an overview of vocational training in clw
TRANSCRIPT
An overview of vocational
training in
Chittaranjan Locomotive Works
Name :- Arunava Paul
College :- Guru Nanak Institute of
Technology, Sodepur, Kolkata-700114
Stream :- Electrical Engineering
Course:- Bachelor in Technology
CLW registration :- VT/S/2015
Roll No.-14301613020
Registration No.-131430110320
Course co-ordinator Principal, TTC
Contents
Introduction & Etymology of word ‘Locomotive’
A Brief History of Indian Railways
Milestone Events in CLW
Geographical Location of CLW
City Infrastructure
City Power Supply & Utilization
Quality & Environmental Policies
Loco specifications
Loco Power Supply
Electrical Loco- An Overview
Few Important Discussion
Some Popular CLW Electric Locomotive
Conclusion
Introduction & Etymology of word “Locomotive”
A locomotive or engine is a rail transport vehicle that provides the motive power for a train. The word originates from the Latin loco-"from a place", ablative of locus, "place" + Medieval Latin motivus , "causing motion", term locomotive engine, first used in the early 19th century to distinguish between mobile and stationary steam engines.
Prior to locomotives, the motive force for railroads had been generated by various lower-technology methods such as human power, horse power, gravity or stationary engines that drove cable systems.
The first successful locomotives were built by Cornish inventor Richard Trevithick.
George Stephenson was a renowned English civil engineer and mechanical engineer who built the first public inter-city railway line in the world to use steam locomotives, the Liverpool and Manchester Railway which opened in 1830 known as the "Father of Railways" . The first passenger railway, the Liverpool
and Manchester Railway, in England.
A Brief History of Indian Railways
The history of rail transport in India began in the mid-nineteenth century. The country's first railway, built by The Great Indian Peninsula Railway (GIPR), opened in 1853, between Bombay and Thane. The Great Southern India Railway Co. was founded in Britain in 1853 and registered in 1859. Construction of track in Madras Presidency began in 1859 and the 80-mile link from Trichinopoly to Negapatam was opened in 1861. The Carnatic Railway founded in 1864, opened a Madras-Arakkonam-Kancheepuram line in 1865. The Great Southern India Railway
Company was subsequently merged
with the Carnatic Railway Company in 1874 to form The South Indian Railway
Company. In 1900, the GIPR became a government owned company. In 1905, an early Railway Board was constituted, but the powers were formally vested under Lord Curzon. For the first time in its history, the Railways began to make a profit. Chittaranjan Locomotive Works (CLW) is the dream of the nation’s visionaries, coming true. The planners of the Nation with their deep insight and foresight set to build a loco building factory in West Bengal and CLW is that vision, coming true. On the 9th of January 1948, survey of the proposed area was done. The rocky soil was an advantage in erecting foundations for heavy structural work and the undulating terrain solved the problem of drainage for the
Indian Railway Map of 1909
Facts About Different Indian Railway Zones
township while the schemes of the DVC envisaged hydro-electric and thermal power stations in the vicinity assured cheap power availability in the near future. It is the only major Electric Locomotive builder in the country. The place where today CLW is situated was actually a hamlet of small villages. The issue of setting up a loco building unit continued to be under active consideration of the Central legislature and in the late thirties, a committee consisting of M/s. Humphries and Shrinivasan
was appointed to investigate the possibility of establishing a locomotive manufacturing unit and to consider its economic viability. The initial project, at Chandmari, a place near Kanchrapara, in the state of West Bengal, could not mature due to partition, which inevitably
necessitated a change of site. This present site at Chittaranjan was selected after a fresh survey
and Railway Board’s approval was obtained in the year 1947. The loco works was initially established for production of 120 average sized steam locomotives with the capacity to manufacture 50 spare boilers.
A CLW made steam loco hauling a heritage express near
Agra Cantonment
During pre-construction Days
Milestone events in CLW 1947 September Site for Chittaranjan Locomotive Works located.
1948 March Construction work started.
1948 April Workshop Set up
1950 26th
January
Production inaugurated by Smt. Basanti Devi, Wife of Late Chittaranjan Das.
1950 1st
November
Namkaran Ceremony of the works by President of India, Dr. Rajendra Prasad, when the first steam
locomotive was turned out and flagged off from CLW.
1951 12th
February
KG Hospital formally opened by his Excellency Dr. K.N.Katju, Governor of West Bengal.
1952 1st to 2nd
March
Prime Minister of India, Pandit Jawaharlal Nehru visits Chittaranjan accompanied by Dr. B.C.Roy,
Chief Minister of West Bengal
1952 21st
October
Railway Minister Shri Lal Bhahadur Shastri visits Chittaranjan
1953 10th
October
Dr. Sarvapalli Radhakrishnan, Vice President of India, visits Chittaranjan .
1954 6th January 100th Steam Loco “CHITTARANJAN 100” inaugurated by Railway Minister Shri Lal Bahadur Shastri.
1955 27th April Dr. Rajendra Prasad, President of India, drove the 200th Locomotive from the works.
1955 28th
November
Visit of their Majesties the King ,Tribhuvan Bir Bikram Shah and Queen of Nepal
1955 17th
December
Visit of their excellency Mr. N.A.Bulganin and Mr. N.S.Khruschev from Russia
1956 14th
November
Visit of His Imperial Majesty, Mr. Haile Selassie, Emperor of Ethiopia
1956 12th
December
Visit of Mr. Chou En Lai the Prime Minister of People’s Republic of China
1957 13th
January
Visit of their Holinesses , the Dalai Lama and the Panchen Lama
1958 18th March Visit of Mr. Churu Stoika, Prime Minister of Rumanian People’s Republic
1958 20th
November
Visit of Mr. Marcel Roberts, Chief Occupational Safety & Health Division, International Labour
Organisation
1960 25th
January
A technical collaboration agreement signed with Messrs. F.H.Lloyd & Co. Ltd., Wednesbury for
establishing the Steel Foundry at Chittaranjan
1960 16th April Thousandth Locomotive turned out.
1960 April Visit of Mr. Gamal Abdul Nasser, the President of the United Arab Republic
1961 January Steel Foundry set up
1961 2nd
February
Visit of the illustrious daughter of Netaji Subhash Chandra Bose, Kumari Anita Bose
1961 16th April Opening of Rabindra Manch and open air theatre.
1961 14th
October
First CLW built WCM-5 DC Electric Loco “LOKMANYA’ commissioned by Pandit Jawaharlal Nehru.
1962 October Electric Loco Shop Set up
1963 16th
November
First CLW built WAG-1 25 KV AC Electric Loco “BIDHAN’ commissioned by Pandit Jawaharlal Nehru.
1966 Traction Motor Shop Set up
1967 16th April Chittaranjan builds its First Traction Motor, the largest in India, at that time.
1968 6th January First CLW built Diesel Hydraulic Shunter “INDRAPRASTHA” commissioned by Shri C.M.Poonacha,
the then Railway Minister.
1971 “Antim Sitara” last steam engine
1972 First batch of TAO-659 traction motor dispatched
1972 30th
January
First CLW Built WCAM-1 AC/DC Dual Voltage electric Locomotive “Vallabh” commissioned by Shri
Sidhartha Shankar Ray, the then Chief Minister of West Bengal.
1980 1st October First Rajdhani Electric Loco WAP-1 commissioned.
1985 3rd and 4th
July
Flagging of of the 600th Diesel Loco MOHANDAS by Shri Madhav Rao Scindia, Minister of Railways
1986 2nd
November
Visit of Professor Nurul Hassan, Governor of West Bengal
1987 6th April “JAWAHAR” (WAP-3) commissioned and christened by Shri Madhav Rao Scindia, Minister of State
for Railways for Shatabdi Express services.
1988 First batch of Hitachi traction motors despatched
1989 Collaboration agreement signed with Rockwell International Corporation .
1990 31st March 105th Electric Loco KIRTIMAN inaugurated by Mr. R.D.Kitson, Member Mechanical, Railway Board
1991 7th January Flagging off of 1500th Electric loco SUKANYA, to mark the International year of the girl child
1992 3rd August 1st 5000 hp High Adhesion WAG – 7 Electric Locomotive “SHANTIDAN” christened by Mother
Teresa, Missionaries of Charity.
1993 6th April Last BG Diesel Shunter “VIRAM” of the year and NG Diesel Locomotive “ITI” of the year 1992-93.
1993 11th June Inauguration of “Sidhu kanu Setu” a light bridge over the River Ajoy by R.K.Shukla, GM/CLW
1994 23rd
January
WAP-1 Electric Loco “PRAGATISHEEL” provided with Hitachi Traction Motor.
1994 27th August First 5000 hp WAP-4 Passenger Locomotive “ASHOK” flagged off.
1996 13th July ISO-9001 certification awarded to Loco Works by IRQS.
1996 8th August ISO-9002 certification awarded to Steel Foundry by IRQS.
