THREE PHASE LOCOMOTIVE

Need for changing AC drive to DC drive

Disadvantage of DC drive
i) DC series motor requires frequent periodical maintenance due to commutator & brushes.
ii) These additional parts affect reliability.
iii) Commutator puts a limit on maximum speed & operating voltage.
iv) DC series motor is prone to spin.
v) DC series motor has less power to weight ratio, hence limits the loco-HP for a given axle-load.
Advantage of AC drive
i) Less unsprung mass saves track geometry.
ii) Induction Motors are 20% more energy-efficient.
iii) Higher adhesion is possible with AC Drives.
iv) Wheel-slip arrest is easily possible in AC Drives.
v) Unity p.f. and Regenerative Braking is possible.
vi) Electrical Braking down to standstill is possible.
vii) Const. Power is possible beyond rated speed.
viii) Desired T-S Characteristics of AC Motor can be obtained by GTO/IGBT based VVVF Drive.
Advanced technological features
a. Digital electronics based real time traction control system to obtain precise control over
the tractive effort and speed.
b. Fast acting wheel slip/ slide control system.
c. Electrical weight transfer control system to automatically reduce the tractive effort in
the leading bogie and increase the same in trailing bogie.(+/-3.5% between leading and
trailing bogie)
d. On board fault diagnostics systems to eliminate elaborate trouble shooting by engine
crew and also to help maintenance staff to trace faults.
e. Automatic isolation of faulty equipment/ subsystems.
f. Simulation mode of operation to facilitate a complete functional testing of the
locomotive without raising pantograph.
g. An exclusive harmonic filter circuit to reduce harmonics in the OHE generated by loco
current.
h. Static auxiliary converter, to supply auxiliary 3 phase motors. The auxiliary converter,
depending on the traction load, operates at an optimal frequency to minimise power
consumption by auxiliaries.
i. A 750V hotel local supply(WAP5) for feeding the electrical loads on coaches.
j. Electronic speedometer and paperless speed recording system. An overspeed alarm
system is built in.
k. Electronic Energy meter.
l. In dc motor locos the unavoidable jumps in the tractive effort due to notch control limits
the adhesion values to a maximum of 33-35%. With stepless control in three phase
motors, the despatchable adhesion would be 38% and under ideal conditions, adhesion
of 42% is possible.
m. Fire detection and alarm system for the machine room.
n. Anti-collision post arrangement in cabs to minimise damage and enhanced safety for the
engine crew in case of accidents.
o. Ergonomically designed and spacious driving cabs to provide comfort and relief to crew.
p. Use of inertial filters and pressurized machine room to prevent entry of dust into
sensitive equipments in the machine room.
q. Electronic brake system for precise and fast control of braking effort, blending between
electrical brake and pneumatic brake on the locomotives.
r. Automatic spring applied, pneumatically released parking brake system.
s. Under slung compressors to eliminate oil fumes and oil spillage inside the machine
room. Soft start for compressors is provided to improve reliability.
Why VVVF?
In order to limit starting current, high rotor current, & still obtain high starting torque, we need
to keep flux & therefore V/f as constant, because :-
 Ir α Φ.fs and Φ α V/f, gives Ir α (V/f).fs
 T α Φ.Ir gives T α (V/f)².fs , Therefore for a given slip-frequency & small slip :-
T α (V/f)²
At constant torque region
 V / f constant
 Slip frequency constant
 P.U. slip varies as 1 / f
 Rotor current constant
At constant horse power region
 Rotor current - constant
 Slip frequency varies as ( f )
 P.U. slip constant
 V constant and f is increased
High speed region
 P.U. slip varies as 1 / f
 Slip frequency constant
 Rotor current varies as 1 / f
Main Equipments
TRACTION MOTOR :– Type – 6 FRA 6068, 6 nos./loco
• 3 Phase Squirrel Cage Induction Motor
• Axle-hung , Nose Suspended
• Rating Continuous Max.
• Voltage (phase to phase) 2180 V 2180 V
• Current (per phase) 270 A 393 A
• Frequency 65 Hz 132 Hz
• Output at shaft 850 KW 850 KW
• Torque at shaft 6330 Nm 9200 Nm
• Speed 1283 rpm 2584 rpm
• Cooling System Forced Air Cooled.
Transformer :- Type- LOT 6500, 1 no./loco
• Primary Winding – 25 KV, 6531 kVA, 261 A
• Secondary Windings :-
• Traction Winding – 4x(1269V, 1449KVA, 1142A)
• Aux.Converter Winding – 1000V, 334KVA, 334A
• Filter (harmonic) Winding - 1154V, 400KVA, 347A
• Series Resonant Circuit Reactor – Assembled in transformer
• Cooling System - Forced oil Cooled
Line Converter (NSR) - Type- UW 2423-2810 2 nos./loco
• 4 – Quadrant operation
• AC side Voltage – 2 x 1269 V, Single Phase, 50 Hz
• DC Link Voltage – 2800 V
• Consists of 8 nos. of GTO Thyristors of 4.5kV / 3kA ,
Gate Units, and 8 nos. Power Diodes.
• Cooling System – Forced Oil Cooled.
Drive Converter (ASR) –
• Suitable for DC Link Voltage - 2800V (nominal)
• AC Motor Voltage 3-Φ (rated) - 2180 V (variable)
• Motor Frequency - 0 to 160 Hz (variable)
• Consists of 6 nos. GTO Thyristors of 4.5KV / 3KA rating,
• associated gate-units and 6 nos. Power Diodes.
• Cooling System – Forced Oil Cooled.
 Instanteneous Over-Voltage Protection (MUB) :-
• It consists of one GTO Thyristor, gate-unit and Power Diode
AUXILIARY MACHINES :- 3-Phase Auxiliaries :-
• Fed from VVVF Aux.Converter (BUR 1,2 & 3)
• Frequency changes between 50/3, 50x2/3 & 50 Hz
• 2 nos. TM Blower Motors
• 2 nos. Scavenger Blower Motors for TM Blowers
• 4 nos. Oil Circulating Pumps
• 2 nos. Oil Cooler Blower Motors
• 2 nos. Main Compressors
AUXILIARY MACHINES :- 1-Phase Auxiliaries :-
i) Operating on 415 V :-
• 2 nos. Machine Room Blowers
• 2 nos. Scavenger Blower Motors for Machine Room
• 2 nos. Cab Heaters
ii) Operating on 110 V :-
• Cab Heater Fans
• Crew/Cab Fans

