3 Phase Locomotive

OVERVIEW OF 3-PHASE LOCOMOTIVES (WAG-9H, WAP-7 & WAP-5)
Date – 08.08.16
Artisan staff/Electrical
1st Half (09.30 hrs. to 11.30 hrs.)
Overview of 3-Phase locomotives (WAG-9H), WAP-7 & WP-5
 Basic features, HP, track gauges, service speed, gear ratio etc.
 Overview of major equipments.
Introduction
From power supply to traction motor point of view two types of electric locomotives
were manufactured in CLW till recent past.
Type of electric locomotives
1- Conventional locomotives - Type of drive – 6 pole, Progressive Lap Wound, DC
series motor. Type of traction motor used is HS15250A.
2- Three phase locomotives - Type of drive - Squirrel cage three phase induction
motor. Type of traction motor for WAP-7, WAG-9 & WAG-9H is 6FRA6068 and
for WAP-5 is 6FXA 7059.
Manufacturing of conventional locomotive totally stopped in CLW at present and the

last locomotive despatched from CLW was on 2nd December 2015.
Brief description of conventional locomotives
Designed for operation on 25 kV AC, single phase, 50Hz overhead line.

Locomotive is CO-CO type consisting of single body on two bogies, each having 3
driving axle. Each bogie is equipped with 3-axle hunged nose suspended traction motor
to drive the axle through pinion and gear.
Current is collected from overhead line (contact wire of OHE) by pantograph and
is fed to an auto-transformer through vacuum circuit breaker mounted on roof. The
transformer step down voltage from 25 kV to 2 x 1000 volt. It is then converted to DC
Page - 1 By. I.K.Yadav, AEE/EL

through two full bridge connected silicon rectifier and fed to traction motor via
smoothing reactor.
Speed regulation is obtained by varying the voltage at motor terminal by tap
changing. Traction motors are permanently connected in 6 poles combination.
Locomotive is provided with air brakes.
The auxiliary machines are fed from static-converters which converts in coming
AC single supply to 3-phase supply at 415 volt.
If one rectifier becomes defective, the locomotive will work with the other rectifier
unit with half power.
(A) Traction Equipments used in locomotives.

(i) Pantograph - Two nos. per loco, collects current from OHE and acts as
isolator. Protection of locomotive against surges is provided by means of
two roof mounted surge arrestors with spark gap.
(ii) Circuit Breaker (DJ) – Electrical equipments of the locos are connected or
disconnected from supply by means of circuit breaker. Circuit Breaker is
tripped in case of various protecting relay operation. The circuit Breaker
can also be tripped by operating switch BLDJ.
(iii) Main Transformer –
Qty. / Loco – one no.
Phase - Single
Cooling - OFAF
Primary Voltage - 25 kV (Nom.)
22.5 kV (Min.)
27.5 kV (Max.)
Secondary No-Load voltage - 2 x 1000 volt.
at 32 tap under catenary
voltage 22.5 kV
Primary Input - 5670 kVA
Secondary Output (Power) - 5400 kVA
Aux. Ckt. Output - 270 kVA
No. of Taps - 32 nos.
Main transformer winding (TFWR) is fed from the catenary through DJ. It
comprises of an autotransformer with 32 taps and a step down transformer (TFP)
with two separate secondary winding. Primary of step down transfoemer is
connected to one of 32 taps of the auto transformer by means of tap-changer
driven by an electro-pneumatic servo motor (SMGR).
For feeding the auxiliary circuit, auxiliary winding TFWA is provided. It fed
auxiliaries at a voltage of 415 volt.
(iv) Tap Changer (GR)

Rated voltage - 25 kV
Rated current - 400 A
Frequency - 50 Hz
Frequency fluctuation - 48.5 to 51.5 Hz
No. of taps - 32 nos.
Method of drive - Electro -pneumatically operated servo motor.
Run through time - 11 – 13 sec.
for 32 taps
Run/tap time - 0-35 sec.
(v) Silicon Rectifier (RSI) 1& 2

The main rectifier consists of two identical cubicles. Each cubicle houses
the diodes, fan, bridge rectifier etc. The output of each rectifier feeds a
group of three traction motors through EP contactors.

Each cubicle is provided with 4/7 bridges connected in parallel and
protected by bridge fuses. In the event of failure of any of the bridges, the
bridge fuse blows, triggering, in turns, the signalling fuse which lights up
a signal lamp LSRSI on the driver’s cab.
Each cubicle is fitted with one axial flow fan driven by 3 phase motor.
(vi) Smoothing Reactor

Type - SL-30
Current - 1350 Amp / Coil
No. of coil / reactor - Two nos.
Voltage - 1270 volt
Inductance - 1270 volt
Cooling - one blower / reactor
Resistance at 1100C- 0.00359 ohm for each coil
Insulation - Class ‘C’
No. of smoothing - Two nos.
reactors/loco
Two coils form a single unit. Two such coils are mounted below the
underframe of loco. Smoothing reactor is cooled through forced air blower.
(vii) Traction Motors (TM1-6)

Type - HS15250A
Continuous output - 630 kW
Voltage - 750 V DC
Ist - 1350 Amp
I(cont) - 900A
No. - 6 / locos.
Field - Series field with commutating poles.
Insulation - Class ‘C’ 2000C
No. of poles - Main poles = 6 nos.
Commutating poles = 6 nos.
Ventilation - 90 m3/min
These motors are axle-hung, nose suspended type and are provided with
grease lubricated and tapered roller bearing for the armature as well as
for suspension of Hitachi motors. Special provision has been made in
design of the motors to ensure that loco operate satisfactorily on flooded
track to a max. flood level of 20cm above rail track.
(viii) Reverser (J1-2)

The reverser is cam type of change over switch operated electro-
pneumatically by electro-valve. Reverser handle of master controller can
be turned Forward (F) and Reverse (R) position to energise the respective
valve.
(ix) E.P.Contactors (L1-6)
(x) Field Weakening Resistances (RS-1 to 6) and RPS (1 to 6)

In order to increase the balancing speed, four step field weakening has
introduced in place of three step.
(B) Auxiliary Equipment

(i) Static Converter
It converts single phase supply of auxiliary transformer ( mounted inside
the main transformer) to 3-phase, 415 volt, 50 Hz sinusoidal wave AC
supply.
No. / loco. - 2 nos.
Rating - 180 kVA
Input voltage - 760 / 830 volt, 1 – phase AC
Output - 415 volt, 50 Hz, 3-phase, sine wave AC
(ii) Auxiliary machines

(a) Smoothing reactor cooling blower (MVSL – 1&2)
(b) Traction motor blowers (MVMT 1&2)
(c) Transformer cooling blower (MVRH)
(d) Silicon rectifier blower (MVSI 1&2)
(e) Main compressor
(f) Transformer oil pump (MPH)
(iii) Head light voltage stabiliser (DC-DC Converter)