1996 14TH
September
First Modular WAG-7 Loco KARAMVIR Flagged
1996 27th
December
First 3 phase 6000 hp WAG-9 Locomotive (CKD/SKD) flagged off from CLW.
1998 29th April Flagging off of 2500th Electric loco SWARNA ABHA by the Shri Nitish Kumar,Hon’ble MR
1998 14th
November
WAG-9, the first CLW built indigenous 3 phase state-of-the-art 6000 hp Freight Electric Locomotive
“NAVYUG” inaugurated by the Hon’ble Minister for Railways by Shri Nitish Kumar.
1998 21st
November
Inauguration of one WAG-7 500 HP Electric Loco SAMARPAN by Shri Jyoti Basu Chief Minister of
West Bengal
1999 10th
January
First batch of 6 nos. of CLW built 1000 hp Traction Motors for WAG-9 inaugurated by Shri
K.Balakesari, Member Staff.
1999 12TH April Flagging off of NAVJYOTI by His Excellency the Governor of West Bengal Mr. A.R.Kidwai
2000 25th
January
CLW completes 50 years of service to the nation
2000 24th
February
The first CLW built 3-phase traction motor type 6 FXA-7059 for WAP-5 locomotive inaugurated.
2000 10th May “NAVKIRAN” the first WAP-7 locomotive rolled out of CLW.
2000 17th May “NAVODIT” the first CLW built WAP-5 locomotive rolled out of CLW.
2000 30th June A first Day Cover on CLW released by Shri M.K.Banerjee, Post Master General/Kolkata to
commemorate CLW Golden Jubilee (Phase-II).
2000 30th June “NAVSHAKTI” the first WAG-9H locomotive was rolled out of CLW.
2000 18th
November
Commissioning of a new facility for polyurethane painting of Electric Locomotives with grit blasting and paint drying oven facility.
2001 12th
February
“NAVBHARATI”, the second CLW built WAP-7 locomotive flagged off by the Hon’ble Minister of Railways Ms. Mamata Banerjee.
2001 16th April H.E.Viren J.Shah, Governor of West Bengal was the chief Guest at the 46th Railway Week function.
H.E. also flagged off the 3-phase WAG-9 loco christened “NAVASHA”.
2001 31st May “NAVJAGRAN”, the CLW built WAP-5 locomotive flagged off by the Hon’ble MOSR (D) Shri Digvijay
Singh.
2002 26th April ISO-14001 certification awarded to CLW by IRQS.
2003 6th April “NAVCHETAK” the CLW built WAP – 7 type Locomotive flagged off by Hon’ble MOSR(A) Shri
A.K.Murti.
2003 2nd & 3rd
August
“NAVGHANSHAKTI” the CLW built WAG-9 type locomotive flagged off by ML/RB,Shri S.C.Gupta.
2003 25th
September
ISO-9001-2000 certification awarded to CLW for quality Management system.
2003 28th
October
Shri Nitish Kumar,Hon’ble MR inaugurated a book published by the PR Dept. entitled “STORY OF
CLW” written by Shri R. K.Vir, Ex-GM/CLW at Railway Board, New Delhi.
2004 10th
January
“NAVGATI”, the CLW built WAP-7 locomotive flagged off by Addl. ML/RB.
2004 29th March “YUGANTAR”, the CLW built WAP-4 loco flagged off by GM/CLW.
2005 February Manufacturing of Cast Steel Bogie Frame for DLW for GM Loco WDS-4 by Steel Foundry
2006 9thJune CLW is conferred with the Golden Peacock award for Environment Management by the World
Environment Foundation
2006 29th July CLW built new locomotive type WAG-9 & WAG-9H with Satellite Remote Diagnosis System “Dr.
Silver” inaugurated by Shri Laloo Prasad, Hon’ble MR.
2006 6th
September
CLW becomes the proud recipient of the Safety innovation award 2006, by the Institute of
Engineers
2007 23rd March Flagging off of 100th WAG-9 loco “NAVPRAGATI”.
2007 31ST March 1st loco for 2007-08 inaugurated
2007 31ST March 1041st Traction Motor produced for the year 2006-07
2008 25th May CLW website launched
2008 11th July CLW adopts ORACLE based financial application
2009 26th
January
CLW steps into its Diamond Jubilee year
2009 30th
September
CLW is again conferred the Safety innovation award, by the Institute of Engineers
2010 4th January CLW hosted the 66th All India Railway Football Championship (Knock-out round) in Chittaranjan
2010 16th April Inauguration of 2nd IGBT based locomotive WAG-9i
2010 1st May CLW bagged the Gold medal in the 30th ALL India Archery Competition.
2010 3th June Indian railways first HOG scheme loco produced in CLW/Chittaranjan.
2010 4th October Inauguration of first fully IGBT based three phase locomotive.
2010 19th
November
All India Railway Bridge Championship held in Chittaranjan
2010 14th Nov’ to
27th Nov’
CLW took part in India International Trade Fair (IITF)2010 which was held in New Delhi at Pragati
Maidan
2011 1st February Flagging off of three phase loco fitted with AC Cab produced by CLW
2011 25th
February
Visit of Japanese delegation to CLW
2011 30th march Visit of Member Electrical /Railway Board to CLW
2011 18th
November
Visit of Member Electrical / Railway Board to CLW.
2011 15th Dec. 2011 13th All India Railway Archery Championship held in Chittaranjan
2012 5th - 12th
Feb.
All Inter Railways Football Championship in CLW
2012 Record production of Elect. Locomotives in CLW (258 nos.)
2012 11th July CLW achieved a milestone by turning out a 3 phase locomotive
equipped with IGBT based propulsion system and TCN compliant VCU.
2012 19th July Visit of Member Electrical/Rly. Board to CLW
2013 5th March All India Rly Bridge Championship 2012-13 in CLW
2013 31st March
2013
Record production of Elec. Loco in CLW - 270 nos.
2013 Best ever production performance in first quarter.
2013 24-06-13 Inauguration of Ventilator Machine in KG Hospital /CLW.
2013 17-07-13 inauguration of new CNC Vertical Torret Lathe Machine
2013 17-07-13 inauguration of new Auto-Analyzer Machine in KG Hospital/CLW
2013 14-08-13 Production & flagging off of 100th Locomotive of the year2013-14 in CLW
2013 9th Sept Visit of Member Electrical/Rly. Board to CLW
2013 18th
December
4th All India Rly. Archery Championship in CLW
2014 1st March Visit of Additional Member (Electrical)/Rly. Board to CLW
2014 05-04-14 Visit of Adviser (Rly.Stores)/Railway Board to CLW
2014 11.04.14 Inauguration and flagging off of first locomotive(WAG-7 type No.28667) of the year 2014-15 in CLW.
2014 22nd April, Visit of Member Engineering/Railway Board to CLW.
2014 2013-14 Best Ever 137 Three Phase Loco Production Of CLW
2014 18th July Visit Of Member Electrical , Railway Board to CLW.
2014 11th -
20th Octob
er
CLW archers won Bronze medal at 70 -meter team event in the 35th Senior National Archery
Championships, held at J. L. Nehru Stadium, New Delhi .
2015 28 to 31st
January
West Bengal State Ranking Junior Badminton Tournament in CLW.
2015 21 February Visit of Addl. Member Railway Stores (AMRS)/Railway Board to CLW
2015 20 March Inauguration of new Stores Shed in CLW on 20 March 2015.
2015 05th May Chittaranjan Locomotive Works (CLW) got OHSAS 18001 certification.
from certifying agency , M/s Certification Services Pvt Ltd .
Geographical Location of Chittaranjan
Chittaranjan is a suburb of Asansol at
Burdwan District in the state of West Bengal, India. It is
famous for Chittaranjan Locomotive Works, an Indian
Government railway factory.
Chittaranjan is located at
23.87°N 86.87°E. It has an average elevation of 155
metres (508 feet).
Asansol is
composed
of
undulating
latterite.
This area
lies
between
two mighty
rivers – the
Damodar
and the Ajay.
They flow
almost parallel to each other in the region – the
average distance between the two rivers is around 30
km. For ages the area was heavily of coal led to
industrialization of the area and most of the forests
have been forested infested with plunderers and
marauders. The discovery cleared. At the western fringe of the area the Barakar
forms the boundary with Jharkhand. There is a small stretch of land border with
Jharkhand in the Chittaranjan area.
Some Geographical Facts
about Chittaranjan
Chittaranjan Township map
City Infrastructure In a total area of 18.3 km,
Chittaranjan has 9,356 residential
quarters, 1 hospital, 7 health units, 8
community halls, 22 railway schools and 18
non-railway schools. There is 1 college, 1
club, 1 Kendriya Vidyalaya school, 7
markets and 2 cinema halls. Chittaranjan is
the first planned township constructed in
post-independence India. The township is
divided into 8 areas and has an internal road
length of about 193 km. Probably this is the
only 100% pollution free and the cleanest Government owned
planned township of India. Another
rare feature present in this township is its underground sewage system- which ends
up at the river Ajay after passing through a treatment plant which prevents any
harmful contamination into the river water.
