering Standard EN50126, EN50128, EN50159-1&2, & EN50129issued 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 therelevant CENELEC Standards.1.6 ENVIRONMENTAL REQUIREMENTS:
All the equipments shall be suitable for the environmental conditions of IndianRailways. The Indoor System shall preferably be designed and manufactured for working ina 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 DEVICE1.0 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 24-01-11.
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 belowOperating cycles Time periods (seconds) Indications Possibility to Reset
Vigilance cycle (To) 602 None Yes
Warning cycle (T1) Level 1 82 Yellow flashing light Yes
Warning cycle (T2) Level II 82 Yellow flashing light and alarm sound Yes
Penalty brake (T3) Level I 322 Yellow flashing light and alarm sound No
Penalty brake (T4) Level II Until reset Yellow flashing light and alarm sound 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 operationsTraction 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 /slaveNetwork, 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 haveGuided the evolution of the above systemArchitecture:
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. OperationalRequirements: 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 loggedin 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 threemotors, 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 andTCC-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 UnitsEach 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 discretewiring. 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 alsoreduces 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 DisplayThe traction control system integrates a Fault Log Unit (FLU) which provides services for non-volatilestorage, display and retrieval of on-line faults occurring in the locomotive (Fig. 7). This includesfaults 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 bypassfaults. 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 BOGIESBogies 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 on1. No of axles2. Type of axle driveThe 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 coupledBO: Two axles, axles are independently drivenCO: Three axles, axles are independently drivenLocomotive 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 Locomotive TypeBO-BO WAP5CO-Co W A M 4 , W A G 5 , WAG7,WAG9,WAP7,WAP4BO-BO-BO WAG 6A, WAG 6B
Components: - The bogie of a locomotive is an assembly of followingcomponents.1. Bogies Frame2. Wheels3. Axles4. Springs5. Axle Boxes6. Supports For Traction Motors7. Supports For Brake Rigging & Brake Cylinder8. Friction Dampers/ Snubbers.Co-Co Trimount BogieMajority 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 Damper2. Hydraulic Damper
In Tri-mount bogie friction damper or snub bar is provided on four of the inner coils of each bogie.
FLEXI COIL BOGIEThis 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 bottomdoes 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 contactor8.3 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 contactorsThe 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 2-point 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 breaker1. 62.1/1 Circuit breaker oil pump transformer2. 63.1/1 Circuit breaker oil pump converter3. 47.1/1 Circuit breaker, main compressor4. 53.1/1 Circuit breaker, traction motor blower5. 55.1/1 Circuit breaker, scavenge blower for traction motor blower and oil cooling6. 59.1/1 Circuit breaker, oil cooling unit for transformer/ converter
Single phase 415 /110 Volt Aux.circuit breaker1. 54.1/1 Circuit breaker, machine room blower2. 56.1/1 Circuit breaker, scavenge blower for machine room blower3. 69.61 Circuit breaker, cab ventilation4. 69.62 Circuit breaker, cab heater5. 69.71 Circuit breaker, crew fan
Circuit breakers provided in HB-2
Three phase 415 Volt Aux. circuit breaker1. 62.1/2 Circuit breaker oil pump transformer2. 63.1/2 Circuit breaker oil pump converter3. 47.1/2 Circuit breaker, main compressor4. 53.1/2 Circuit breaker, traction motor blower5. 55.1/2 Circuit breaker, scavenge blower f ortraction motor blower and oil cooling6. 59.1/2 Circuit breaker, oil cooling unit,transformer/ converter
Single phase 415 /110 Volt Aux.circuit breaker1. 54.1/2 Circuit breaker, machine room blower2. 56.1/2 Circuit breaker, scavenge blower for machine room blower
RELAYSRelay: 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 areI. Electrical relaysII. Mechanical relaysI. 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 Relaysb. Voltage Relaysc. Signaling Relaysd. Control Relayse. 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 arei. Over current relaysii. Differential current relaysi) 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 overcurrent, 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 theeffect 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 relaycaused tripping of DJ. b. QLA: It is a over current relay provided in the auxiliary powercircuit. 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 DJcontrol 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, thusisolating 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 therespective TFP secondary winding RSI blocks i.e. relay QRSI1 isconnected between TFP secondary winding 1 and RSI1 andQRSI2 is connected between TFP secondary winding 2 andRSI2.RSI1 feeds traction motors 1, 2 & 3 and RSI2 feedsTraction Motors 4, 5 & 6. These relays are located in relaypanel. The normal position of these relays is de-energise andtheir N/C I/Ls on MTDJ branch of DJ control circuit will be inclosed position.When ever over current flows through RSI block (Exceeds3600 Amps.), the QRSI relay energises and open its N/C I/L onMTDJ branch of DJ control circuit, causing tripping of DJ. Thusisolating the source of supply and protecting and circuit fromthe over current. When any one of these relay is energised, ared target will be shown on the face of the concerned relay,which is visible through glass window, there by indicating thatthis relay caused tripping of DJ.d. QE: It is an over current relay provided in Rheostatic Brakingcircuit. It will remain in de-energises condition, normally.During Rheostatic Braking, when ever the draw of current intoATFEX (Exceeds 900 Amps.), this relay gets energised andcauses de-energising of Q 50 by which, auto regression of GRtakes place. It is located in the relay panel.e. QF1 & QF2: These are over current relays provided in theRheostatic Braking (RB) circuit (QF1 is connected on TM1 andand QF2 is connected on TM4). Whenever the current fed tothe RFs exceeds 650 Amps., the concerned relay will getenergised and causes de-energising of Q 50, by which, autoregression of GR takes place. These two relays are physicallylocated on HT3 compartment.ii ) Differential Current Relay (QD): In WAG5 loco, there are twodifferential current relays called as QD1 and QD2. QD1 is connectedin Traction Power Circuit number 1, between TM2 and TM3. QD2 isconnected in Traction Power Circuit number 2, between TM 4 and TM5The physical location of QD1 is BA1 panel of HT1 compartmentand QD2 is in BA2 panel of HT3 compartment. These relays sensesthe flow of current in the Traction Motors to which they are connectedand 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 concernedrelay will energise and causes 3 actions through Q48 relay. Theyare1. 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 Q51branch. 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 willenergise and its N/O I/L will close on VESA coil branch, causesauto Sanding.3. Because of Q48 is energised, its another N/O I/L will close onsignaling lamp LSP branch. So, LSP lamp will glow on the LocoPilots desk for giving indication.