Input voltage - 110 volt DC (70 – 140 V DC)
Output voltage - 24 – 26 VDC
Power range - 340 / 360 W
(iv) Battery charger

Input
Voltage - 415 VAC
Frequency - 50 Hz.
Phase - 1 phase
Output
Nom. Voltage- 110 VDC
Current - 20 A DC
(v) Auxiliary Compressor (MCPA)

Mono-block reciprocating type.
(vi) Measuring instruments

(a) Traction motor voltmeter (Moving coil)
(b) Traction motor ammeter (Moving coil)
(c) Auxiliary ckt. Voltmeter (UV) (Moving iron)
(d) Battery voltmeter (UBA)
(vii) Relays
(a) Protective relays
1. High voltage overload relay (QLM)
2. Overvoltage relay for silicon rectifier (QRSI)
3. Main ckt. Earthing relay (QOP)
4. Auxiliary ckt. Earthing relay (QOA)
5. No-volt relay (Q30)
6. Over voltage relay for TM (Q20)
7. Over load protection relay for static converter (QCVAR)
8. Auxiliary ckt. Overload relay (QLA)
(b) Time lag relay
1. Auxiliary protection relay
2. DJ tripping relay
3. Unloader valve operation
4. Alarm chain pulling
(c) Sequence relay
(d) Signalling relay
(e) Time delay relay
(f) Air flow relay

Brief description of three phase locomotives
Why three phase locomotives?

Advantage of 3-phase induction motor over DC series motor
 Three phase traction motors are robust and require little maintenance. Apart
from bearing, it has no parts subjected to wear. It is insensitive to dust,
vibration and heat.
 No restriction on speed of motor in absence of commutators, AC traction
motors can easily operate at 4000 rpm in contrast to 2500 rpm in case of DC
machines.
 The limit imposed due to bar-to-bar voltage for DC commutator motor is no
more relevant with squirrel cage induction motors. Whole power flow from
transformer to converter to DC link and down to inverter / motor may be
chosen at higher operating voltage. Against nominal 750 V, 1000A system
with DC machines equivalent three phase propulsion is configured around
2800 V, 300A. Due to heavy reduction in operating current, power cables are
much lighter and losses are reduced.
 Power to weight ratio of induction motor is much higher than the DC motor.
As a typical example 1500 KW per axle can be packed per Axle with induction
motors compared to 800 KW maximum with DC motors.
 Since the torque speed characteristic of the induction motor is markedly
steeper than that attainable by conventional Dc machines, the induction
machine can take better advantage of maximum possible tractive effort. A high
mean adhesion coefficient can be expected.
 As the adhesion coefficient is high, it is possible to transfer a part of the
braking forces for the trailing load to electric brakes of locomotive. That is, in
the case where regenerative braking is used, the regenerated electric energy
can be increased.
 High power/weight ratio of induction motor, reduction in cable thickness,
reduction in number of contactors, switches etc. result in reduction in
physical dimension and weight of the entire system.
Advantages of microprocessor based control.

 Almost all moving contactors, switches, relays, reversers etc. are
eliminated and operation is sequenced by means of solid state logic.
 The microprocessor is used for drive control. The microprocessor allows
the redundancy to be built in controls rather than the power equipments.
 Microprocessor based fault diagnostic system guides driving crew about
the fault location and suggests remedial action. It also keeps records of
faults, which can be analysed by shed staff later.
 Microprocessor control software has flexibility to provide software-based
solution to local operational needs.
Other advantage of three phase drive

 The induction motor drives are about 20% energy efficient compared to
DC drives.
 Three phase drives allow regeneration and unity power factor operation.
The energy saving due to regeneration and improved power factor are
sizable.
 Electric braking down to standstill is possible. It improves operational
efficiency besides reduction in maintenance efforts.
FEATURES OF 3-PHASE AC LOCO
Advanced Technological Features: -

In addition to the provision of latest 3-phase traction drive system; the 3 phase
locomotives have certain improved technical features as compared to the conventional
locomotives so being used on IR. Some major features are listed below.
1. Digital electronics based real time traction control System: -
To obtain precise control over tractive effort and speed in the normal mode and constant
speed control mode of operation respectively.
2. Electrical weight transfer control system: -
To automatically reduce the tractive effort in the leading bogie and increase the same in
the trailing bogie to take care of weight transfer effect.
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 brakes to stop spinning.
4. On-board fault diagnostics system: -
To eliminate/ elaborate trouble-shooting by engine crew and also to help maintenance
staff to trace faults. The fault diagnostics system provides for automatic isolation of
faulty equipment/ subsystems.
5. Simulation mode of operation: -
To facilitate a complete functional testing of the locomotive without raising pantograph.
6. An exclusive harmonic filter circuit: -
To reduce harmonics in the loco current
7. Static auxiliary converter: -
To supply auxiliary 3 phase motors. The auxiliary converter, depending on the traction
load, operates at an optimum frequency to minimize power consumed by auxiliaries
8. Electronic speedometer: -
Paperless speed recording system. An over speed alarm system is built in.
9. Electronic energy meter: -
For information of energy generated and energy consumed
10. Fire detection and alarm system: -
For the machine room.
11. Low traction bar arrangement between bogie and body to reduce weight transfer :-
Unidirectional mounting of traction motors to further reduce weight transfer effect.
12. Ergonomically designed and spacious driving cabs: -
To provide comfort and relief to crew.
13. Use of inertial filters: -
Pressurized machine room to prevent entry of dust into sensitive equipment in the
machine room.
14. Electronic brake system: -
For precise and fast control of braking effort, blending between electrical brake and
pneumatic brake on the locomotive.
15. Triplet pneumatic brake panel :-
To minimize piping and provide single- place location of all pneumatic equipment.
16. Use of tread brake units: -
To reduce maintenance
17. Spring loaded parking brake system
Instead of handbrakes, spring loaded parking brakes are provided on this loco, these
brakes can be operated from loco and remain applied without pressure by spring.
18. Over-charge feature in the brake system for faster release of brakes
For 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.
19. Electronic controlled vigilance system
To keep the loco pilot alert Vigilance system is provided, As per this system, loco pilot
has to do predetermined task once within 60 seconds, otherwise VCD will apply
emergency braking.
20. Wheel Flange lubrication system: -
To reduce energy consumption and wheel wear.
21. Under-slung compressors: -
To eliminate oil fumes and oil spillage inside the machine room, which is potential
causes for fire hazards.
ADVANTAGES OF 3-PHASE LOCOMOTIVES