View of boating lake in chittaranjan
Details of Town Utilities:- Town water supply & Storage:-
Chittaranjan, an ISO-14001 certified township, has neatly arranged
row-houses, broad and clean roads, lots of greenery and lakes. The township houses
over 9300 quarters of various types and sizes for its employees of CLW. All these
quarters are neatly grouped under various areas, with each area having its own
Primary Health Unit (also known as a dispensary), marketplace, primary school,
community hall and playground. In addition to a dispensary in every area, CLW also
has its own 200-bed hospital - the Kasturba Hospital. A bird's-eye view of a part of
Chittaranjan Township can be had from Chittaranjan's own little hill resort - the
diminutive Hill Top, located within the town limits. Chittaranjan also has two big
playgrounds: the "Oval" ground and the
"Srilata" Ground, which holds various
Sub-divisional tournaments.
Chittaranjan has two multi-sports
stadiums, two swimming pools,
basketball court, badminton court,
lawn tennis court, many football
grounds, a gymnasium and one indoor
stadium which is under construction.
Across the Sunset Avenue a small hill
called the Hollow Hill is an ideal
getaway. The hollow hill is covered
on all sides with water inside. It is an
ideal spot for walking in the early evening
and having a picnic.
Some tourist attracting places of Chittaranjan
Ajay River — a famous picnic spot.
"Hill Top" with a view the township.
Horticulture Garden (near Hill Top).
Boating club. (at Hospital Colony)
Deshabandhu Loco Park (near GM
office)
Children's park
GM Building Golf club
Amladahi Market
Kangoi Hill
Lakes
Karnail Singh Park
Maithon Dam (20 km)
Hanuman Mandir
The Railway Workshop, which
is opened to public on 17 September every
year on occasion of Vishwakarma Puja.
Educational Institutions:-
Chittaranjan
has two movie
theaters, the Ranjan
Cinema and the
Srilata Cinema (not
functioning
anymore). While the
former screens
mostly Hindi movies,
the latter screens
Bengali movies and
the occasional Hindi
movie.
Chittaranjan has
many community
halls where an annual Durga Puja festival is organized and celebrated.
Fairy Princess, a miniature version of real life steam loco at
Deshbandhu loco Park
A view of the park beside The Boating
Club
City Power Supply & Utilization
This city receives its power from DVC/Maithon at a contract demand of 11kVA
power through a medium transmission line of 33kV. Power Supply is maintained
continuously by officials of DVC & Central Power House, Chittaranjan so that no
power interruption could harm the plant production & CLW could achieve yearly
production target easily. There are sufficient amount of DG sets as backup for all
emergency zones like K.G Hospital, pumping installation & other important
installation as & when required. Central Power House, Chittaranjan is given all
responsibility for transmission, distribution of power & maintenance of power
equipment in the township.
Principal Energy Utilizing Zones of CLW:-
CLW Workshop
Steel Foundry
Water House
Residency
Street Lighting
The list of DG sets installed in CLW & their locations are given below:- Location No. & Capacity
I. Central Power House 3 x 1750 kW+ 01(condemned)
II. Workshop 1 x 1750 kW
III. Hospital 1 x 250 kW
1 x 80 kW
IV. Administrative Building & Computer Complex
2 x 250 kW
V. Works Office 1 x 80 kW
1 x 100 kW
VI. Portable(CPH) 1 x 40 kW
1 x 20 kW
1 x 10 kW
1 x 7.5 kW
VII. GM’s Bungalow 1 x 32 kW
VIII. Club House 1 x 10 kW
IX. Portable Petrol/Kerosene run Generator in CPH
1 x 2 kW
1 x 3 kW
Beside this DG sets there are also UPS backup system installed in following two areas:-
Location No. & Capacity
(a) Computer Complex (EDP) 2 x 40 kVA
(b) K.G Hospital 2 x 10 kVA
The city transmission is made of both Underground & Overhead cables, according to
the priority of power supply. Total length of High Tension Overhead & Underground
Transmission consisting 32kms & 22.2kms respectively. Whereas Overhead &
Underground distribution cable consists of 200km & 14km respectively.
For supply of such high quantity of power, a large number of protection switch gears
are required. CPH/CLW has 53 H.T circuit breakers outside workshop & 103 H.T circuit
breakers inside workshop. Circuit Breakers Inside Shop
(ERS-59/OH)
Inside Shop
(ERS-64/SF)
Outside Shop
(CPH)
11 KV OCB 36 - 06
11KV VCB 41 21 44
11/25KV SF6 04 - -
3.3KV OCB 01 - -
3.3KV VCB 82 21 03
There are total 85 nos. of transformer under city premises which r used in power
transmission by CPH, Chittaranjan. They are used in various zones like Railway OHE or
catenary, city power distribution, etc. The details of transformer installed is given below. Voltage Rating Capacity Quantity
33/11 kV 12.5 MVA 01
33/11 kV 10 MVA 03
33/11 kV 06 MVA 01
33/25 kV 3.5 MVA 01
11/0.433 kV 50 KVA 05
11/0.433 kV 100 KVA 02
11/0.433 kV 150 KVA 07
11/0.433 kV 250 KVA 18
11/0.433 kV 300 KVA 19
11/0.433 kV 500 KVA 20
11/0.433 kV 750 KVA 05
11/0.433 kV 1000 KVA 01
11/3.3 kV 1000 KVA 02
Schematic Panel Diagram of Main
Sub-Station CPH,CRJ
Quality Policy of CLW Quality policy of CLW is to manufacture electric loco and spares meeting railways requirement of performance and maintain ability. o Adopted quality management system,
which ensures conformance to designees and Specification of every stage of manufacture.
o Constantly reviewing and updating design, specification and process to improve product performance.
o Ensure quality of purchase material by establishing an effective system of vendor product performance.
o Having an effective system of communication and training to make every employee of quality policy of CLW and motivate him or her to implement and maintain the quality system.
o CLW will constantly strive for cost effectiveness to ensure the sales price is "at cost” basis.
It is intention of CLW to remain the leader in manufacture of electric
locomotives in India in terms of both quality and cost. CLW has achieved an
ISO 9001 certificate in year 2006.
CORRECTIVE/PREVENTIVE ACTIONS: - Since the implementation of the ISO –
9001, CLW has benefited immensely by way of reduced rejections and re-work. Further,
customer feedback i.e. feedback from the various electric loco sheds of the IR are being
given considerable attention. Based on customer feedback, suitable corrective and
preventive actions are being initiated through Design Modifications and Correction of
manufacturing processes.
Safety Innovation Award Seal
awarded to CLW in 2006
Environmental Policy of CLW CLW achieved ISO-14001 on 25th April, 2002. 1st
surveillance Audit was conducted from 28th to
30th April, 2003. 2nd surveillance audit was
conducted from 20th to 23rd June 2004. Renewal
audit was conducted during 6th September to 9th
September, 2005. Updated version of ISO
14001:2004 is also available in CLW.EMS up
gradation audit conducted from 11th to 12th
May, 2006 successfully.
The Environmental Policy
adopted at CLW is:-
Improved Environmental Management
System, prevention of pollution and
continuous improvement of environment performance.
Compliance with relevant environmental legislation and requirements
as determined by appropriate regulatory and other corporate bodies.
Conservation of natural resources and implementation of fundamentals
of waste management.
Setting environmental objectives and Targets and monitoring progress
for sustainable development.
Ensure awareness of all employees and contractors regarding their
environmental roles and responsibilities.
Following steps have been taken for protection and improvement of
environment at CLW:-
Waste generated in Shops have been reduced by 5% from the previous year by improvement of operational procedures.
Golden Peacock Environmental
Management Award Seal awarded to
CLW for best environmental
management
Air Pollution Control Device has been installed in Integrated Paint Shop to reduce air pollution.
To reduce air pollution, stack height of D.G.sets in Central Power House has been increased.
Dust collector has been installed in Sand Plant/SF for reduction of air pollution. Air Pollution Control Device has been installed at GEC Arc Furnaces in Steel
Foundry. Consumption of water in plant area has been reduced by 5% by arresting major
leakages and provision of water meters have been made for regular monitoring of water consumption.
Consumption of electricity in plant and Township has been reduced by use of energy efficient lights, installation of capacitor bank etc.
50,000 trees have been planted in the CLW Township. Another 50,000 trees will be planted during the current year.
Use of polybags has been totally banned inside the Township. New Sewage Treatment Plant (Bio-filter Plant) has been commissioned and under
operation for improvement of effluent quality before discharge to surface inland and nearby water bodies.
