 Present Indian fleet consists Electric and Diesel

Electric Engines

 Steam Engines are no longer used, except for

heritage trains .

 Engines are Locomotives popularly called as “Locos"

 All Indian Railway Electric Locomotives work on 25

KV AC, 50 Hz Over Head Traction System Earlier
Except in Mumbai Suburban area (1500 V DC) Now
converted to 25 KV AC, 50 Hz .
 Locos, except for older steam ones, have classification
codes that identify them. This code is of the form
 '[Gauge] [Power Source] [Application][Series]'
M=Mixed Traffic
W=Broad Gauge(1.676M)
P=Passenger
Y=Meter Gauge (1M)
G=Goods
Z=Narrow Gauge (0.762M)
S=Shunting
N=Narrow Gauge(0.609M )
U=Multiple Unit (EMU/DEMU)
D=Diesel
C=DC Traction Is a digit indicating the model.
A=AC Traction Denotes that the locomotive is
chronologically the ‘n’th locomotive
CA=Dual Power AC/DC
model
Broad Gauge Denotes that this
locomotive is
AC Electric chronologically the
Traction fourth electric locomotive
model used by the
railways

Suitable for
Passenger service
Bogie 1 Bogie 2
CAB 1
CAB 2

Pressure Gauges Driver Desk Emergency Brake

Flasher

LOCO
Pilot

Asst.
LOCO
Pilot
Horn Switches
 Speedometer

Notch
Indicator
Panto Key
Meters

Reverser Shunting MPS

A9 Brake Valve
U1 & U5, A3 & A4 Meters

Signal Lamps

Control Desk
Power ON Key
BL Key
 EM
AC 1 CAB 1 Baby Contactors AC 2 CAB 2
Compressor
CAB 1 CAB 2

Driver Desk

From CAB 1 From CAB 2

Static Inverter
HT Compartment
CAB 1 CAB 2

Driver Desk TM Blower MVMT2

TM Blower MVMT1
Air Flow
Relay

Compressor
CAB 1 CAB 2

DBR Transformer

Tap Changer
CAB 1 CAB 2

Tap Changer (GR) Servo Motor for Tap Changer (SMGR

CAB 1 CAB 2

Rectifier
Line and Field
Shunting
Contactors

Field Shunting Resistors

CAB 1 CAB 2

ARNO
ARNO Starting
Resistor and
Contactor

Battery Charger
CAB 1 CAB 2

Pneumatic Panel Pressure Switches

CAB 1 CAB 2

Safety Relays

Interlocking
Relays
CAB 1
CAB 2

LT Mode Selection

Battery Switch

Programmable
Switches

Fuses
CAB 1
CAB 2

Programmable Switch

Battery Switch

Fuses

Battery Voltage
M– Motor H – Programmable Switches
Z– Toggle Switch BP – Push Button Switches
L / LS – Lamps BL – Lever Operated Switches
Q– Relays U– Meter
C– Contactors V– Electro Valves
CC – Fuse
AC 1 Aux. Control Panel in Cab 1
AC 2 Aux. Control Panel in Cab 2
BA 1,2,3 Power Equipment Panel
CAB 1 No. 1 Driver CAB
CAB 2 No. 2 Driver CAB
PC 1 No. 1 Driver Desk
PC 2 No. 2 Driver Desk
RSI Rectifier Cubicle
TB Programmable Switch Board
TK-1 Contactor Cubicle in AC-2 panel
TK-2 Resistor Frame on Rear of AC-2 panel
TR Relay Board in AC-2 panel
T Transformer
TPn Pneumatic panel
• From Control point of view, Loco is divided into 2
sub systems.

• The numbering ending with 1 or 2 indicates Bogie 1

or Bogie 2 items.

MVMT  Blower Motor for Traction Motors of a

Bogie MVMT1 and MVMT2

RSI  Rectifier Block RSI 1 and RSI 2

QVRSI  Air Flow Relay for Rectifier Blower Motor

QRSI 1 and QRSI 2
HMCS  Motor Cutout Switch HMCS1 and HMCS2

• Items located in CAB 1 and 2 are given numbering 1

and 2 to indicate their physical location.

AC  Control Panel in CAB AC1 and AC2

LSDJ  Lamp for Circuit Breaker ON/OFF

LSDJ1 and LSDJ2

Some items are given running serial numbers.