The merits of 3-phase locomotives over D.C.-motor locomotives are summarized below.
1. The size of traction motor for the same output power is much less in case of a 3-phase
induction motor compared to DC motor. Therefore, with the permissible axle load and
available space in a bogie, realization of a much higher-powered loco motive is possible.
2. Maintenance cost of a 3-phase locomotive is less due to absence of brush-gear/

commutator in the traction motors and switchgears in the power circuit.
3. Induction motors are very robust. Consequently reliability of a 3-phase locomotive is

higher.
4. The rated power of a D.C.-motored locomotive reduces beyond the field weakening range.
In case of 3-phase loco motives, full power is available up to the maximum speed.
5. Overload capabilities in 3-phase locomotives are more Liberal.
6. Regeneration of power is available in 3-phase locomotives. Regenerative braking effort is

available from the full speed till dead stop. Consequently, the overall efficiency of
operation is higher.
7. Due to superior drop characteristics of speed Vs. torque and the fact that the motor
speed is limited by the synchronous speed, a much improved adhesion is available in 3-
phase locomotive and thus higher tractive efforts can be realized within permissible axle
load limits.
8. 3-phase locomotive operates at near unity power factor throughout the speed range
except at very low speeds.
9. Due to lesser weight of the traction motors, the un-sprung masses in 3- phase
locomotive are low. This reduces track forces and consequently minimizes wear on rails
and disturbance to track geometry.
 Why IGBT based Traction Converter?
IGBT Traction Converter based Locomotive
In the recent past, all over the world the trend has been to switch over from
conventional DC drives to 3-Phase AC drives based on Insulated Gate Bipolar Transistor
(IGBT) technology. At present, the flagship locomotive of Indian Railways is the 3-phase
locomotive. Presently, different variants, viz, WAG9, WAG9H, WAP7 and WAP5 are running
over Indian Railways. The heart of the locomotive is traction converter which is responsible
for conversion of single phase AC drawn from OHE to 3-phase AC which drives the traction
motor. At present, switching device used in the traction converter is GTO. Considering the
obsolescence of the GTOs, Indian Railways have embarked on their ambitious plan to
migrate from current Gate Turn Off (GTO) based system to IGBT based traction propulsion
system retaining same transformer and traction motors, owing to the advantages offered by
IGBT as a power device. GTO being a thyristor device need snubber circuits, resulting in
high losses. GTO’s are sensitive to failures because of complicated gate drivers. IGBT does
not require snubber circuit (because of di/dt and dv/dt control) and belongs to a power
transistor family, has lesser losses, better control ability, higher performance and reliability.
Along with this, control also is changing to open standard controls Train Control Network
(TCN) confirming to IEC61375.
As the IGBT Traction converter is smaller in size and the liberated space can be
utilized for the installation of future new equipments like Hotel load converter, etc. The first
locomotive equipped with IGBT based traction converter flagged of from CLW.
The IGBT based traction converter has been installed and commissioned by M/S
BTIL, also BHEL in association with M/s Strukton (Netherland), has developed the prototype
of IGBT based propulsion system for CLW.
Salient Features
 The existing GTO based traction converter is a group drive, i.e., all the traction motors in a
bogie are connected in parallel. While, the IGBT based converter has got single axle drive
capability, therefore, in case of any problem with a particular TM, only that particular TM can
be isolated unlike in the GTO based converter where the whole bogie has to be isolated.
 Due to single axle drive it has got better adhesion performance.
 Because of smaller size of the converter it may be possible to install additional

equipments like hotel load converter in the locomotive.
 In order to improve the control of the drive, the active type speed sensors have been
provided which have better resolution by incorporating sensors which can provide
strong signals at 200 pulse per revolution.
 This converter has taken full advantage of the advancement in the processor speed
which has paved the way for less number of PCB cards with better performance at the
higher temperatures.
 Power loss reduction by approx. 50% in comparison with GTO loco equipment.
 Annual energy saving (considering @ Rs 4.62 / unit) will be approx. Rs. 34 lakhs
assuming loco utilization of 85% service per day.
 40% reduction in weight and compact in size compared to GTO equipment.
 60% reduction in usage of electric cards (only 3 major cards compared to 17), hence
increasing the loco reliability.
 Sensor less speed control.
 Water cooled system thus safer vis-à-vis oil cooled system.
 Better slip / slide controls, because of axle control and modern high speed digital
signal processing algorithm.
 Less harmonics because of high switching frequency.

 Designed without using any proprietary ASIC.
 Configured to open standard controls TCN based network.
 Modern design of software using Matlab / Simulink.

TECHNICAL DATA
Technical Data WAP5 WAP-7 WAG9

Type of Service Passenger Passenger Freight
Axle Arrangement Bo-Bo Co-Co Co-Co
Gear Ratio 1:3.65 (67:17) 1:3.6 (72:20) 1:5.133 (102:21)
Gauge 1676mm 1676mm 1676 mm
Length over Buffer 18162 mm 20562 mm 20562 mm
Overall width 3142 mm 3100 mm 352 mm
Max. height with 4255mm 4255mm 4255mm
Pantograph locked
Wheel diameter
New 1092 mm 1092 mm 1092 mm
worn 1016 mm 1016 mm 1016 mm
Total weight 79 T 123 T 123 T
OHE voltage
Nominal 25 kV 25 kV 25 kV
Minimum 17.5 kV 17.5 kV 17.5 kV
maximum 30 kV 30 kV 30 kV
OHE frequency
Nominal 50 Hz 50 Hz 50 Hz
Minimum 45 Hz 45 Hz 45 Hz
Maximum 55 Hz 55 Hz 55 Hz
Power supply to aux. 415 V +/- 10% 415 V +/- 10% 415 V +/- 10%
Frequency 0 to 59 Hz 0 to 59 Hz 0 to 59 Hz
No. of Aux. Converter 1, 2,3 1, 2,3 1, 2,3
Battery voltage 110 V 110 V 110 V
Power supply to TM 2180 V 2180 V 2180 V
No. of power 2 2 2
converters
Type of TM 3-Phase induction 3-Phase induction 3-Phase induction
motor motor motor
No. of TM & type 4 nos. 6FXA7059 6 nos. 6FRA6068 6 nos. 6FRA6068
Power of TM 1563 HP 1156 HP 1156 HP
Tractive Effort 258 kN 322.6 kN 458 kN
Braking Regenerative, Regenerative, Regenerative,
Pneumatice Pneumatice Pneumatice
Parking Parking Parking
Anti spin Anti spin Anti spin
Braking effort 160 kN 182 kN 260 kN
Parking Brakes Wheel No. 1,4,5&8 Wheel No. 2,6,7&11 Wheel No. 2,6,7&11
Horse power 5440 HP 6120 HP 6120 P
Maximum speed 160 KMPH 130 KMPH 100 KMPH
Main reservoir 3 nos. 2 nos. 2 nos.
Hotel load available Available Available Not available
Loco brakes On disc On wheel On wheel
5 kg/cm2 3.5 kg/cm2 3.5 kg/cm2

EQUIPMENT LAYOUT
The locomotive is modular in construction. Locomotive assembly consists of five
main parts (Ref. Fig 2.1): -
1. Roof, 2. Driver’s cab, 3. Machine Room, 4. Bogie5. Frame
Layout of roof equipment

The equipments which are on the primary side of the transformer are mounted
on the
roof (Ref. Fig.2.2). These equipments are:-
1) Pantograph for current collection.
2) Internal air filter panel for oil cooling unit.
3) 25 KV Bushing.
4) Surge arrester.
5) Earthing switch.
6) Vacuum circuit breaker.
7) Primary voltage transformer.
8) Resistance box for harmonic filter.