Loco Specification
Locos, except for older steam ones, have classification codes that identify them. This code is of the form '[gauge][power][load][series][subtype][suffix]'. In this the first item, '[gauge]', is a single letter identifying the gauge the loco runs on: W = Broad Gauge Y = Meter Gauge Z = Narrow Gauge (2' 6") N = Narrow Gauge (2')
The second item, '[power]', is one or two letters identifying the power source: D = Diesel C = DC traction A = AC traction CA = Dual power AC/DC traction B = Battery electric(rare)
The third item, '[load]', is a single letter identifying the kind of load the loco is normally used for: M = Mixed Traffic P = Passenger G = Goods S = Shunting L = Light Duty (Light Passenger) (no longer in use) U=Multiple Unit (EMU / DEMU)
The fourth item, '[series]', is a digit identifying the model of the loco. Until recently, this series number was simply assigned chronologically as new models of locos were introduced. The fifth item,'[subtype]', is an optional letter or number (or two of them) that indicates some smaller variation in the basic model or series, perhaps different motors, or a different manufacturer. With the new scheme for classifying diesel & electric locos, the fifth item is a letter that further refines the horsepower indication in 100hp increments: 'A' for 100hp, 'B' for 200hp, 'C' for 300hp, etc. So in this scheme, a WDM-3A refers to a 3100hp loco, WAG-9H refers to 7200hp loco.
Loco Power Supply Indian Railway have 25kV OHE to supply power to an electric locomotive
through a pantograph. 25 kV Single Phase is the most preferred and universally
accepted voltage standard for overhead traction system. Looking for any other
voltage system, means every things has got to be developed namely traction power
supply system, Over Head Equipment, vehicle traction system etc. In order to
increase OHE voltage. 2×25 kV system is developed so that at vehicle level, the
voltage remains 25 kV.
25 kV Traction power system was designed, developed and demonstrated all
over world by SNCF. Indian while completing electrification of Howrah-Barddhaman
section of Eastern Railway decided to adopt 25 kV system in collaboration with
SNCF and converted 3000V DC just when it was completed into 25 kV instead
running it at 3000 V DC.
132 kV/220 kV 3 phase supply is taken from State Utility and two phase (say U-
V)are dropped at Traction Sub-station and for the purpose of load balancing V-W,
VW and W-U phase are dropped at subsequent TSSs. There are mainly five types of
power supply arrangement so far prevailing over Indian Railway network.
Shown below are three schematic circuit diagrams for electrification systems used
on IR. These show the power flow from the 25kV AC catenary through the
locomotive.
Simple catenary feeding system:-
The first figure shows a simple feeding system. Catenary current Ic is returned as rail current Ir and earth currents I.
The disadvantage of this system is that there can be severe inductive interference in telecom lines and other equipment because of the large loop area between the catenary and the rails which carry the return current. Some of the return current also flows in the earth, causing conductive interference and corrosion problems in buried cables, pipes, etc. Such earth currents are higher if the conductive path in the rails is degraded because of rail joint problems.
Booster transformer feeding system with return conductor and insulated rail joints:-
In the booster transformer (BT) feeding system, there is now a return
conductor, a wire that is close to and parallel to the catenary wire. The return
conductor is connected to the rails (and earthed) as shown. Periodically, there
are breaks in the catenary where the supply current is forced to flow through
one winding of a booster transformer (marked B.T.); the other winding is in
series with the return conductor. The 1:1 turns ratio of the BT means that the
current in the catenary (Ic) will be very nearly the same as the current in the
return conductor (Irw). The current that flows through the loco goes to the rails
but then up through a connecting wire to the return conductor, and through it
back to the substation. Insulated rail joints (marked I.R.J.) are also provided this
ensures that current flows in the rails only in the particular section where the
loco is present. At all other places, the inductive interference from the catenary
current is nearly cancelled by that from the return current, thus minimizing the
interference effects. The problem of stray earth currents is also reduced.
One of the disadvantages in this system is that as a loco passes a booster
transformer, there is a momentary interruption in the supply (because of the
break in the catenary) with the attendant problems of arcing and transients on
the line, as well as radio frequency interference.
In recent years, as much telecommunication cabling has been moved away from railway lines or re-laid underground, interference from the electric traction system is not as much of a problem as it used to be in the past, and therefore in many cases the booster transformers and return conductors have been removed and the traction system has been reverted to the plain single-wire system.
Autotransformer (AT) System / 2 x 25kV System / 'Dual' System:- Both the simple AC feeding scheme and the booster transformer scheme suffer from voltage drops along the length of the catenary — locos may see severely reduced voltages (by 5kV or more) at points far from the substation. In the autotransformer (AT) feeding system, which is intended to address this voltage drop problem, the current flow is more complex here. A 50kV supply from the substation is split with a three winding transformer into a dual 25kV supply (also sometimes called a '2-phase' supply). Between the catenary and the
rails is 25kV of voltage. Between the rails and the other phase is also 25kV of voltage (but always instantaneously opposed in sense – 180 degrees out of phase). This other phase (sometimes called 'negative' phase which is a bit
misleading since there's no positive or negative here, it's AC) is carried on a feeder wire parallel to the catenary. There are autotransformers (marked A.T.) provided periodically as shown. These are usually tap-changing transformers that can adjust their turns ratio as required — the aim is to keep the voltage drop between the rails and the catenary always at 25kV as far as possible. But neglecting voltage drops, the turns ratio of these autotransformers is essentially 1:1 between catenary and rails and rails and feeder. Consider the loco as shown, drawing a load current I. Each phase (catenary and feeder) carries half of this. The currents split and merge as shown in the section just where the loco is. The autotransformer action forces equal currents to flow between the rails and the catenary and between the rails and the feeder in all cases. Note that the rails carry less than the full load current in each direction away from the loco, and that's the only section where the rails carry current. (The rails are shown carrying equal currents I/2 in each direction away from the loco, but that's a simplification — they do not have to be symmetric in that way as long as the two currents add up to load current drawn by the loco.) Note further that the full load current does not flow in the catenary anywhere either. Also, in all the other sections except where the loco is, the catenary and feeder carry equal but opposite currents, providing for the cancellation of inductive interference as in the BT system. The net effect is that in the unoccupied sections the inductive interference is as low as with the BT system, and in the occupied section it is lower than in the BT system. At the same time, the voltage drop problem is eliminated. Further, there are no unnecessary breaks in the catenary, reducing radio frequency interference and transients on the power system. The reduced currents and 50kV supply also mean that substations can also be farther apart. Till the year 1999, the 2*25kV system is in use in only about 10% of all of IR's electrified routes. The important coal-hauling route Bina-Katni-Anuppur-Bishrampur / Chirimiri of CR/SER was the first to get this system. Badnera-Bhusawal is another section that had this system, but which has been converted back to the simpler standard feeding system. A couple of other small sections that had the 2x25kV in the past have also now been reverted back to the simpler standard system. The dual system corresponds to what is called the 3–wire system (with transmission line) in other railways.
Electrical Parameters of AC OHE system:- Traction Supply Voltage: Nominal Voltage: 25kV Permissible Limits: 19.9kV to 27.5kV (17.5kV for Mumbai EMUs) Traction Supply Frequency: Nominal: 50Hz Permissible Limits: 48.5Hz 51.5Hz Loop impedance of OHE with earth and rail return: Single line: 0.41∠70°Ω/km Double line: 0.24∠70°Ω/km Loop impedance with the booster transformer / return conductor: Single line: 0.70∠70°Ω/km Double line: 0.43∠70°Ω/km Traction Transformer Rating: 13.5MVA Traction Transformer Resistance: 0.179Ω Traction Transformer Reactance: 5.49Ω
Catenaries:- The catenary consists of more than one cable; the one that actually touches the pantograph and carries the current is the contact wire. IR uses catenaries of the constant-tension type. At one end of each section of the catenary the cable connects to a pulley block or winch system which then connects to a cable that goes over a pulley and is terminated by a hanging counterweight. The pulley and weight combination ensures that the catenary cable maintains the same tension regardless of the ambient temperature and the consequent expansion or contraction of the cable. This avoids problems with the catenary sagging too much in hot weather, or, if the tension is too high, snapping in cold weather. The tension of the catenary cable in most cases is kept close to 1000kg at 35°C. Maximum tension length for the catenary is 2000m, although in practice it is usually
shorter. The pressure of the pantograph pan against the contact wire is usually around 6.5kg/cm2 on IR. Catenary wires are usually made of processed copper or copper alloys. Pure copper has high conductivity, but does not have the desired tensile strength, and hence it is often processed or alloyed in some way. The equivalent copper cross-section of the catenary is usually about 157 to 165 sq. mm. (65 sq. mm. Stranded copper-cadmium catenary and 107 sq. mm. grooved copper contact wire). On a single-track section, this allows a current of up to 600A to be drawn from the catenary without raising its temperature to more than about 85°C, which is the safe upper limit to avoid risks of fire, equipment failure, etc., and to maintain the physical properties of the catenary within acceptable bounds. The contact wire is suspended from another wire called the messenger wire. The messenger is the one that assumes the typical catenary (hyperbolic cosine) curve shape. The contact wire is suspended from the messenger by vertical risers or spacers. The contact wire is usually grooved on the sides, so that it can be gripped firmly from the sides without creating any discontinuity on the lower surface where the pantograph rubs against it. It is usually made of hard-drawn copper, although sometimes copper alloys have been used. The contact wire is generally at about 5.5m from the rail level. The minimum height is around 4.8m (e.g., under bridges or overpasses, etc.). In yards, in sheds or lines leading up to sheds, etc., the catenary contact wire may be higher; 5.8m is a typical height.