C 101, 102 and 103  Contactor for Compressor 1, 2

and 3

C 105 and C 106  Contactor for TM Blower No. 1 & 2

C 118  ARNO Starting Contactor

C 145  Dynamic Braking Excitation Transformer

Contactor

L 1 to 6  Line Contactors for TM 1 to 6

POWER CIRCUIT BLOCK DIAGRAM
 BLOCK DIAGRAM Of Feeding Power
Circuit
OHE

PANTO TRACTION
POWER CIRCUIT
DJ

QLM

RSI-1 SL-1
TFS

TM-1 TM-2 TM-3

3 Ph. ARNO/ TFWA TFP
TFWR GR
Aux. SIV

TM-4 TM-5 TM-6

TFS
CHBA SMGR
RSI-2 SL-2

AUXILIARY
POWER CIRCUIT FEEDING
POWER CIRCUIT
 25 kV Over Head Supply
Safety Relays Dynamic Braking
Resistor
QOA QLM QLA QOP1 QOP2 QRSI1 QRSI2 QPDJ Q44
+110 V DBR Grid
CIRCUIT
BREAKER
DJ
QRSI 1 LINE
CONTAC- TM 1
QLM TOR L1

SL –1 Reverser CTF 1
TRANSF- TAP RECTIFIER 1
SMOOTHING LINE J1
ORMER CHANGER RSI-1 TM 2
REACTOR 1 CONTAC- Traction/
TF1 ASMGR
TOR L2 Forward/ Braking
MVSI -1 Reverse Selector
MVSL -1
QLA
+110 V LINE
Q 30 TM 3
CONTAC-
QOP-1 TOR L3 H 01
ARNO
BOGIE 1
STARTING
CIRCUIT CONVERTE QOA
C-118
R +110 V
1 - 3 
960
966
965

967

U V N QRSI 2 LINE
W TM 4
CONTAC-
TOR L4
QCVAR Reverser CTF 2
SL –2
RECTIFIER 2 LINE J2
SMOOTHING TM 5
RSI-2 CONTAC- Traction/
REACTOR 2
TOR L5 Forward/ Braking
MVSI -2 Reverse Selector
MVSL -2
+110 V LINE
CONTAC- TM 6
Battery Battery
003 QOP-2 TOR L6 H 02
Charger BOGIE 2
BA 110 V

CCPT TO CONTROL CIRCUIT

700
MCPA
ZCPA
CCLS
BN
Loco Fitted with ARNO Converter
 Auxiliary Circuit of locomotive

BLVMT BLC BLDJ/BLRD T

MP-P
P J F
ARNO W
SIV A

C-107 C-106 C-105 C-103 C-102 C-101 C-108

CHBA

MVRH MVMT-2 MVMT-1 MCP-3 MCP-2 MCP-1 MVRF MPH

MVSI-1

HVRH HVMT2 HVMT1 HCP HCP HCP

MVSI-2

M M M M MVSL-1
QVRH QVMT2 QVMT1 GAUGE GAUGE GAUGE QVRF

MVSL-2
M– Motor H – Programmable Switches
Z– Toggle Switch BP – Push Button Switches
L / LS – Lamps BL – Lever Operated Switches
Q– Relays U– Meter
C– Contactors V– Electro Valves
CC – Fuse
AC 1 Aux. Control Panel in Cab 1
AC 2 Aux. Control Panel in Cab 2
BA 1,2,3 Power Equipment Panel
CAB 1 No. 1 Driver CAB
CAB 2 No. 2 Driver CAB
PC 1 No. 1 Driver Desk
PC 2 No. 2 Driver Desk
RSI Rectifier Cubicle
TB Programmable Switch Board
TK-1 Contactor Cubicle in AC-2 panel
TK-2 Resistor Frame on Rear of AC-2 panel
TR Relay Board in AC-2 panel
T Transformer
TPn Pneumatic panel
• From Control point of view, Loco is divided into 2
sub systems.

• The numbering ending with 1 or 2 indicates Bogie 1

or Bogie 2 items.

MVMT  Blower Motor for Traction Motors of a

Bogie MVMT1 and MVMT2

RSI  Rectifier Block RSI 1 and RSI 2

QRSI  Air Flow Relay for Rectifier Blower Motor

QRSI 1 and QRSI 2
HMCS  Motor Cutout Switch HMCS1 and HMCS2

• Items located in CAB 1 and 2 are given numbering 1

and 2 to indicate their physical location.

AC  Control Panel in CAB AC1 and AC2

LSDJ  Lamp for Circuit Breaker ON/OFF

LSDJ1 and LSDJ2

Some items are given running serial numbers.

C 101, 102 and 103  Contactor for Compressor 1, 2

and 3

C 105 and C 106  Contactor for TM Blower No. 1 & 2

C 118  ARNO Starting Contactor

C 145  Dynamic Braking Excitation Transformer

Contactor

L 1 to 6  Line Contactors for TM 1 to 6

 Introduction to Relay
A relay is a sensitive devise provided to ensure the proper
functioning of an apparatus either in the electrical circuit or in the
fluid circuit and to safe guard the apparatus during any
abnormality.
• No or low voltage relay: Q30
• Over voltage relay: Q20
• Over current relay: QLM, QRSI-1 and QRSI-2 and QLA
• Current differential relay: QD-1 & QD-2
• Air Circulation relay: QVSI-1, QVSI-2, QVSL-1, QVSL-2,
QVRH,
QVMT1, QVMT-2
• Pressure relay: QPH (checks pressure of oil)
QPDJ (checks pressure of air)
• Pressure switches: RGCP, RGEB, RGAF, P-1, P-2, Horn
pressure switches
• Signaling Relays: QV-60, QV-61, QV-62, QV-63, QV-64
• Safety relays: QLM, QOP-1&2, QRSI-1&2, QSIT
 Time Lag Relays