Layout of machine room equipment

Machine room, is between both the drivers cab with a central corridor. All
the cooling blowers, main converters, auxiliary converters & control cubicles are
fitted in the machine room. These equipments are fitted symmetrically on both
sides of the central corridor. The detailed layout of the machine room equipment
is given in fig. 2.3
Layout of cab-equipment
Overview of the driver’s cab is shown in fig. 2.4
Layout of underframe equipment
Main traction transformer, compressors, air dryer, air reservoirs and batteries
are mounted in underframe of the locomotive. Detailed layout of the underframe
equipment is shown in fig. 2.5
Fig. 2.5
Under frame layout
1. Main compressor
2. Transformer
3. Circuit breaker battery
4. Battery box

Mechanical features of 3 phase AC loco.
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 3 phase 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 track bed. 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 axles. 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 loco
under frame, transmits the tractive forces to the loco body.
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 loco 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 the rate of vertical rebound of the locomotive
loco body.
Yaw (longitudinal) dampers control the loco 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 loco body.
Primary suspension, located between the axles and the bogie frame, is provided by twin
coil springs on the axle journal box fore and aft of the axle line. Vertical hydraulic dampers are
used to dampen the rebound rate of the springs. This “Flexicoil” arrangement permits lateral
movement of the axle. Longitudinal control of the axle, and the transmission of tractive and
braking effort to the bogie frame, is provided by guide rods connected between the axle journal
boxes and bogie frame. Spheribloc rubber bushes in the guide rods allow the axle lateral
movement without undue restriction.
Secondary suspension is also provided by coil springs and vertical hydraulic dampers
located between the bogie frame and the locomotive under frame on each side of the bogie. The
weight of the loco body is carried by the secondary suspension springs. The “Flexi Float”
arrangement of the secondary suspension allows the loco body to move both laterally and
vertically within certain limits relative to the bogies.
Bogie layout
1 Sanding box 2 Wheel flange lubrication nozzle, 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 blocks 16 Brake lever
17 Brake cylinder 18 Brake rod, 19 Primary suspension spring 20 Wheel flange, 21 Sanding
pipe 22 Traction link, 23 Anti compounding valve


ELECTRICAL SYSTEM DESCRIPTION
1. Potential transformer.
The primary voltage transformer is situated on the converter roof hatch and attached to the
pantograph via the roofline. The primary voltage transformer reduces the catenary voltage,
approximately 25 kV, to 200 volts AC. A resistor is 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 AC
2) Catenary voltmeters on the driver’s console = 10 volt DC
3) Minimum voltage relay.
When panto is raised this potential transformer fed to U meter and U meter shows the OHE
supply in drivers cab.
As such we can have an idea of availability of OHE supply before closing DJ and also idea of
rising of panto. However our responsibility of seeing panto is not finished, we have to check the
condition of panto physically.
2. Main Transformer
General:
25 KV, 1-phase, AC Supply is taken from OHE catenary/ contact wire through pantograph, roof
equipment and VCB (DJ). The same supply is fed to charge the “ parallel induction transformer”
where it is stepped down to different operating voltage.
The tank is filled with transformer oil:
• In order to increase the insulation strength and
• The two parallel oil circuits with pumps and heat exchangers are provided so that the arising
heat loss can be dissipated through the circulating oil.
A spy glass is provided in each machine room to check the oil level of transformer 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.)
d. Hotel Load winding (1no. for 7475 kV for WAP-5 loco and 2 nos. for 7775 kVA for WAP-7 loco)
3. Traction Power Circuit:

Power from the overhead Catenary is directed to the main transformer, mounted on the
locomotive under frame, via the pantograph. The traction circuit is split into two separate
circuits after the main transformer.
The traction converters can conduct current from the Catenary to the traction motors to
provide propulsion, or can act as in the opposite manner conducting, and rectifying, current
from the traction motors to the Catenary. This allows the converter to work in both traction and
braking mode. During braking the traction motors act as generators feeding power back into the
catenary. The traction converters then act to convert the three phases into single phase for the
catenary.
The traction converters provide continuous and automatic control of both speed and
torque of the traction motors according to the driver’s demand. The converters are controlled by
the converter control electronics, and the locomotive central electronics.
Three, 3-three phase asynchronous traction motors are connected in parallel to each
traction converter.
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) while traction mode and fed it to
traction motor group -1.
As such there are two traction converter i.e. Traction converter-1 for TM 1-2-3 and
Traction converter-2 for TM 4-5-6.( In case of WAP-5 , traction converter-1 for TM 1-2 and
Traction converter-2 for TM-3-4).

While electrical braking the traction motor works as a generator and fed generated 3-
phase supply to Traction converter. This converter now act in reverse manner i.e. it converts 3
phase AC supply into single phase AC supply and fed it to Transformer. Further main
transformer steps up this supply and fed back to OHE. In this way 3 phase loco works as a
small powerhouse, which generate 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 level.
3.2 Line Converter :(NSR)

The line converter converts the alternating current supplied from the main transformer
into direct current (motoring) and forwards this direct current to the intermediate DC-Link.
However, it is also able to convert direct current from the intermediate DC-Link into alternating
current and to supply this alternating current in turn to the main transformer (braking). Both
functions are activated by the traction converter control electronics.
3.3 DC Link:
The intermediate DC-Link performs two main tasks. Firstly, it smoothes the direct
current that flows through. Secondly, it also performs the storage function, thus covering the
peak current demand of the line converter or of the motor. It works as a electrical buffer
between ASR and NSR.
3.4 Drive Converter- (ASR):