Electric Loco-An Overview
Indian Railways have mainly two
types of electric locomotive –
overhead DC electric locomotives
and overhead AC electric
locomotives. In our training project
report, we have discussed about
only overhead AC electric
locomotives as they are actually
main electric locomotives in India.
Overhead AC electric locomotives
can be broadly categorized as –
Conventional electric locomotives
and 3-Phase electric locomotives.
Conventional electric locomotives are older than 3-phase electric locomotives.
They run on so called “old technology” though they are still in use. They use DC
series motors for traction. 3-Phase electric locomotives run on so called “modern
technology”, they use three phase ac squirrel cage induction motors as traction
motors.
In CLW, conventional electric locomotives production has been stopped for few
years, now they only make 3-phase electric locomotives. That is why in our training
project report, we have mainly focused on 3-Phase electric locomotives, though we
have also discussed about conventional electric locomotives in brief as they are still
in use.
A electric locomotive generally consisting of :- 1. Roof Section 2. Drivers’ Cabin 3. Machine Room 4. Frame 5. Bogie
High Speed WAP-5 loco hauling a Rajdhani rake
Roof Equipment .
.
The roof equipment & their description are given below:-
Pantograph :-
Power at 25KV Is taken from the catenary by means of two pantographs, only one works at a time. The main functions of pantographs are to maintain a link between the overhead line and power circuit of the loco at varying speeds and wind. The min. air required for complete extension is 4.5Kg/cm2.
Pantograph selection switch (ZPT):-
The ZPT is fitted on driver's desk, one in each cab. The switch controls the working of the pantographs. The selector switch has three positions-
Pantograph of an electric loco
Exploded View of Major parts of a loco
Position 0 => Both pantographs are down. Position I => Rear pantograph is raised. Position 2 => Front pantograph is raised. Rating voltage of ZPT =1 WV.
Double pole earthing switch (HOM):-
For securing the safety of the operations during maintenance that is carried out in the loco a hand operated switch HOM makes it possible to earth
simultaneously the entire roof line HV 1/p terminals of the loco lock after lowering the pantograph when HOM cuts the compressed air supply of the pantograph.
ET Surge arrester:- The protection of loco against, surge voltage is secured by means of two surge arresters with spark discharger ET-1 mounted on support of the isolator of HT connection and ET-2 mounted on HT 1/p terminals of the loco.
Main Circuit Breaker:-
It is a special type of electro pneumatic contactor as well as a high circuit breaker, which opens or closes the circuit very quickly and also opens the circuit automatically in case of any abnormality.
Harmonic Filter:-
Harmonic filter is connected with the primary winding of the main transformer, which consists of resistance and capacitor. This harmonic filter reduces or suppresses the high frequency harmonics to avoid disturbances in the signalling. If the harmonic filter gets by passed by the system, the speed of the Loco is restricted to 40 km/hr.
Drivers cabin .
Since a loco consists of two cabs i.e. cab- 1 and cab-2 and usually one cabin is used
by the driver which are fitted with driver's desk, by means of which the driver performs
different operations to run a loco.
Machine Room .
The machine room constitutes the entire important equipment and they are as
follows-
Main over load relay (QLM):-
It is a safety relay provided to protect the feeding circuit (main transformer)
from over current due to short circuit or any other reason. If there is over
current in the main transformer or any equipment on the feeding circuit, this
relay will act and open DJ immediately to protect the circuit. It’s having
mechanical locking device. .
Loco Transformer:-
The transformer is actually composed of two different transformers which
are wound on the same steel core. This
reduces space requirement and also
provides better magnetic coupling.
The first transformer is an
autotransformer with thirty two
tappings which are brought out to the
tap-changer. The output voltage of the
autotransformer depends on the tap at
which the selector of the tap-changer is
resting. Hence, by changing the position of the tap-changer selector the
output voltage of the autotransformer can be varied conveniently. The
position of the tap-changer can be changed by tap-changer GR, which is
driven by pneumatic servomotor. The output of the autotransformer is fed to
the second transformer which has a fixed ratio and steps down the voltage to
a fixed fraction. The second transformer has two separate secondary
windings. The output of these two secondary are then fed to the two traction
converters respectively.
The main transformer comprises more over of an auxiliary winding TEWA for
winding feeding the auxiliary circuit; the circuits for auxiliary are connected
to 400+/-22% voltage AC supply. The main transformers are protected by
capacitors CAPTFP-1-2 against over fault voltage. The two secondary winding
of the step down TFP are protected against excess voltage by means of surge
arresters ETTFPT-2 condensers CAPTFP-3-4 and recombination.
Specification Plate of a locomotive transformer
Choke Coil
Phase – 1 Frequency – 50 Hz
Power – 7475 KVA* Type – LOT7500
1U -
U – 25000 V
I – 299 A
2U -
U – 4 X 1269/1154 (1000) [750] V
I – 4 X 1142/347 (334) [1260] A
Cooling - OFAF Complete Weight – 9900 kg
Locomotive Type – WAP-5/WAG-9
Phase - 1 Type – 2SOD240
P 2 X 239.9 KVAR 50 Hz f 100 Hz
I Nom 2 X 984 A L 2 X 0.551 mH
m 585 kg Locomotive Type – WAG-9
Phase - 1 Type – 6GOD120
P 3 X 2 X 131 KVAR 50 Hz f 100 Hz Rip 31%
I Nom(DC) 3 x 2 x 155 A L 3 x 2 x 13 mH
m 570 kg Locomotive Type – WAG-9
Choke Coil
Power Circuit Diagram of 3-
Phase Locomotive
Traction Converter (SR):-
Traction converter converts single phase 1269 V AC supply into 3 phase AC with variable voltage (max. 2180V) and frequency (from 65 to 132 HZ) while in traction mode and feeds it to traction motor group -1. As such there are two traction converter each feeding group 1 & 2 respectively .During regenerative braking the traction motor work as a generator and feeds generated 3 phase supply to Traction Motor . This converter acts in reverse manner In this way 3 phase loco works as a small power house which generates supply and share the load by feeding it back to OHE .SR is cooled by separate oil cooling unit . The Traction Converter has three main parts - 1) Line Converter, 2) Intermediate DC link and 3) Drive Converter. 1). Line Converter (NSR):- The Line Converter converts the AC supplied from the main transformer into DC and forwards this current into the intermediate DC link. It has filter circuitry to provide fairly smooth ripple free and stable DC output and at the same time to ensure a good power factor presented to the electric supply. The line converter can be configured to present a different power factor lagging or leading as desired. However, it is also converts DC from the intermediate DC link into AC and to supply this AC in turn to the main transformer during regenerative braking. Both functions are activated by the traction converter control electronics. 2). DC Link:- This is essentially a bank of capacitors and inductors or active filter circuitry to further smooth the DC from the previous stage and also to trap harmonics generated by the drive converter and traction motors. Since the traction motors and drive converters present non linear loads, they generate reactive power in the form of unreasonable harmonics, thus the DC Link acts as a reservoir of the reactive power so that the OHE supply itself is not affected. During Regenerative braking in this section also has to transfer power back to input converter to feed power back to the catenary. The capacitor bank in this section can also provide a small amount of reserve power if needed in transient condition by the traction motor. It works as an electrical buffer between ASR & NSR.
3). Drive Converter (ASR):- This is basically an inverter which consists of three thyristor based components that switch on and off at precise times under the control of microprocessor based on Pulse Width modulation (PWM). Currently produced modern locos use IGBT which offer extremely high switching speed allowing for final control over the waveform generated will be the switching technology of choice. Three components produce the three phase AC (120˚ out of phase with one another). Additionally these circuits shape the waveform that is suitable for feeding to traction motor. The microprocessor controller can vary the switching of IGBT & thereby produce AC of a wide range of frequencies & voltages & at any phase relationship to the traction motors. Three phase AC is fed to the AC traction motor which are induction motor. As the voltage and frequency can be modified easily the motor can be driven with very fine control over their speed and torque. By making slip
frequency of the motor negative the motor act as generator and feedback
Sl. No Particulars Specification
1 Coolant Oil SHELL DIALA DX
2 Input voltage (RMS) 2×1269 volts
3 Input Current (RMS) 2×1142 amperes
4 Input Frequency 50 Hz
5 DC Link circuit nominal Volt (L/D) 2800 volt
6 Output Voltage (Line-line volt RMS) 2180 volt
7 Output current per phase (RMS) 740 Amperes
8 Output Power 2105 KW
9 Output Frequency 65-132 Hz
Technical Data of Traction Converter
energy to the OHE. This is how regenerative braking is performed. There are various modes of operation of motor including constant torque and constant power and balancing speed depending on whether the input voltage or input frequency or both
Auxiliary Converter:
The Motors used for the auxiliary circuit are 3-Phase squirrel cage induction
motors. The cost of maintenance is therefore low. There are total 12
auxiliaries run by 3-phase, 415 volt AC supply. This 3-phase 415 V AC supply is
obtained by auxiliary converter to different 3-phase auxiliaries and one
battery charger.