• Q118 : 5 Sec
• Q44: 0.6 sec
• QTD105: 5Sec
• QTD106: 5Sec
• C118: 4 Sec
• QTD 101: 5 sec for CP-1 & 3
• Q119: 5 sec for CP-2
• QSVM: 2 sec SIV restarting
 Driver Desk
BLDJ Switch for VCB

BLRDJ Switch for giving starting phase to VCB

BLSN Lowering Pantograph of Rear Loco

BLCPA Switch for working the Compressor with RGCP

BLCPD Switch for working the compressor direct without RGCP

BLVMT Switch for working the blower motors (MVMT1, MVMT2) and MVRH

BLRA Switch for Cab heater.

BLZLF Switch for maker light (Red)
BLLM Switch for Compartment light.
BLPRR Switch for head light (Rear)
BLPRF Switch for head light (Front)
BLPRD Switch for head light (Dimmer)
BLLF Switch for marker light (White)
 Signaling Lamps
LSDJ (Red) For DJ Glows – when DJ is open.
Extinguish when DJ is closed.
LSCHBA For ARNO and charger Glows: - Battery charger not working.
(Green) Extinguished- when ARNO and charger both are
working.
LSGR (Blue) For GR Glows- When GR is no ‘O’.
Extinguished – When GR is on notch.

LSRSI (White) For RSI Block (Tell-Tale Normally it remains extinguished.

Fuse melting) It glows – On pressing BPT or when any tell tale fuse
melts.
LSB (Yellow) For J1, J2,CTF1, CTF2, It glows when J2, J2 not thrown properly, CTF1,2,3 and
CTF3, C145 and RB C145 not in proper position and RB cuts OFF
Extinguished – when J1,J2,CTF1,2,4 and C145 on proper
position and RB is working normally.
LSP (Red) For wheel slipping It remains normally extinguished. It glows on
pressing BPT or when QD acts due to wheel slipping
or some other cause.
LSGRPT To indicate the detective Glows – on the defective loco in M.U.
(Yellow) loco in M.U. Extinguished – on one good loco in M.U.

LSOL (Red) To indicate the good Glows – on the good loco in M.U.
loco in M.U. Extinguished – one the defective loco in M.U.
 Safety Items
 Head light
 Flasher light
 Auto flasher light
 Sander ----- VESA –1 (Sander No. 1,2 & 5,6)
VESA –2 ( Sander No 3,4 &7,8)
 Horns
 Speedo meter
 Vigilance Control unit (VCD)
 Marker light
 Wiper
 Hand brake
 Emergency brake(D)
 Cab fan and cab heater
 MU hose pipes, Fire Extinguishers, Wooden Skids
etc….
 BASIC PRINCIPLE OF OPERATION OF
PROTECTIVE RELAY

 Each relay in a protection scheme performs

certain function and responds according to a certain
type of change in the circuit.

 For example one type of relay may operate when

the current increases above a certain magnitude,
while another may compare current and voltage and
operate when the ratio V/I is less than a given
value.
 The first relay is known as an over
current relay while the latter an under
impedance relay.

 Similarly various combinations of

these electrical quantities could be
worked out according to the
requirements.
 Some of the important terms
used for relays are defined
below:

Protective Relay
An electrical device designed to initiate
isolation of a part of an electrical
installation or to operate an alarm
signal, in the event of an abnormal
condition or a fault.
 Characteristic
Quantity
 The quantity to which the relay is
designed to respond i.e. current in an over
current relay, impedance in an impedance
relay, phase angle in a directional relay,
etc.

 Some relays have a calibrated response

to one or more quantities, such quantities
are called characteristic quantities.
Setting
The actual value of the energizing or
characteristic quantity at which the relay
is designed to operate under given
conditions.

Pickup

A relay is said to pickup when it moves

from the off position to the on position.
The value of the characteristic quantity
above, which this change occurs, is
known as pickup value.
Drop-out or Reset
A relay is said to dropout when it moves
from the on position to the off position.
The value of the characteristic quantity
below which this change occurs is known
as dropout or reset value.

Primary Relays
Those relay which are connected directly
in the protected circuit.
Secondary Relay
Those relays connected to the protected
circuit through current and potential
transformers.

Auxiliary Relays
Relays which operate in response to the
opening or closing of its operating circuit to
assist another relay in the performance of
its function. The auxiliary relay may be
instantaneous or may have a time lag and
may operate within large limits of the
characteristic quantity.
Backup relay
A relay, which operates usually after slight
time delays if
the normal relay, does not operate to trip its
circuit breaker. A backup relay acts as a
second line of defense.