The drive converter converts the direct current from the intermediate DC-Link into three-
phase current for the drive motors (motoring). Conversely, it is also able to convert the three-
phase current generated by the drive motors into direct current for braking. The construction of
the motor inverter valve set is identical to that of the line converter. The complete assembly of
line converter No.1, DC link and drive converter No.1 is termed as “TRACTION CONVERTER
NO.1” which in turn converts 1-phase AC supply of main transformer into 3-phase AC supply
with variable voltage and frequency and fed to the 3-phase traction motor.
3.5 Technical Data Of Traction Converter

Coolant oil
For GTO based SR - SHELL DIALA DX
For IGBT based SR - Demineralised water mixed with glycol.
Input voltage (RMS) - 2 x 1,269 Volt
Input current (RMS) - 2 x 1,142 Amp
Input frequency - 50Hz
DC-Link circuit nominal voltage( Ud) - 2,800 Volt
Output voltage (line-line voltage, RMS) - 2,180 Volt
Output current (per phase, RMS) - 740 Amp
Output power - 2,105 kW
Out put frequency - 65-132 Hz
4 Traction Motor:
There are total 6 traction motors provided in WAG-9 / WAP-7 loco. TM 1-2-3 are
mounted in bogie-1 and fed from traction converter -1 where as TM 4-5-6 are mounted in bogie
-2 and fed from traction converter -2. In case of WAP-5 there are 4 traction motors in which,
Traction converter-1 fed to TM-1-2 where as traction converter-2 fed to TM3-4. Unlike
conventional WAG-5 /7 individual TM cannot be isolated in this loco only a group isolation is
possible. For isolation of TM group one rotating switch No. 154 is provided in SB-1, its normal
position is “ Norm”.
In WAP-7 & WAG-9 , the traction motor is forced—air cooled and intended for transverse
installation in a 3—motor bogie. The power transmission is effected via a spur—wheel gear. In
WAP-5 the TM is fully suspended and connected with gear by hurth coupling by which power is
transmitted.
Traction motor is suspended on axle, by axle cap at one end and on link at another end.
To check the oil in gear case one spy glass is provided on gear case. To monitor the temperature
& speed, sensors are provided in the stator assembly.
4.1 Technical Data Of Traction Motor:

WAG-9/WAP-7
Type - 6FRA 6068
Kind of motor - 6 - poles/alternating current
Asynchronous motor, 3-phase
Cooling - Forced air cooling
Power supply - Current fed converter
Temperature recording - 2 thermal resistance elements
installed in a stator tooth
OUTPUT P (KW) - Continuous 850 Max. 850
VOLTAGE U (V) - Continuous 2180 Max. 2180
Current Intensity I (A) - Continuous 270 Max. 370
Frequency (Hz) - Continuous 65 Max. 132
WAP-5
Type - 6FXA 7059
Kind of motor - 6 - poles/alternating current
Asynchronous motor, 3-phase
Cooling - Forced air cooling
Power supply - Current fed converter
Temperature recording - 2 thermal resistance elements
installed in a stator tooth
OUTPUT P (KW) - Continuous 850 Max. 1150
VOLTAGE U (V) - Continuous 2180 Max. 2180
Current Intensity I (A) - Continuous 370 Max. 540
Frequency (Hz) - Continuous 80 Max. 161
Note –
6 F R A 60 68 Core length
Stator height
AC supply
Axle hung nose suspended
Forced air cooling
No. of poles
6 F X A 60 68 Core length
Stator height
AC supply
Fully suspended on bogie
Forced air cooling
No. of poles


5 Auxiliary Converter:
5.1 General:
The motors used for the auxiliary circuits are 3-phase squirrel cage motors. The cost of
maintenance is therefore low. There are total 12 auxiliaries run by 3-phase, 415 V AC supply.
This 3-phase 415 V, AC supply is obtained by Auxiliary converter to feed different 3-phase
auxiliaries and one battery charger.
The auxiliary circuits are controlled as required. The traction motor and oil cooling
blowers run only when required. The control electronics adjusts the blower speeds depending on
measured operating temperatures, nominal traction values and speed.
Transformer and traction converter oil pumps work continuously whenever the auxiliary
converters are operating.
Auxiliary converter receives single -Phase AC 1000 volts supply from auxiliary winding of
main transformer.
This single-phase supply is fed to rectifier module auxiliary converter where it converts
into DC supply. This DC supply is fed to DC link to suppressed AC pulses in DC.
The pure DC supply then fed to inverter module auxiliary converter where it converts DC
supply to 415V, 3-phase AC supply with variable amplitude of voltage and frequency and then
fed to different 3-phase auxiliaries.
There are three, auxiliary converters which get single phase 1000 volts AC input supply
from common auxiliary winding and fed 3 phase 415 volt out put to different 12 auxiliaries and
one battery charger.
Auxiliary converter-1 is placed in cubicle called BUR-1 situated in machine room no-1
where as aux converter no. 2 and 3 are placed in cubicle BUR-2, which is situated in machine
room no. 2
Auxiliary Power Circuit


5.2 3 phase, 415 volt Auxiliaries
Following 3 phases, 415-volt auxiliaries are provided on this loco, which are fed
from Auxiliary converter no. 1, 2 and 3.
Auxiliary Location Function MCB

Load on Auxiliary Converter no.- 1
Oil Cooling Machine room -1 To cool transformer and SR-1 oil in 59.1/1 in
Blower-1 (OCB-1) cooling unit-1 by taking air from roof HB-1
Oil Cooling Machine room -2 To cool transformer and SR-2 oil in 59.1/2 in
Blower2 (OCB-2) cooling unit-2 by taking air from roof HB-2
Tr. Motor Blower-1 Machine Room-2 To cool bogie –1 TM group by forced 53.1/1
air. In HB-1
Tr. Motor Blower-2 Machine Room-1 To cool bogie –2 TM group by forced 53.1/2
air. In HB-2
Transformer Under Truck Below To circulate oil from TFP to 62.1/1
oil pump-1 Machine room-1 Cooling Unit-1 & back In HB-1
Transformer Under Truck Below To circulate oil from TFP to 62.1/2
oil pump-2 Machine room-2 Cooling Unit-2 & back In HB-2
Tr. Converter Machine Room-1 To circulate oil from SR-1 to 63.1/1
Oil Pump-1 NearSR-1 Cooling Unit-1 & back In HB-1
Tr. Converter Machine Room-2 To circulate oil from SR-2 to 63.1/2
Oil Pump-2 NearSR-2 Cooling Unit-2 & back In HB-2
Main Under Truck below To create MR pressure to 10.0 47.1/1
Compressor-1 Machine room-1 kg/cm2 In HB-1
Main Under Truck below To create MR pressure to 10.0 47.1/2
Compressor-2 Machine room-2 kg/cm2 In HB-2
Scavenging Machine Room-1 To clean dust from air filters of 55.1/1
Blower-1 Near TMB-2 TMB-2 & OCB-1 In HB-1
Scavenging Machine Room-2 To clean dust from air filters of 55.1/2
Blower-2 Near TMB-1 TMB-1 & OCB-2 In HB-2
Battery Charger Within Auxiliary To charge battery 110
Converter Cubicle in SB-2
5.3 Load Sharing

Generally all the 3 Auxiliary converters are loaded equally, but in case of failure of any
converter another converter shares its load. In such condition, frequency of aux. Motor drops
from 50 Hz to 37Hz.
Load sharing after isolation of any aux. converter.