The auxiliary circuits are controlled as required. The traction motor
cooling blower and oil cooling blowers run only when required. The control
electronics adjust the blower speeds, depending on a measured operating
temperature, nominal traction values and speed. Transformer and traction
converter oil pumps work continuously whenever the auxiliary converters are
in operation. 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 suppress
AC pulses in DC. The pure DC supply is then fed to inverter module auxiliary
converter where it converts DC supply to 415 V, 3-phase AC supply with
variable amplitude of voltage and frequency and then feeds to different 3-
phase auxiliaries.
There are 3 auxiliary converters, which get single phase 1000V AC input
supply from common auxiliary winding and then feed 3-phase 415V output to
different 12 auxiliaries and one battery charger. Auxiliary converter-1 is
placed in Cubicle called BUR-1 situated in machine room no-1, whereas
auxiliary converter 2 & 3 are placed in cubicle called BUR-2, which is situated
in machine room no-2.
Load Sharing by Auxiliary Converters Following 3-phase, 415 volt auxiliaries are fed from aux. Converter no 1, 2,
and 3 in normal conditions as follows:
.
Auxiliary Location Function MCB
Load
on
au
xilia
ry
con
vert
er-
1
Oil Cooling Blower-1 (OCB-1)
Machine Room-1 To cool TFR & SR-1 oil in cooling Unit-1 by taking air from roof
59.1/1 In HB-1
Oil Cooling Blower-2 (OCB-2)
Machine Room-2 To cool TFR & SR-2 oil in cooling Unit-2 by taking air from roof
59.1/2 In HB-2
Load
on
au
xilia
ry
con
vert
er
-2
TM Blower-1 (TMB-1)
Machine Room-2 To cool bogie-1 TM group by forced air
53.1/1 In HB-1
TM Blower-2 (TMB-2)
Machine Room-1 To cool bogie-2 TM group by forced air
53.1/2 In HB-2
Transformer Oil Pump-1
Under truck below machine room-1
To circulate oil from TFP to cooling unit-1 & back
62.1/1 In HB-1
Transformer Oil Pump-2
Under truck Corridor
To circulate oil from TFP to cooling unit-2 & back
62.1/2 In HB-2
Traction converter Oil pump-1
Machine Room-1 Near SR-1
To circulate oil from SR-1 to cooling unit-1 & back
63.1/1 In HB-1
Traction converter Oil pump-2
Machine Room-2 Near SR-2
To circulate oil from SR-1 to cooling unit-2 & back
63.1/2 In HB-2
Load
on
au
xilia
ry
con
vert
er
- 3
Main Compressor-1
Under truck below Machine Room-1
To create MR pressure to 10kg/ sq cm
47.1/1 In HB-1
Main Compressor-2
Under truck below Machine Room-2
To create MR pressure to 10kg/ sq cm
47.1/2 In HB-2
Scavenging Blower-1
Machine Room-1 near TMB-2
To clean dust from air filters of TMB-2 & OCB-1
55.1/1 In HB-1
Scavenging Blower-2
Machine Room-2 Near TMB-1
To clean dust from air filters of TMB-1 & OCB-2
55.1/2 In HB-2
Battery Charger
Within aux. Converter cubicle
To charge battery 110 In SB-2
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 the frequency
of auxiliary motors drops from 50 Hz to 37 Hz.
Load sharing after isolation of any auxiliary converter as follows
Aux. Converter-1
Isolate
Load on aux
converter-2
Oil cooling blowing 1+2, TM blower 1+2,
Scavenging blower 1+2
Load on aux
converter-3
MCP 1+2, Transformer Pump 1+2, Converter
pump 1+2, Battery charger
Aux. Converter-2
Isolate
Load on aux
converter-1
Oil cooling blowing 1+2, TM blower 1+2,
Scavenging blower 1+2
Load on aux
converter-3
MCP 1+2, Transformer Pump 1+2, Converter
pump 1+2, Battery charger
Aux. Converter-3
Isolate
Load on aux
converter-1
MCP 1+2, Transformer Pump 1+2, Converter
pump 1+2, Battery charger
Load on aux
converter-2
Oil cooling blowing 1+2, TM blower 1+2,
Scavenging blower 1+2
NOTE:
1. Machine room blowers and scavenging blowers (2+2) get direct supply and starts as soon as VCB is closed independent of MCE in driving as well as cooling mode. 2. The oil pump for transformer and converter work continuously during operation of converter. 3. TM blower, oil cooling blower and scavenging blowers run as per requirement.
Different Panels:-
SB-1, SB-2 and HB-1, HB-2 Panels - Different circuit-breakers, mini circuit-breakers and rotating switches controls are provided on these panels. Panel A, B, C and D - Different measuring meters, gauges, indication lamps and
switches for various purposes are provided on these panels. 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 station communicates with each other via fibre optic cables
which are resistant of the effect of electromagnetic computer with computer
and monitor and keyboard in the LP’s cab. This provides an effective support
for the duties of the locomotive loco pilot and maintenance personnel.
Frame .
Main Compressor 1 & 2:
Electric locos need compressed at a pressure ranging from 6 kg/cm2 to 10 kg/cm2. Compressed air is used for the loco's own air brake system as also for the train brakes, for raising the pantograph, for operating the power switchgear inside the loco such as the power contactors, changeover switches, windscreen wipers, sanders, etc.
There are three compressors – two main compressors and one baby compressor present in the locomotive. Baby compressor is used for Typical Air compressor unit in an
electrical loco
rising-up the pantograph during starting of the locomotive. DC battery bank supplies the required power for starting the baby compressor. For starting the main compressor, a spring loaded switch (BLCP) is provided in panel-A, which is having 3 positions.
i. “OFF” Position→ For stopping compressors ii. “AUTO” Position→ Compressor 1 & 2 will work alternatively according
to cut in & out cycle. iii. “MAN” Position→ Compressors work continuously irrespective of MR
pressure. This is a spring loaded position.
“AUTO” position:
1. When Main Reservoir pressure goes below 8 kg/sq cm, only one compressor start alternatively up 10kg/sq cm.
2. When Main Reservoir pressure goes below 7.5 kg/sq cm, both compressor starts till pressure reaches to 10kg/sq.cm.
3. When Main Reservoir pressure goes below 5.6kg/sq cm, “Low Pressure, Main reservoir” message appears on the screen with priority-1 fault along with LSFI indication. No TE/ BE is possible till the pressure reaches to 6.4 kg/sq cm. Both compressors will start till Main Reservoir pressure reaches to 10 kg/sq cm.
After getting the start command, compressor starts but it takes 25 second to ramp up. During this delay the pressure drops by 1 to 1.5kg/sq cm. So, if we see the gauge cut in or cut out setting will be appear as 7 to 10 kg/sq cm instead of 8-10 kg/sq cm.
Main Reservoir:-
For storage of compressed air pressure MR are provided on this loco. In
WAP-7 & WAG-9 loco 2 MR & 1 AR (auxiliary reservoir) is provided in Machine
Room in vertical manner. Capacity of MR is 450 litres .Drain Cock is provided
below each MR, which can be operated from Machine Room. In WAP-5 MR are
located in under truck and each MR having capacity of 240 litres.
Battery Bank:-
In ABB loco NiCd (Nickel Cadmium) battery is used. There are 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 AH and
output is 110V. To charge the Battery, one BA- charger is provided with circuit
breaker 110 which is situated in SB-2. Main switch for battery is 112 which is
placed in a box provided near box no-2 of battery box. For control circuit supply
1MCB no 112.1 is provided in SB-2. To show the BA voltage UBA is provided in
both cabs.
Battery Technical specifications Cell Model SBL-199
Cell type NiCd (Nickel Cadmium)
No. of Battery per B.A. Box 3
No. of Cell 13
No of B.A. Box 2
Total Nominal Capacity 199AH
Nominal Voltage of each Cell 1.4 V
Total B.A. Voltage 1.4×3×13×2=110 V
Bogie .
A bogie or truck is a
wheeled wagon or
trolley. In
mechanics, a bogie
is a chassis or
framework carrying
wheels, attached to
a vehicle, thus
serving as a modular
sub-assembly of
wheels and axles.
In CLW two types of
bogies are used Bo-
Bo & Co-Co. WAP-5
& its variants are the sole Bo-Bo bogied locomotives. All other locomotives made
by CLW are Co-Co bogied.