b. Voltage Relays: This relay checks the tension of the source of allthe receivers in the circuit to ensure proper working of equipment.These voltage relays are of 3 types. They arei. Over voltage relayii. No or Low voltage relayiii. Earth fault relayi) Over Voltage Relay (Q20): It is an over voltage relay, whichprotects the Traction Motors from over voltage. It is connected acrossRSI1 block between positive and negative terminals. When appliedvoltage to the Traction Motors exceeds 865volts., this relay getsenergised and closes its N/O I/L on auto regression relay Q51 branchand there by relay Q51 energises, in turn its normally open interlock(Q51 N/O I/L) closes on regression coil VE2 branch and causes autoregression of GR.As the GR notches are reduced the voltage also will bereduced. When the voltage is reduced below 740volts, this relay willde-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 tothe auxiliary power circuit and equipment in the event of No or Lowvoltage 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/Lcloses on Q44 branch of DJ control circuit providing path to the relayQ44.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 onMTDJ branch of DJ control circuit and trips DJ, thus providingprotection to the circuit and equipment from possible damages dueto 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 areprovided on Loco Pilots desk on both the cabs. These are called aspilot lamps also. Whenever any abnormality takes place in anyequipment of the loco, concerned signal relay will actuate throughthe equipment and that circuit will energise or de-energise, in turnopens or closes thus interlocks in various branches of signaling lamp
MOTOR SECTION - E2
TRACION MOTORSTraction 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 motor2 continuous out put is 685KW Continuous out put is 630 KW3 Starting current is 110A Starting current 1200 A continuous current 750A Continuous current 900 A4 Maximum Voltage is 750V Maximum Voltage is 750V5 Speed - 1060 RPM Speed - 895 RMP6 Number of TMs 6 Number of TMs 67 Series field with cumulative Series field with commutative field poles field poles8 Insulation - H class Insulation - C class These Traction Motors are axle hung nose suspended type andare provided with grease lubricated roller bearing for armature shaftas well as for suspension bearing for HITACHI motors.TAO 659 motors are provided with grease lubricant rollerbearings for the armature shaft and journal bearings for suspension.They are oil lubricated by wicks (felt pads), with the wick holderswhich are supplied with oil by an axle driven pump. There are two oilwicks containers, which are in communication with each otherthrough a common passage. Any surplus oil of the container willreturn to the oil sump. Two oil dip sticks are provided, one on thewick container and the other on the main oil sump in which the oilpump is fitted.The oil should be checked on the upper sump (wick containerwith a dip stick). The dip stick will have minimum and maximummarkings. While checking, it should be ensured that the oil level isbetween minimum and maximum marks. The oil level should bechecked immediately after service running. Oil level below the minlevel (bottom mark) on the dip stick indicates lack of oil delivery.New oil is to be added through the dip stick tube on the wickcontainer. The total oil capacity of the lubrication sump is 20.2 litersat max of oil level. The difference between maximum and minimummarks on the sump dip stick represents a quantity about 5.2lits ofoil.The Traction Motor drives the axle through a rigid straighttooth gear. One end of the armature shaft is shrunk fitted pinion,which is meshed with drive gear fitted to the axle. There fore, thetooth wheel is required lubrication. These gears are housed in a gear case and provide lubrication. Top gears cardium compound arepoured in to the gear case and the capacity of gear case is 6 liters atmaximum oil level. A dip stick is provided to measure the oil levelwith two markings maximum and minimum. The oil should bebetween minimum and maximum marks. The distance betweenminimum and maximum are corresponds to approximately 3 liters ofoil. The current reading of oil level will be available if checked atleast 1 minute after the loco has come to a stop. Fresh oil isintroduced through the dipstick tube. The gear case is fitted to theTraction Motor body with bolts and nuts both horizontally andvertically.The armature winding coils are maintained in the slots byproviding mounted slot wedges are laminated fiber glass slot wedgesand by poly glass type. A frame of Traction Motor is magnetic steelchamber on the commutator side openings have been provided forupper air inlets and lower inspection cover. The terminal box issituated on the upper part of the motor frame, on axle side aremovable cover gives access to the connection. Special provisionhas been made in design of the motor to ensure that loco operatessatisfactorily on flooded track to a maximum flood level of 200mmabove rail level.These Traction Motors are closed with forced air circulation by aBlower, driven by AC Three induction motor known as MVMT1 andMVMT2. Traction Motors: 1, 2 & 3 are cooled by MVMT1 and TractionMotors: 4, 5 & 6 are cooled by MVMT2