Aux. Conv-1 Load on Oil cooling blower 1-2,Tr. Motor blower 1-2
Isolate Aux.Conv-2 Scavanging blower 1-2
Load on Aux. MCP 1-2 , Transformer pump 1-2
Conv.-3 Converter pump 1-2 , Battery Charger
Note: -
1. Machine Room blower and scavenging blowers (2+2) are directly supplied and starts
as soon as VCB is closed independent of MCE in driving as well as in cooling mode.
2. The oil pump for transformer and converter works continuously during operation of
converter.
3. TM blower and, oil cooling blower and scavenging are run as per requirement.
4. The control electronics adjust the selected stage of measured operating temperature;
nominal traction value and speed range lower - moderate –maximum. However, RDSO
has issued instructions for the removal of 24 Hz from BUR1 to minimize OCB failure.
5.4 Main Compressor 1 & 2

Starting:
For starting the main compressor a spring-loaded switch (BLCP) is provided on panel, ‘A’ which
is having 3 positions.
1. ‘OFF’ position - For stopping compressors.
2. ‘AUTO’ Position - Compressor 1&2 will work alternately according to cut in and out of
cycle.
3. ‘MAN’ Position - Compressors work continuously irrespective of MR pressure. This is
spring-loaded position.
Auto Position
1. Air pressure goes below 8 Kg/Cm² :
Only one compressor start alternately up 10 Kg/Cm².
2. Air pressure goes below 7.5 Kg/Cm².:
Both compressors start till pressure reaches to 10 Kg/cm²
3. Air pressure goes below 5.6 kg/cm²:
“Low pressure, main reservoir” message appears on the screen with priority-1 fault along
with LSFI indication. No TE/BE is possible till MR pressure reaches to 6.4 Kg/Cm². Both
compressors will start till MR pressure reaches to 10 Kg/Cm²
4. After getting the start command, compressor starts but it takes 25 seconds to ramp
up and unloading and start actual pumping there after. During this delay, pressure
drops by 1 to 1.5 kg/cm2. So if we sees the gauge cut in cut out setting will be appear as
7 to 10 kg/cm2 instead of 8 to 10 kg/cm2.
5.5 SINGLE - PHASE 415 V/110 V AUX. CIRCUIT:

The auxiliary transformer is located in cubicle-1(HB-1) and supplies following systems
with 1-phase power.
This circuit is independent of CE and all these auxiliaries work in Driving as well as
cooling mode and start as soon as VCB closed.
Auxiliary Location Use MCB

Single phase 415 Volts
Machine Room Machine Room- To cool machine room by ducting and 54.1/1
Blower-1 1 limit the temperature of control In HB-1
electronics parts below 700C
Machine Room Machine Room- To cool machine room by ducting and 54.1/2
Blower-2 2 limit the temperature of control In HB-2
electronics parts below 700C
Scavenging Blower Machine Room- To clean dust from air filters of 56.1/1
for Machine room 1 Machine Room Blower-1 In HB-1
Blower-1
Scavenging Blower Machine Room- To clean dust from air filters of 56.1/2
for Machine room 2 Machine Room Blower-2 In HB-2
Blower-2
Heater Element In Both cab. To deliver heat for keeping 69.62
Inside Desk the cab warm In HB-1
Single phase 110 Volts
Crew Fan: 4 nos. 2nos. in Both Crew ventilation 69.71
cabs In HB-1
Cab Ventilation One in Both cab To expel heat of heater element into 69.61
Blower- 2 nos. Inside Desk the cab. In HB-1
6. Harmonic Filter:

Line harmonic filter is connected with primary winding of main transformer which
consist of resistances and capacitor. This harmonic filter reduces/suppressed the high
frequency harmonics to avoid disturbances in signaling.
If the harmonic filter get bypassed by the system, the speed of the loco / train
will be automatically restricted up to max 40 KMPH by CE.
7. Battery
In ABB loco NiCD Battery is used. There are total 78 cells in the batteries which are
placed in 2 boxes at either side of the locomotive. Each box contains 39 cells and each battery
has 3 cells. Capacity of battery is 199 A-H and output is 110 V. To charge the battery, one
battery charger is provided with circuit breaker no. 110 situated in SB2. Main switch for battery
is 112 which is placed in a box provided near battery box no. 2. For control circuit supply 1
MCB no. 112.1 is provided in SB2. To show the battery voltage UBA is provided in either cab.
Note:-
1. If battery voltage is 92 V for more than 30 seconds, P-2 Fault will appear on the
screen.
2. If charging current is reduced by 10 A, P-2 fault will appear on screen.
3. If battery voltage is reduced below 82 V, P-1 message with shutdown of loco will
appear.
4. If cab is activated and panto is lowered than 10 minutes CE will switch off
automatically.
5. Loco CE get power supply directly from battery and can supply upto maximum 5
hours.
6. For machine room light power supply is given directly through MCB 327.4.
Technical Specification:
Cell model = SBL-199
Cell type = Nickel/Cadmium
Number of cells per battery =3
Number of batteries per battery box = 13
Number of battery boxes =2
Total nominal capacity = 199 Ah
Nominal voltage of each cell = 1.4 V
Total battery voltage = 1.4 x 3 x 26 =110 V
7. Brake System:
There are 5 types of brakes available on this loco.
1. Automatic Train Brake (Pn)
2. Direct Brake (Pn)
3. Parking Brake ( Spring Loaded)
4. Anti Spin Brake.(Pn)
5. Regeneration Brakes.( Elect)
8. Auxiliary Compressor: - (MCPA)

The auxiliary compressor is used to raise the pantograph. While the control Ckt. Is switched
‘ON, the auxiliary compressor controlled by Pn switch start automatically (independent of MCE)
till the pressure reaches to 6 Kg/cm2. Auxiliary compressor has one drain coc on pneumatic
panel. Normally this coc should be horizontal to pipe line (i.e. closed)
9. Control Electronics [Micas-S2]

All functions of the locomotive are controlled by the control electronics. It takes the form of bus
stations with processors.The bus stations communicate with each other via fiber optic Cables
whichare resistant to the effects of Electro Magnetic Interference [EMI] The diagnostic equipment
comprises a diagnosis computer with monitor and keyboard in the driver’s cab. This provides an
effective support for the duties of the locomotive driver and maintenance personnel.