Flag or Target
A device used for indicating the operation of
a relay, it is usually spring or gravity
operated.
Blocking
 Preventing the protective relay from
tripping either due to its own
characteristic or due to an additional
relay.
 INTERLOCKS IN RELAYS

Normally closed type (NC type) :- The interlock

which is normally closed when relay is in de-energized
condition, and the interlock gets open when relay is
energized

Normally Open type (NO type) :- The interlock

which is normally open when relay is in de-energized
condition,
and the interlock closes when relay is energized.

NC Type Interlock NO Type Interlock

 RELAYS - TYPES

Mechanical Electrical

 Air Flow Relays  Current Relays

 Oil Flow Relays  Voltage (Tension) Relays

 Pressure type Relays  Functional Relays

 Signaling Relays

 Earth fault Relays

 Current Relays

 Over Current Relays

QLM, QRSI-1, QRSI-2,
QE, QF1 & QF2

 Differential Current Relays

QD 1 & QD 2
 QLM
 Location – Relay panel

 Normal position is de-energise.

 Connected in feeding power circuit to roof bushing bar

between DJ & TFWR with TFILM.

 In the event of over current, this relay gets energises

and trips the DJ/VCB.

 When energised, a red target drops on the face of the

Relay.
 QRSI 1 & QRSI 2

 Location – Relay panel

 Normal position is de-energise.

 Connected in traction power circuit between

TFWP secondary winding & RSI.

 In the event of over current, this relay gets

energises and trip DJ.

 When energised, a red target drops on the face

of the Relay.
 QE
 Location – Relay panel

 Normal position is de-energise.

 Connected in Rheostatic Braking.

 In the event of over current into ATFEX, this

relay gets energised and causes auto regression
of GR.

 When energised, a red target drops on the

face of the Relay.
 QF & QF 2
 Location – HT3 Compartment.

 Normal position is de-energise.

 QF 1 connected to TM 1 &

 QF 2 connected to TM 4.

 In the event of over current to braking

resistances (RFs), this relay gets
energises and causes auto regression of
GR.

 When energised, a red target drops on

the face of the relay.
 QD 1 & QD 2
 Differential relay

 Location – QD1=HT-BA1
QD2=HT-BA2

 Normal position is de-energise.

 QD1 connected between TM1 & TM3

 QD2 connected between TM4 & TM6

 In the event of difference of current, this

relay gets energised and causes auto
regression of GR, auto sanding & LSP glowing.
 Voltage Relays

 Over voltage relay Q 20

 No or Low voltage relay Q 30

 Q20

 Location – HT-BA1.

 Normal position is de-energise.

 Connected across RSI 1 output.

 In the event of over Voltage to TMs,

this Relay gets
energised and causes auto regression
of GR.
 Q30
 Location – Relay panel.

 Normal position is energise.

 Connected across TFWA (between U

and V phases).

 In the event of No or Low Voltage in

OHE, this Relay de-energises and causes
tripping of DJ/VCB.
 Protection Relays

 QV60: LSDJ

 QV61: LSCHBA

 QV62: LSGR

 QV63: LSRSI

 QV64: LSB
 Control
Relays

 Q 100

 Q 50

 Q 49

 Q 52

 Q 51
 Protection Relays

 Q118: Auxiliary protection Relay.

 Q44: GR Half notch protection

Relay.

 Q46: GR Full notch protection

Relay.

 QCVAR: ARNO protection Relay.

Special Type Relays

 Earth fault protection

Relays

 Time lag Relays

 Time delay Relays

Earth Fault Protection Relays

 QOA

 QOP 1

 QOP 2
 Special Type Relays

 Time lag relays - Q 118, Q

44

 Time delay relays - QTD 105,

QTD 106
Mechanical Relays
 Air Flow (Circulating Type) Relays

QVMT
Oil Flow Relay

QPH
Pressure Type Relay
 25 kV Over Head Supply
Safety Relays Dynamic Braking
Resistor
QOA QLM QLA QOP1 QOP2 QRSI1 QRSI2 QPDJ
Q44 +110 V DBR Grid
CIRCUIT
BREAKER
DJ
QRSI 1 LINE
CONTAC- TM 1
QLM TOR L1

SL –1 Reverser CTF 1
TRANSF- TAP RECTIFIER 1
SMOOTHING LINE J1
ORMER CHANGER RSI-1 TM 2
REACTOR 1 CONTAC- Traction/
TF1 ASMGR
TOR L2 Forward/ Braking
MVSI -1 Reverse Selector
MVSL -1
QLA
+110 V LINE
Q 30 TM 3
CONTAC-
QOP-1 TOR L3 H 01
ARNO
BOGIE 1
STARTING
CIRCUIT CONVERTE QOA
C-118
R +110 V
1 - 3 
960
966
965

967

U V N QRSI 2 LINE
W TM 4
CONTAC-
TOR L4
QCVAR Reverser CTF 2
SL –2
RECTIFIER 2 LINE J2
SMOOTHING TM 5
RSI-2 CONTAC- Traction/
REACTOR 2
TOR L5 Forward/ Braking
MVSI -2 Reverse Selector
MVSL -2
+110 V LINE
CONTAC- TM 6
Battery Battery
003 QOP-2 TOR L6 H 02
Charger BOGIE 2
BA 110 V