Each Co-Co Bogie has 3 pairs of wheels & 1 motor is attached to the shaft connecting
two wheels by gear-pinion coupling. In
case of Bo-Bo bogie, each bogie has 2
pairs of wheels & motor is attached to
the shaft by means of Hurth-Coupling.
Traction Motors:-
Traction motors are the main
motors of a locomotive which
generate traction effort, so that
locomotive can move or haul a load.
These motors are 3-Phase AC
squirrel cage induction motors.
There are total 6 traction motors
provided in WAG-9/WAP-7 loco i.e.
in COCO locomotives. TM 1-2-3 are mounted in bogie -1 and are fed from
traction converter -1where as TM 4-5-6 are mounted in bogie -2 and fed from
traction converter -2 . In case of WAP-5 i.e. BOBO locomotives, there are 4
traction motors in which Traction Converter -1 feeds to TM-1-2 where as
traction converter -2 feeds to TM 3-4. Unlike conventional loco (i.e. WAG7 &
WAP4) individual TM can’t be isolated in this loco, only group isolation is
possible.
In WAP-7/WAG-9 the traction motor is forced cooled .In WAP-5 the
traction motor 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.
Technical Data of Traction Motors
Sl. Technical Data COCO BOBO
1 Type 6FRA6068 6FXA7059
2 Kind of Motor 6P/AC-3 phase/ asynchronous
6P/AC-3 phase/ asynchronous
3 Cooling Forced Air Cooling Forced Air Cooling
4 Power supply Current fed converter Current fed converter
5 Temp. Recording 2 thermal resistances elements installed in a stator tooth
2 thermal resistances elements installed in a stator tooth
6 Output Power(KW) 850 KW (Cont./ Max) 850 KW (Cont./ Max)
7 Voltage V(volt) 2180V (cont.),2180V (max)
2180V (cont.),2180V (max)
8 Current I(ampere) 270A (cont.), 270A (max) 370A (cont.), 540A (max)
9 Frequency (Hz) 65Hz (cont.), 132Hz (max)
65Hz (cont.), 80Hz (max)
Conventional Loco .
Traction power circuit of Conventional Loco:-
000V AC (single phase) like 3-phase locos. The power is supplied from the overhead
equipment (OHE). This power is collected from the OHE by the pantograph which then
passes it to the main circuit breaker (DJ). From the DJ the supply is fed into the main
transformer (TFWR) through a high tension bushing. The transformer is actually
composed of two different transformers which are wound on the same steel core. This
reduces space requirement and also provides better magnetic coupling.
The first transformer is an autotransformer with thirty two tappings which are
brought out to the tap-changer. The output voltage of the autotransformer depends on
the tap at which the selector of the tap-changer is resting. Hence, by changing the
position of the tap-changer selector the output voltage of the autotransformer can be
varied conveniently. The tap-changer is provided on the high-tension side of the
Braking systems provided in 3-phase Locomotives:
The following brake systems are provided inn 3-phase locomotive are:
1. Automatic Train Brake (A-9) 2. Direct loco brake (SA-9) 3. Regenerative brake 4. Anti-spin brake 5. Emergency brake 6. Parking Brake
Presently, as per RDSO’s instructions, anti-spin brakes are isolated on loco to avoid TM failure.
transformer which reduces its size due to the lower current. Insulation is enhanced by
filling the selector casing with oil.
The output of the autotransformer is fed to the second transformer which has a
fixed ratio and steps down the voltage to a fixed fraction. The output of this second
transformer is then fed to the rectifier blocks (RSI-1 and RSI-2). These convert the AC
into DC. In turn the DC output is fed into a pair of chokes known as smoothing reactors
(SL-1 and SL-2). The smoothing reactors are provided to remove the AC ripple which is
left over from the rectification cycle. This smoothened DC is then handed over to the
DC switchgear for the line and combination control of the traction motors and then
finally to the traction motors themselves. The traction motors are DC series motors.
Power Circuit Diagram of Conventional Electric Locomotive
Few technical data from conventional electric locomotives:
Main Transformer
Silicon Rectifier: Sl No
Description Conventional Locomotives (WAP-4/WAG-7)
1 No of cubicles/Loco 2
2 Rated Current 3300A
3 Max starting Current 4050A
4 No load rated Voltage (input) at 22.5 KV cat Voltage
1000V AC
5 No load rated Voltage (output) at 22.5 KV cat Voltage
900V DC
6 Peak short circuit current 36.65KA for 100 m. sec
7 No. of Bridges/ Cubicle 4/7
8 No. of Diodes 4 per Bridge
9 Air quantity 57 cu. Meter/min
Sl No Description Conventional Locomotives (WAP-4/WAG-7)
1 Phase Single
2 Cooling OFAF
3
Primary Voltage
25 KV (Nominal) 22.5 KV (Min) 27.5 KV (Max)
4
Secondary No-load voltage at 32 tap under caterary voltage 22.5 KV
2×1000 V
5 Primary Input 5670 KVA
6 Secondary Input 5400 KVA
7 Auxiliary Input 270 KVA
8 No. Of Taps 32
Traction Motor (TM):
Sl No Description Conventional Locomotives (WAP-4/WAG-7)
1 Type HS-15250A (Hitachi)
2 Continuous output 630KW
3 Voltage 750V
4 Starting current 1350A
5 Continuous current 900A
6 Speed 895Rev/ min
7 Max service speed 2150 rpm
8 No of TMs per loco 06
9 Field Series field with comm. poles
10 Class of insulation Class- C (200)
11 No. of poles: Main pole : Comm. pole
06 06
12 Ventilation 90 cu. m/ min
Few Important Discussions
Advantages of 3-Phase Electric Locomotives over
Conventional Electric Locomotives
1. Less maintenance: Due to use of 3-phase traction motor and absence of commutators, brushes, tap changers, shunting contactors, field resistances, shunting resistances, traction and braking switches, less maintenances is required.
2. Reduced harmonics: Due to use of an exclusive harmonic filter circuit, it reduces the harmonics.
3. Regenerative braking: It is the only technology which provides regenerative braking system inbuilt. In this type of braking, TM used as generator, which converts mechanical energy into electrical energy which can be feedback to the main generating system. Thus the power consumption by the loco reduces, approximately 30%. Regenerative braking effort is available from full speed to a dead stop.
4. Track friendly: The regenerative braking is less harmful to the track, wheel, brake shoes etc due to suspensional less operation of brake. Also due to low under-sprung masses, there is less disturbances to track geometry.
5. Crew friendly: Both in operation and trouble shooting, less interference to signal and communication as the communication is made through optical fibre network.
6. High hauling capacity: Due to very high power to weight ratio, 3Φ loco has an ability to haul heavier load at high speed due to absence of traditional field weakening system as in conventional loco. 3Φ loco has stepped speed control system, which results very smooth speed v/s torque characteristics, which produces high tractive effort adopting better adhesive property.
7. Reduced piping: Due to use of quick tri-plate pneumatic brake system, the length of pneumatic pipe is reduced considerably.
8. High reliability: Due to use of 3-phase induction traction motors, the sizes of traction motors are small as compared to DC series motors. Hence it has high reliability as induction motors are more robust and less in weight.
9. Under slung compressors: The under-slung arrangement of compressors eliminated the oil splashes and oil spillage inside the machine room, which is
potential cause of fire hazards. Hence the machine room become more clean and smoke free which help in less maintenance.
10. Flexible computerised based electrical control system: Due to flexible computerised based electrical control system with the power converter, numbers of cables, relays, contactors, are less as compared to conventional locos.
11. Static auxiliary converter: Three auxiliary converters are provided to supply a constant voltage to 3-phase auxiliary motors to increase the life of motors.
12. Fire detection and alarm system: This unit detects the smoke in the machine room, which is provided in SB2. It has 2 smoke detectors. When only one smoke detector detects the smoke, a buzzer will sound and a fault message display on the screen. But when both smoke detector detects the smoke, the control system automatically brings TE/BE into ‘O’ and a buzzer will sound.
13. Electronic brake system: For precise and fast control of braking effort, blending between electrical and pneumatic brake on the locomotive.
14. Spring loaded parking brake system: Instead of handbrakes, spring loaded parking brakes are provided on this loco, this brake can be operated from the loco and brake remain in applied position without any pressure by spring action.
15. Wheel flange lubrication system: This system reduces the electrical consumption and wheel wear.
Hotel Loading
Concept – Power is taken from the OHE through pantograph to the transformer of loco which is provided with a Hotel Load winding of 945 KVA at nominal voltage of 750 V single Phase. 750 V single Phase supply from Hotel Load winding will be fed to the IGBT based Hotel load Converter, which will give 750 Volts 3 phase supply as output for feeding hotel load of the train. Converter output will be used to at suitable voltage level using step down transformer to operate the lights, fans, air conditioning system, water raising apparatus of the coaches and the pantry car equipments. Rajdahani and Shatabdi racks will be used for this type of HOG power supply scheme.
Merits –
No air or noise pollution.