10. Panels
(i) Control Cubicle (SB1&2)
(ii) Auxiliary Cubicle (HB 1& 2)
(iii) Filter Cubicle
(iv) F Panel 1&2
(v) Panels in Driver’s Cab
(a) Panel A
(b) Panel C
(c) Panel D

Control Cubicle- (SB1)
1 152 Rotary switch Failure mode operation

2 154 Rotary switch Bogie cut-out
3 160 Rotary switch Configuration

4 237.1 Rotary switch Vigilance device cut-off
5 179 Key switch Simulation
6 161 Illuminate push-button Configuration
7 381.71 Wire resistor Earthing screen Train bus
8 78.1 Resistor Maximum current relay
9 211.1/1 Thermostat Control electronics
10 78 Relay Maximum current
11 86 Relay Minimum voltage
12 90.7 Resistor Earth fault detection, Cont Ckt.
13 381.7 Connecting box Train bus
14 126.5A Relay Control electronics "OFF"
15 136.4A Snubber circuit to item 136.4
18 136.3 Relay Time delay VCB
19 136.4 Contactor Auxiliary contactor VCB
20 126.7/1 Contactor Power supply cab
21 126.5 Relay Control Electronics OFF
22 218 Contactor Control electronics
23 126 Contactor Control circuits "ON"
24 118.5/1 DC/DC converter
25 118.4/1 DC/DC converter
26 411 Rack Central electronics (CEL1)
27 123.1/1 Blocking diode Illumination test
28 123/7 Blocking diode
32 89.7 Relay earth fault Control circuit
33 127.9/2 Circuit breaker Central electronics
34 127.9/1 Circuit breaker Central electronics
35 127.22/1 Circuit breaker Electronics, auxiliary converter
36 127.2/1 Circuit breaker Monitoring
37 127.11/1 Circuit breaker Power supply Gate Units
38 127.1/1 Circuit breaker Electronics traction converter
39 310.1/1 Circuit breaker Lighting front
40 127.91/1 Circuit breaker Power supply 24V/48V
41 127.12 Circuit breaker Pantograph/VCB Control
42 127.3/1 Circuit breaker Drivers cab
43 123/9 Blocking diode Head light
44 338/1 Contactor Head light

Control Cubicle - 2 (SB2)
1 110 Circuit Breaker Output battery charger

2 112.1 Circuit Breaker Control circuit locomotive
3 127.81 Circuit Breaker Commissioning 1
4 127.15 Circuit Breaker Vigilance control
5 127.7 Circuit Breaker Pneumatic panel
6 127.82 Circuit Breaker Commissioning 2
7 48.1 Circuit Breaker Auxiliary compressor
8 127.3/2 Circuit Breaker Driver's cab
9 127.91/2 Circuit Breaker Power supply 24V/48 V
10 310.7/1 Circuit Breaker Marker lights
11 310.1/2 Circuit Breaker Lighting front
12 310.4 Circuit Breaker Lighting machine room
13 127.1/2 Circuit Breaker Electronics traction converter
14 127.11/2 Circuit Breaker Power supply Gate Units
15 127.2/2 Circuit Breaker Monitoring
16 211.1/2 Thermostat Control electronics
17 127.22/2 Circuit Breaker Electronics auxiliary converter
18 127.22/3 Circuit Breaker Electronics auxiliary converter
19 127.9/3 Circuit Breaker Central electronics
20 127.9/4 Circuit Breaker Central electronics
21 127.92 Circuit Breaker Speedometer
22 212 Fire detection equipment
24 211.A Snubber circuit to item 211
25 126.7A/2 Snubber circuit to item 126.7
26 126.7/2 Contactor Power supply driver's cab
27 126.6 Safety relay Control electronics "ON"
28 211 Relay Temperature control, Electronics
29 130.1 Auxiliary contactor Pantograph
30 118.5/2 DC/DC Converter
31 118.4/2 DC/DC Converter
32 412 Rack Central electronics (CEL2)
33 300.3/2 Auxiliary contactor Wheel flange lubrication
34 300.3/1 Auxiliary contactor Wheel flange lubrication
35 48.2 Contactor Auxiliary compressor
36 123/6 Blocking diodes
40 123.1/2 Blocking diodes Illumination test
41 127.24 Circuit breaker Electronics auxiliary converter
42 338/2 Auxiliary contactor Head light

Auxiliary Circuits, Cubicle – 1 (HB1)

1. 47.2 Contactor, main compressor
2. 47.2A/1 Snubber circuit to item 47.2
3. 52.3/4 Auxiliary contactor to item 52
4. 52.3/5 Auxiliary contactor to item 52
5. 89.5 Earth fault relay 415/110 V
6. 59.1/1 Circuit breaker, oil cooling unit, transformer/converter
7. 55.1/1 Circuit breaker, scavenge blower to traction motor blower and oil
cooling unit
8. 53.1/1 Circuit breaker, traction motor blower
9. 52.A/4 Snubber circuit to item 52
10. 52.A/5 Snubber circuit to item 52
11. 52/4 Contactor auxiliaries
12. 52/5 Contactor auxiliaries
13. 67 Transformer, auxiliary circuits 415/110 V
14. 90.41 Earthing resistor earth fault detection 415/110 V
15. 90.42 Earthing resistor earth fault detection 415/110 V
16. 54.4/1 Capacitor to MR blower motor
17. 69.71 Circuit breaker, crew fan
18. 69.62 Circuit breaker, cab heater
19. 69.61 Circuit breaker, cab ventilation
20. 56.1/1 Circuit breaker, scavenge blower to machine room blower
21. 54.1/1 Circuit breaker, machine room blower
22. 47.1/1 Circuit breaker, main compressor
23. 63.1/1 Circuit breaker oil pump converter
24. 62.1/1 Circuit breaker oil pump transformer
25. 41 Fuse auxiliary 415/110 V.
26 54.2/1 Time, relay for MR blower
27. 54.8/1 Capacitor to MR blower

Auxiliary Circuits, Cubicle-2 (HB2)