CCPT TO CONTROL CIRCUIT

700
MCPA
ZCPA
CCLS
BN
Loco Fitted with ARNO Converter
 25 kV Over Head Supply
Safety Relays Dynamic Braking
Resistor
QOA QLM QLA QOP1 QOP2 QRSI1 QRSI2 QPDJ Q44
+110 V DBR Grid
CIRCUIT
BREAKER
DJ
QRSI 1 LINE
CONTAC- TM 1
QLM TOR L1

SL –1 Reverser CTF 1
TRANSF- TAP RECTIFIER 1 LINE J1
ORMER CHANGER SMOOTHING TM 2
RSI-1 CONTAC- Traction/
TF1 ASMGR REACTOR 1
TOR L2 Forward/ Braking
MVSI -1 Reverse Selector
MVSL -1
+110 V LINE
CONTAC- TM 3
TOR L3 H 01
QOP-1
STATIC BOGIE 1
CONVERTER Shunting Contactor

1 - 3 
960
966
965

U V N LINE
CONTAC- TM 4
TOR L4
QCVAR Reverser CTF 2
SL –2
RECTIFIER 2 LINE J2
SMOOTHING TM 5
RSI-2 CONTAC- Traction/
QRSI 2 REACTOR 2
TOR L5 Forward/ Braking
MVSI -2 Reverse Selector
MVSL -2
+110 V LINE
CONTAC- TM 6
TOR L6 H 02
QOP-2 BOGIE 2
Battery
003 Shunting Contactor

110 V

CCPT TO CONTROL CIRCUIT

700
MCPA
ZCPA Loco Fitted with Static Converter
CCLS
BN
POWER CIRCUIT
Traction motor circuit
Power and Auxiliary Circuit
Auxiliary Circuit
Auxiliary Circuit
Power and Auxiliary Circuit
Traction Control Circuit
 A normally
closed
contact

A normally
open contact
Relay contact
with a time delay

Programmable Switch
with 4 positions
0,1,2,3

Time Delay Relay

 Closing delay

 Opening delay
Logic Control Circuit
Auxiliaries Control Circuit
Programmable Switches
• Position 0  Both MVMT1 and
QVMT1 eliminated
• Position 1  Normal
• Position 2  QVMT1 in service
and MVMT1 eliminated
• Position 3  MVMT1 in service
and QVMT1 eliminated
To run the Compressor

• 3 Phase supply is available and is within limit

• 5 seconds have passed after the DJ closing

• Reservoir Pressure is below the set limit

• BLCP/BLCPD key is switched on

• The Compressor is not bypassed by Driver

 700
700
BL Key

BL Key

BLCP

RGCP
DJFB

BV
BLCP

RGCP CPU

HCP
Q100 BV
C101 COIL

Software Logic BN
HCP

C101 = BL Key & BLCP & ((DJFB&& 5

C101 COIL
sec delay)|| BV) &&RGCP
BN
S No Relay Description
1 Q118 Relay for supervising auxiliaries with 5 second opening delay
2 Q44 High voltage circuit breaker (DJ) tripping relay
3 Q45 DJ resetting relay
4 Q100 Interlocking relay of the auxiliaries (5 sec time delay to pick up).
5 QTD 105 Time delay relay for C-105.
6 QTD 106 Time delay relay for C-106.
7 Q51 GR regression relay
8 Q52 Notch to notch relay to GR.
9 QV60 DJ open / close signaling relay
10 QV61 Battery charger output signaling relay.
S No Relay Description
11 QV62 Tap changer at 0 signaling relay.
12 QV63 Rectifier group fuse blown signaling relay
13 QV64 Control circuit ready (loco ready) signaling relay.
14 Q48 Relay for sanding with opening time delay
15 Q49 Synchronizing relay for tap changer for MU operation.
16 Q50 Relay for control, CTF, C145 and DJ (loco ready).
17 QTD 107 Closing Time delay relay for starting blower motor
18 QTD 109 Closing Time delay relay for starting blower motor
19 Q120 Time delay relay for alarm chain pulling.
20 Q46 Tap changer protection relay (stuck between notches)
S No Relay Description
21 QVLSOL Relay for trailing loco fault indication lamp.
22 QRS Auto regression relay for breaking (Emergency break).
23 QWC Weight compensation relay (starting with field shunting).
24 Q30 No OHE voltage relay.
25 QCVAR ARNO 3 phase output checking relay.
26 Q20 TM over voltage relay.
27 Q119 Relay for unloader valve.
28 QCON Relay picks up after SI output fully ramp up.
29 QSIT Protection relay for SI.
30 QD 1,2 Wheel slipping detection differential relay.
S No Relay Description
31 QF 1,2 Over load (current) relay for dynamic braking
32 QLM Over load relay for Transformer TFI primary
33 QOA Auxiliary circuit earth fault relay.
34 QOP 1,2 Power circuit (rectifier output) earth fault relay.
35 QPDJ Pressure switch for DJ.
36 QRSI 1,2 Over load relay for silicon rectifier
37 QLA Over load relay for auxiliary output winding of transformer.
38 QBIR Relay for alarm chain pulling buzzer.
39 QE Over load relay for braking excitation.
40 QVMT 1,2 Airflow detection indication relay for TM blowers 1,2.
41 QVSL 1,2 Airflow indication relays for SL blower.
 LOCOMOTIVE
SA9 AIR BRAKE SYSTEM
( INDEPENDENT BRAKE )
C2W RELAY VALVE
(Working Principle)