Ratings of Aux. Machines

• Compressor 1500 LPM, 16 KW ,750 RPM
• Traction Motor Blower 25 KW, 3000 RPM
• Machine Room Blower 2.6 KW, 3000 RPM
• Capacitor of (MRB)MRB 22 MF, 47 MF
• OCB Motor 25 KW, 3000 RPM
• Oil Pump Transformer 5.6 KW ,1000 LPM
• Oil Pump Converter 5.2 KW, 960 LPM
• Cab Heater Blower 2 KW 3 Ph
• Battery Charger Transformer 415/76.5 VAC
Memotel
• 105 % - Buzzer
• 110% emergency brake
• Displays a time, date and distance covered also
• Memory card and interface for service computer
Brake System
• Regenerative brake (through TE/BE handle)
• Pneumatic brake actuated automatically, if electrical
• braking fails
• A9
• SA 9
• Parking brake
• Anti spin brake

CONTROL ELECTRONICS
Any traction control system has three level of control
1. Train control level
- Between vehicles of trains
2. Vehicle control level
- Within the vehicle
- Coordination between various sub systems like Aux. Traction, brakes
3. Drive control
- Traction control
- Auxiliary power circuit
- Brake interface
 How improvement of reliability is achieved?
1. More of static equipments
2. Static of art technology
- Power supply
- Input/Output –two sensors for TM temp
- Independent Component with higher reliability
- Fewer Components
3. Redundancies
- processing for signals
4. Monitoring of sub systems for optimised programme
- Ventilation control
- Temperature monitoring
Control System
• Uses generation of traction control called MICAS-S2 (MICrocomputer Automation System).
• Provides for distributed rack level control.
• Uses following processor based computing cards:
– Microcontroller 80196 KC
– Microprocessor 80188
– DSP TMS 320C50
• FUPLA (Functional Programmable Logic Array) Assembly Level Language used for Vehicle level
software
• C programme (Equipment Level)
• Assembly Program (Equipment Level)
Different types of processors
FLG1,2 : Overall loco control
SLG1,2 : Overall control for Bg 1 and Bg2
NSC1,2 : Controller for Rectifier
ASC1,2 : Controller for Inverter
STB1,2 : Medium Voltage controller ( Monitoring of Contactors and MCB’s)
HBB1,2 : Controller for Cabs
FBV1,2 : Vehicle bus Administrator
ZBV : Train bus Administrator
DIA : Diagnostic Computer
DDA1,2 : Driver display controller
BUR1,2,3: Auxiliary Converter Controller

Fault Messages
Priority 1 fault:
The corrective action is clear and required immediately.
1. A protective action will be executed (i.e. Power reduction/ traction interlock/ VCB off/ protective
shut down).
2. A fault message will be indicated. If a priority 2 fault message is currently displayed, this
message will be overwritten by the priority 1 fault message.
3. The fault has to be acknowledged by the illuminated flashing fault acknowledge push button.
4. Isolation counter is activated. The Isolation counter counts the number of times a fault has
occurred in a specified time period.
5. If isolation counter has reached a specified limit, then an isolation of the subsystem is
performed. The corresponding isolation message will appear on the display. The isolation message has
to be acknowledged by pressing the <ENTER> key on the display's keyboard.
Examples: Fault message "Converter oil temperature too high" (F0205P1)
Isolation message SS02
Priority 2 fault:
A priority 2 fault is generated in the following cases:
- corrective action to be taken manually by the driver
- corrective action not clear
- corrective action not required immediately
If a priority 2 fault becomes active, a fault message will be indicated. The fault can be confirmed by the
illuminated fault acknowledge push button or by pressing <ENTER> on the display's keyboard. Otherwise
the message will remain on the display until it would be overwritten by a priority 1 fault which may
occur subsequently.
Example: "Earth fault in Converter 1" (F0201P2)
Fault Messages
The fault messages are grouped per subsystem. Each fault message is assigned to one of the two
existing priority levels.
For each subsystem and each priority level up to 10 different fault messages (called "Additional
Information Bits") may be defined.
The last line of each fault message contains its identification, which contains the following informations:
F 01 01 P1

______ Priority (1 or 2)

_________ AIB (Additional Information Bit) (01, .., 10)

___________Subsystem Nr. (01, .., 19)