1. 47.2A/2 Snubber circuit to item 47.2
2. 47.2/2 Contactor, main compressor
3. 89.2 Earth fault relay, auxiliary converter
4. 59.1/2 Circuit breaker, oil cooling unit, transformer/converter
5. 55.1/2 Circuit breaker, scavenge blower to traction motor blower
and oil cooling unit
6. 53.1/2 Circuit breaker traction motor blower
7. 90.3/1-2 Earthing resistor earth fault detection auxiliary converter
8. 42.3/2 Current sensor, auxiliary circuits
9. 42.3/1 Current sensor, auxiliary circuits
10. 54.5/2 Capacitor to MR blower motor
11. 56.1/2 Circuit breaker, scavenge blower to machine room blower
12. 54.1/2 Circuit breaker, machine room blower
13. 47.1/2 Circuit breaker, main compressor
14. 63.1/2 Circuit breaker, converter oil pump
15. 62.1/2 Circuit breaker, transformer oil pump
16. 52.6/1 Auxiliary contactor to item 52.4
17. 52.6/2 Auxiliary contactor to item 52.5
18. 54.2/2 Time relay for MR blower
19. 52.5/1 Contactor oil pumps
20. 52.5/2 Contactor oil pumps
21. 49 Input filter Auxiliary converter
22. 54.8/2 Capacitor to MR Blower (Start up)
23. 52.4/1 Contactor Scavenge Blower
24. 52.4/2 Contactor, Scavenge Blower

Filter Cubicle
8.1 1 Contactor filter adaption

8.2 2 Contactor filter "ON"/ "OFF"
8.41 3 Contactor for discharging resistor

Panel A
Panel A is located in the centre of the field of view of the train driver. It contains the following
controls and displays:
116 1 UBA Voltmeter Battery voltage

74 2 U Voltmeter Catenary voltage
79.1 3 BOGIE 1 TE/BE meter Traction/braking effort,
bogie 1
79.2 4 BOGIE 2 TE/BE meter Traction/braking effort,
bogie 2
153 5 ZBAN Spring-loaded switch Banking operation
“ON”/”OFF”
137.3 6 LSDJ Indication lamp, red Main circuit breaker
“OFF”
169.3 7 LSHO Indication lamp, yellow Hotel load “ON”(inactive on
WAG-9)
92 8 LSP Indication lamp, yellow Wheel slipping
81.5 9 LSAF Indication lamp, red Train parting
242.1 10 LSVW Indication lamp, yellow Vigilance warning
166 11 LSCE Lamp, amber Over temperature CEL
125 12 BL Key switch Activation of Driver‟s
cab
129 13 ZPT Spring-loaded switch Raise/ Lower
Pantograph
134 14 BLDJ Spring-loaded switch Main circuit breaker
“ON”/”OFF”
172 15 BLCP Spring-loaded switch Main compressors
169.1 16 BLHO Spring-loaded switch AUTO mode
“ON”/”OFF”
(inactive on WAG-9)
151.1 17 ZTEL Switch Max. traction limitation
151.4 18 BPCS Illuminated push-button, Constant Speed Control
green
268 19 BPPB Illuminated push-button, Parking brake(inactive
red on WAP-7)
237.5 20 BPVR Push-button, yellow Acknowledge vigilance
244 21 Emergency Emergency Stop button, Emergency stop
Stop red
Panel C
435 1 Screen Display of messages / diagnosis

163 2 LSFI Indication lamp, red Fault message, priority 1
324 3 ZLC Switch Driver‟s cab lighting
324.1 4 ZLI Switch Instrument lighting
324.21 5 ZLDD Switch Driver‟s desk illumination
238 6 BZ-V-O-F Buzzer Warning signal, 3
frequencies
163.1 7 BPFA Illuminated push- Acknowledgement all fault
button, yellow messages
316 8 BLPR Switch Headlights
317 9 ZPRD Switch Headlights, Intensity
316.11 10 ZLFW Switch Marker lights, white
316.12 11 ZLFR Switch Marker lights, red
316.2 12 BPFL Illuminated push- Emergency flash light
button, yellow

Panel D
324.22 1 ZLDA Switch Assistant driver‟s desk Illumination
236 2 BPVG Push-button, green Vigilance
334.1 3 PCLH Socket Hand lamp
337 4 ZLH Switch Socket hand lamp
--------
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OVERVIEW OF 3-PHASE LOCOMOTIVES (WAG-9H, WAP-7 & WAP-5)

Manufacturing of conventional locomotive totally stopped in CLW at present and the

Brief description of conventional locomotives

Designed for operation on 25 kV AC, single phase, 50Hz overhead line.

Page - 1 By. I.K.Yadav, AEE/EL

(A) Traction Equipments used in locomotives.

(iv) Tap Changer (GR)

(v) Silicon Rectifier (RSI) 1& 2

Page - 2 By. I.K.Yadav, AEE/EL

(vi) Smoothing Reactor

(vii) Traction Motors (TM1-6)

(viii) Reverser (J1-2)

(ix) E.P.Contactors (L1-6)

(x) Field Weakening Resistances (RS-1 to 6) and RPS (1 to 6)

(B) Auxiliary Equipment

(ii) Auxiliary machines

(iii) Head light voltage stabiliser (DC-DC Converter)

(iv) Battery charger

(v) Auxiliary Compressor (MCPA)

(vi) Measuring instruments

Page - 4 By. I.K.Yadav, AEE/EL

Brief description of three phase locomotives

Why three phase locomotives?

Advantages of microprocessor based control.

Other advantage of three phase drive

FEATURES OF 3-PHASE AC LOCO

Advanced Technological Features: -

ADVANTAGES OF 3-PHASE LOCOMOTIVES

2. Maintenance cost of a 3-phase locomotive is less due to absence of brush-gear/

3. Induction motors are very robust. Consequently reliability of a 3-phase locomotive is

5. Overload capabilities in 3-phase locomotives are more Liberal.

6. Regeneration of power is available in 3-phase locomotives. Regenerative braking effort is

 Why IGBT based Traction Converter?

IGBT Traction Converter based Locomotive

 Due to single axle drive it has got better adhesion performance.

 Because of smaller size of the converter it may be possible to install additional

 40% reduction in weight and compact in size compared to GTO equipment.

 Sensor less speed control.

 Water cooled system thus safer vis-à-vis oil cooled system.

 Less harmonics because of high switching frequency.

 Configured to open standard controls TCN based network.

 Modern design of software using Matlab / Simulink.

Page - 9 By. I.K.Yadav, AEE/EL

Technical Data WAP5 WAP-7 WAG9

Page - 10 By. I.K.Yadav, AEE/EL

Layout of roof equipment

Page - 11 By. I.K.Yadav, AEE/EL

Page - 12 By. I.K.Yadav, AEE/EL

Page - 13 By. I.K.Yadav, AEE/EL

Layout of machine room equipment

Page - 14 By. I.K.Yadav, AEE/EL

Page - 15 By. I.K.Yadav, AEE/EL

Page - 16 By. I.K.Yadav, AEE/EL

3. Traction Power Circuit:

3 .1 Traction Converter: (SR)

Page - 17 By. I.K.Yadav, AEE/EL

SR is cooled by two separate oil cooling unit.