EXHUST

BC (3)

MR (1)

CONTROL PRESSURE (2)

 SA9 AIR BREAK SYSTEM
( INDEPENDENT BRAKE )
LAP

Release Application Release Application

20 30 SA9 VALVE MR4 30 20

EXHAUST
EXHAUST COC

MU 2B LEAD
TRAIL From MR4
2 20
A9
DCV
1

2 C2W RELAY ( BC )
3 EXHAUST

Brake Cylinder Brake Cylinder

LOCOMOTIVE PENUMATIC
CIRCUIT
 Different Part of The Pneumatic System

❑ Emergency Air Pressure Circuit

Panto operating,
Circuit breaker Operating
Initially Pressure build up by Aux. Compressor

❑ Main Compressor Pneumatic Circuit

MCPs
Un-Loader.
Inter cooler & After cooler.
▪ Pneumatic Ckt. To operate different switch gear and
control devices

SMGR
Electro-Pneumatic contactors
Shunting contactors
Reversers
CTFs

▪ Independent Loco Brake system through SA-9

▪ Proportionate air Brake System through A-9 both in

Locomotive as well as in Air Stock Load
 Types of Brake System
[Link] Brake
a) Pure Vacuum Brake
b) Dual Brake
c) Pure Air Brake

[Link] Brake
a) Hand Brake
b) Parking Brake (3-Phase Locomotive)

[Link] Brake
a) Rehostatic Brake
b) Regenerative Brake (3-Phase Locomotive)
MAIN COMPRESSOR & MOTOR
(CP & MCP)
 Compressor Motor (MCP)
Make NGEF/SIEMENS/CROMPTON
Type TEFC

No. of phases 3ɸ connected in star

Frequency 50 Hz

Power 14 HP

Voltage 415 V (290 – 500V)

Current 19 Amps

Speed 970 RPM

 COMPRESSOR
Model TRC1000 (Make: ELGI/Anest
Iwata)

Free Air 1000 lit/min

Delivery(FAD) at
10.5 kg/cm2

Speed 970 RPM

Working Pressure 10.5 kg/cm2
➢ The compressor model TRC1000 with three
cylinders

➢ Two staged, reciprocating, air cooled & splash

lubricated

➢ compressor driven by an electric motor

➢ The crankcase of compressor is made of high

grade cast

➢ Iron and houses the crankshaft assembly. The

cylinders are fitted onto it in a „W‟ form.
Main Compressor Pneumatic Circuit
 CR

MU2B C2W C3W C2W

SA9 A9 HORNS Valve (DV)
VEF (BP)
(BC)

SV(CP)
VEUL1 11 Kg/[Link]

NRV MR4 MR3

COC NRV NRV
MCP1 SV(CP) CDC
11 Kg/[Link] Drain Cock RGCP Drain Cock
VEUL2 8.0 Kg/[Link]
To
9.5 Kg/[Link]
NRV
Air Intake

MCP2 SV(CP)
11 Kg/[Link]
VEUL3 SV(MR)
10.5 Kg/[Link] Air Dryer
NRV
MR1 MR2
COC COC
MCP3 CDC
After Cooler
Drain Cock

Auto Drain Valve

VEAD
CAMTECH/2005/E/Trg-Loco/1.0

¦ÉÉ®úiÉ ºÉ®úEòÉ®ú GOVERNMENT

OF INDIA
®äú±É ¨ÉÆjÉÉ±ÉªÉ MINISTRY OF
RAILWAYS

TRAINING PACKAGE
ON
POWER, AUXILIARY AND CONTROL CIRCUITS
OF
AC ELECTRIC LOCOMOTIVES
TARGET GROUP – TECHNICIANS OF ELECTRIC LOCO SHEDS

CAMTECH/2005/E/Trg-Loco/1.0
February, 2005

Centre
for
Advanced
Maintenance Excellence in Maintenance
TECHnology

¨É½þÉ®úÉVÉ{ÉÖ®ú,
¨É½þÉ®úÉVÉ{ÉÖ®ú M´ÉÉʱɪɮú -
474 020
Maharajpur, GWALIOR - 474 020
CAMTECH/2005/E/Trg-Loco/1.0 2

TRAINING PACKAGE
ON
POWER, AUXILIARY AND CONTROL CIRCUITS
OF
AC ELECTRIC LOCOMOTIVES
TARGET GROUP – TECHNICIANS OF ELECTRIC LOCO SHEDS

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 3

CONTENTS
[Link]. DESCRIPTION PAGE NO.