Highest reliability as compared to Self Generation and End on generation due to reduced no of equipments and devices.
Low maintenance requirements.
Reduced dead weight.
Possibility of elimination of under-slung equipments like alternator, battery.
One set of Diesel Alternator will not be required, which will be removed from the power car which will give space for commercial use.
Typical Hotel Load Converter Specification
Nominal Input – 960 V AC, 1 ph, 50 Hz
Input Range – 672 V to 1152 V AC
Output – 3 ph, 750 V, 50 Hz, sine
Output Power – 500 KVA, 0.8 pf
Operating Temperature - -5 to 55 degree C
Weight – 1850 kg approx Makers - SIEMENS
Regenerative Braking
Regenerative braking works on the principle of converting the kinetic energy of the locomotive (and train) back to electricity by using the traction motors in reverse (as generators) and feeding the electricity back to the OHE. Synchronous speed =120f/p, where f =supply frequency and p= no of poles. For three phase loco suppose p=2 and f =50 Hz. So synchronous speed =3000 rpm. But actually Induction Motor runs at sub-synchronous speed say 2800 rpm, now during the run of the loco the loco is made to run in regenerative mode by putting the throttle switch in throttle mode. Then the power converter produces 25 Hz frequency half the supply frequency as per operation of Control Electronics. As the machine operates under constant flux device mode Ø (flux) proportional to V/f where V= Supply Voltage = 440 volts, as the frequency reduces the supply voltage also reduces to half = 220 volts as per the output of traction converter. Now at 25 Hz. frequency synchronous speed = 120x25/2=1500 rpm. And the motor will be running at sub synchronous speed i.e. 1400 rpm so we can say the motor will be in
regenerative mode. Again the speed will have to reduced, and then the frequency of the power converter will be again reduced to 12.5 Hz. And output of power converter will produce 110 volts to match flux constancy. Now at frequency 12.5 Hz synchronous speed = 120x12.5/2 = 750 rpm, definitely motor will be running at speed less than 720 rpm hence the speed again reduces. In this way speed of the motor will be reducing as the time gone, Remember regenerative braking will be working up to speed of 15 km/hr.
The newer AC locos have microprocessor control which helps enormously as the waveform and phase of the regenerated power can be adjusted precisely. The regenerated voltage is in effect the loco presenting a negative load to the OHE system, which manifests itself as a slight rise in the system voltage. This result in a corresponding reduction in energy supplied by the generating units on the grid, and the regenerated energy can, in principle, even go back to the supplying grid and be used elsewhere. The OHE is said to be receptive if it is in a state where the loco can use regenerative braking. If there is no other loco on the section that can absorb the power, and if the substation is not set up to send power back to the supply grid, regeneration results in the OHE voltage raising more than a certain threshold this is how the control systems on board the loco can detect the non-receptivity of the line. If the line is not receptive the loco has to resort to using frictional or rheostatic braking. Advantage of Regenerative Braking –
1) About 30% power saving is done by this.
2) The Loco can be better electrically controlled.
3) The life span of the brake shoes is increased, track Geometry is maintained, and wheel wear & tear are reduced by this type of braking.
4) Reliable braking.
5) Braking is available up to 0 kmph.
Some Popular CLW Electric
Locomotives
Conventional Electric Locomotives:-
WAP – 4
Manufacturers: CLW Traction Motors: Hitachi HS15250 (630kW, 750V, 900A. 895rpm. Weight 3500kg). Axle-hung, nose-suspended, force ventilated, taper roller bearings. Gear Ratio: 23:58 (One loco, #22559, is said to have a 23:59 ratio.) Transformer: 5400kVA, 32 taps Rectifiers: Two silicon rectifiers. Axle load: 18.8t. Bogies: CoCo Flexicoil Mark 1 cast bogies; primary and secondary wheel springs with bolsters Pantographs: Two Stone India (Calcutta) AM12. Current Ratings: 1000A/10min, 900A continuous Maximum speed: Service: 140 km/h (87 mph) Test Runs: 169 km/h (105 mph) Power output: Max: 5,350 hp (3,989 kW) Continuous: 5,000 hp (3,728 kW) Tractive effort: 30,800 kgf (302 kN; 68,000 lbf)
WAG - 7
Transformer: CCL India, type CGTT5400, 5400kVA, 32 taps. Rectifiers: Two silicon rectifiers, cell type S18FN350 (from Hind Rectifier), 64 per bridge, 2700A /1050V per cubicle. Axle load: 20.5t Bogies: Alco High Adhesion bogies, fabricated bogie frame assembly, with unidirectional mounting of traction motors, primary and secondary suspension. Hauling Capacity: 3010t Pantographs: Two Stone India (Calcutta) type AN12. Current Ratings: 1350A/2min, 1200A/10min, 960A/hr, 900A continuous Maximum speed: 140 km/h (87 mph)
Power output: Max - 6,000 hp (4,470 kW) Continuous - 5,500 hp (4,100 kW)
3-Phase Electric Locomotives:-
WAP – 5 Manufacturers: ABB / CLW Traction Motors: ABB's 6FXA 7059 3phase squirrel cage induction motors (1150kW, 2180V, 370/450A, 1583/3147 rpm) Weight 2050kg. Forced-air ventilation, fully suspended. Torque 6930/10000Nm. 96% efficiency. Gear Ratio: 67:35:17. (3stage gears) Transformer: ABB'sLOT7500.7475kVA primary, 4x1450kVA secondary. Power Drive: IGBT type 5SNA 1200G450300 2105 kW, individual axle control configuration, MITRAC software, water cooled. Newer locomotives have IGBT
based propulsion system. Line convertor rated at 2 x 1269V 50Hz, with DC link voltage of 2180V. Drive convertor rated at 2180V phase to phase, 953A output current per phase, motor frequency from 0 to 160Hz. Axle load: 19.5t Bogies: BoBo Henschel Flexifloat; bogie centre distance 10200mm; bogie wheel base 2800mm. Maximum speed: Service: 160 km/h (99 mph) Potential: 225 km/h (140 mph) Power output : Max: 6,000 hp (4,474 kW) Continuous: 5,440 hp (4,057 kW) Tractive effort
WAP – 7 Manufacturers: CLW Traction Motors: 6FRA 6068 3phase squirrel cage induction motors (850kW, 2180V, 1283/2484 rpm, 270/310A. Weight 2100kg, forced-air ventilation, axle-hung, nose-suspended. Torque 6330/7140Nm. 95% efficiency.) Gear Ratio: 72:20 Axle load: 20.5t Bogies: CoCo, ABB bogies; Fabricated Flexicoil Mark IV bogies; bogie wheelbase 1,850 mm + 1850mm Tractive Effort: 36.0t Maximum speed Max Rated Speed: 205 km/h (127 mph) Test speed: 160 km/h (99 mph) Operational Maximum: 140 km/h (87 mph) Power output Maximum: 6,350 hp (4,735kW) Continuous: 6,000 hp (4,474kW)
WAG – 9 Manufacturers: ABB, CLW Traction Motors: ABB's 6FRA 6068 (850kW, 2180V, 1283/2484 rpm, 270/310A. Weight 2100kg) axle-hung, nose-suspended. Gear Ratio: 77:15 / 64:18 Transformer: ABB's LOT 6500, 4x1450kVA. Power Drive: Power convertor from ABB, type UW24232810 with SG 3000G X H24 GTO thyristors (D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V 50Hz, with DC link voltage of 2800V. Motor/drive convertor rated at 2180V phase to phase, 971A output current per phase, motor frequency from 0 to 132Hz. [Modern locos have IGBT based converter] Hauling capacity: 4250t Bogies: CoCo, ABB bogies; bogie wheel base 1850mm + 1850mm Wheel base: 15700mm Axle load: 20.5t Unsprung mass per axle: 3.984t Length over buffers: 20562mm Length over headstocks: 19280mm Body width: 3152mmn Cab length: 2434mm Pantographs: Two Secheron ES10 1Q32500. Pantograph locked down height: 4525mm Maximum speed: 100 km/h (62 mph) Power output: 6,350 hp (4,735 kW) Tractive effort Starting : 460 kN (100,000 lbf) (WAG9), 520 kN (120,000 lbf) (WAG9H/i/Hi) Continuous : 325 kN (73,000 lbf)
Conclusion The practical experience that I have gathered during the overview
training of Chittaranjan Locomotive Works (CLW) in four weeks will be very
useful as a stepping stone in building bright professional career in future life.
It gave me large spectrum to utilize the theoretical knowledge and to put it
into practice. It turned out to be a wonderful industrial experience which not
only provided me with the opportunity to be aware of the electrical traction
system of Indian Railways but also provided me the opportunity to interact
with the experienced engineers in different sectors which has helped me
increase my exposure.
The vocational training organized by CLW helps students lot more
than books by giving us a practical knowledge about traction process. It helped
me to correlate my theoretical conceptions with practical ones.
I would like to thank everybody who has been a part of this project,
without whom this project would never be completed with such ease.