Contents iii
Lesson Plan iv
1. Abbreviations used on Electric Locos 01
1.1 Abbreviation of Locations 01
1.2 General Abbreviations for Locomotive 01
2. Description of Power and Auxiliary circuits of WAP1 locomotive 12
2.1 Roof Equipment 12
2.2 Voltage Regulating Equipment 12
2.3 Silicon Rectifiers 13
2.4 Traction Motor Equipment 13
2.5 Protection Relays 16
2.6 Measuring Instruments 17
2.7 Arno Convertor 17
2.8 Silicon Rectifier Blower Motors 18
2.9 Voltage Stabilizer RTPR for Headlight 18
2.10 Selsyn Transformer – TFS 18
2.11 Static Battery Charger 18
3. Traction Control Circuit Diagram 22
3.1 Compressed air for Operation of Pantographs
and high voltage Circuit Breaker 22
3.2 Operation of Pantographs 22
3.3 Opening of High Voltage Circuit Breaker 22
3.4 Traction Control Circuit 26
3.5 Auxiliary Control Diagram 38
3.6 Light Fans and Signaling Circuit Diagram 43
4. Description of Pneumatic Circuit 49
4.1 Construction 49
4.2 Operation 50
4.2.1 Main air system 50
4.2.2 Straight air brake system 51
4.2.3 Graduated release automatic air brake 52
4.2.4 Auxiliary air controls 53
5. Model Questions 58

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 4

LESSON PLAN

SN TOPIC MINUTES TECHNICAL AIDS

1. Abbreviation of locations and equipment of 60 OHP, Wall chart

WAP1 locomotive

2. Description of power and Auxiliary Circuit of

WAP1 Locomotive

a. Explanation of Power circuit 60 OHP, Wall chart

b. Explanation of Protection relays and 30 OHP, Wall chart
measuring instruments.
c. Explanation of Auxiliary circuits. 30 OHP, Wall chart

3. Traction control circuits diagram.

a. Operation of pantograph and high voltage 60 OHP, Wall chart

circuit breaker
b. Explanation of traction control circuit. 90 OHP, Wall chart
c. Explanation of auxiliary control circuit 60 OHP, Wall chart
diagram.
d. Explanation of light fans and signaling 30 OHP, Wall chart
circuit diagram of WAP1 locomotive.

4. Description of pneumatic circuit. 90 OHP, Wall chart

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0

1. ABBREVIATIONS USED ON ELECTRIC LOCOS

1.1 ABBREVIATIONS OF LOCATIONS

BA 1.2. Power equipment cubicle

CAB 1 No. 1 Driver’s Cab
CAB 2 No. 2 Driver’s Cab
PC 1 No. 1 Driver’s desk
PC 2 No. 2 Driver’s Desk
RS1 Silicon Rectifier Cubicle
Tpn Pneumatic Cubicle
TB Prog. Switch Board in AC-2 Panel
TK-1 Contactor Cubicle in AC-2 Panel
TR Relay Board in AC-2 Panel
TK-2 Resistor Frame on the Rear of AC-2 Panel
M Machine Room
T Transformer

1.2 GENERAL LIST OF ABBREVIATIONS FOR WAP1 LOCOMOTIVE

ABBREVIATION DESCRIPTION LOCATION

A 1/1-1/2 Ammeters for cab-1 PC-1
A – 2/1-2/2 Ammeters for cab-2 PC-2
ARNO Arno converter M
ASMGR-1 Auxiliary contacts on the air motor of the T
tap changer 10° tap
ASMGR-2 Auxiliary contacts on the air motor of the T
tap changer 90° tap
B1 & B2 Buzzer for alarm Cab 1 & 2
BIR Buzzer isolating relay TR
BIS Buzzer isolating push button switch Cab 1 & 2
BA Battery Both sides of
underframe
BL 1-2 Auxiliary contacts on the switch boxes PC 1, 2
cab-1, cab-2
BL 1-2 CP Automatic compressor switch PC 1, 2
BL CPD Compressor direct switch PC 1, 2
BL DJ High voltage circuit breaker switch PC 1, 2
BL PRR Rear head light switch PC 1, 2
BL LF Marker & desk’s lamps switch PC 1, 2
BL LM Compartment lamp switch PC 1, 2
BL PRD Head light dim switch PC 1, 2
BL PRF Front head light switch PC 1, 2
BL 1-2PV Vacuum pump switch PC 1, 2
BL RA Heating switch PC 1, 2
CAMTECH/2005/E/Trg-Loco/1.0 2

ABBREVIATION DESCRIPTION LOCATION

BL RDJ High voltage circuit breaker resetting PC 1, 2
switch
BL SN Neutral sections switch PC 1, 2
BL VMT Traction motors blowers switch PC 1, 2
BL ZLF Marker (red & white) lamps switch PC 1, 2
BP 1 DJ Push button for testing DJ opening TR
BP 2 DJ Push button for testing DJ closing TR
BPP 1-2 Push button for operating GR motor in PC 1, 2
progression
BPR 1-2 Push button for operating GR motor in PC 1, 2
regression
BPL X 1-2 Push button for signal exchange PC 1, 2
BV Auxiliary contacts of horn switch M
BPT Push button for self check of signal lamps TR
C 101 3-Pole contactor for motor TK 1
C 102 compressor no.1 & 2 respectively
C 105 3-Pole contactor for the traction motor TR
blower no.1
C 106 3-Pole contactor for the traction motor TK-1
blower no.2
C 107 3-Pole contactor for the transformer oil TK 1
cooler blower
C 111 3-Pole contactors for exhauster no.1 TK 1
C 118 ARNO starting contactor M
C 121 3-Pole contactors for exhauster no.2 TK-1
CCA Fuse for auxiliary control circuit TB
CAPTFWA 1-2 Condenser for TFWA terminals T
a0-a1 (aux. winding)
CAPTFP 1-2 Condenser for TFP terminals T
a3-a4 and a5-a6 (traction winding)
CAPTFP 3-6 Condensers for terminals T
a3-a4 and a5-a6 (traction winding)
CCBA Fuse for batteries TB
CCDJ Fuse for EFDJ or MTDJ circuits TB
CCLC Fuse for cab, corridor, TB
HT compartment lighting and wall socket
CCLF 1-2 Fuse for marker and PC/lamps TB
CCPAR Fuse for passenger alarm TK-1
CCPT Fuse for control circuit TB
CCRA 1-2 Fuse for cab heaters TB

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 3

ABBREVIATION DESCRIPTION LOCATION

CCRTPR Fuse for rtpr TB
CCLS Fuse for sanding circuits TB
CCTFS Fuse for selsyn transformer TB
CCUA Fuse for voltmeter UA1-2 TB
CCVT Fuse for cab fan motors TB
CGR 1-2-3 Tap changer contactors T
CHBA Static battery charger M
CP Main compressor M
CPA Auxiliary compressor PCI (Cab-1)
DJ High voltage circuit breaker Roof
DMVSI 1-2 Protection switch for rectifier blower RSI
motor 1 and 2
ECC Fuse tester TB
EFDJ Electro valve for the closing of the high Roof (DJ)
voltage circuit breaker
ET-1 Roof surge arrester Roof
ET-2 Roof bushing’s surge arrester Roof
ETTFP 1-2 Surge arrester for transformer power T
winding
EVPHGR Electro valve for GR oil pump T
FLCU Flasher light for control unit CAB
FLR Flasher lamp resistor CAB
FL Flasher lamp unit Roof
GR Tap changer T
GCR Governor for air brake reservoir pressure M
HBA Battery isolating switch TB
HCP Selector switch for compressor motors/ TB
contactors
HOBA Changeover switch for battery earthing TB
device
HOM Loco earthing switch Roof
HPH Disconnecting switch for oil pump motor TB
HPT-1 Isolating & earthing roof bar for Roof
pantograph 1
HPT-2 Isolating & earthing roof bar for Roof
pantograph 2
HQOA Changeover switch for auxiliary circuit’s TB
earthing relay
HMCS 1,2 Motor cut out switch TB
HQCVAR Isolating switch for QCVAR TB

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 4

ABBREVIATION DESCRIPTION LOCATION

HQOP 1,2 Changeover switch for main circuit’s Ba 1,2
earthing relay
HQPDJ Shunting switch for QPDJ Ba 2
HRS Selector switch for alarm TB
HRTPR Changeover switch for head light TK-2
HVMT 1-2 Disconnecting switch for contactors TB
traction motor blower
HVRH Disconnecting switch for oil cooler TB
blower motor
HVSI 1-2 Disconnecting switch for rectifier blower RSI
HVSL Disconnecting switch for smoothing TB
reactor blower motor
J 1-2 Traction motor double reverser Ba 1 & Ba 2
L 1-6 Line contactors for traction motors Ba 1 & 2
LA 1-1/1-2 Lamps for the ammeters of cab-1 PC 1
LA 2-1/2-2 Lamps for the ammeters of cab-2 PC 2
LBL 1-1/1-2 Lamps for switches box BL 1 PC 1
LBL 2-1/2-2 Lamps for switches box BL 2 PC 2
LC 1-2 Cab lamp Cab 1,2
LCS 1-1/1-2 Spot lamp for cab – 1 Cab – 1
LCS 2-1/2-2 Spot lamp for cab – 2 Cab – 2
LECC Fuse tester lamp TB
LE 3-4 AC-2 panel light AC –2
LF 1/D-1/G Marker lights cab-1 (right & left) Cab – 1
LF 2/D-2/G Marker lights cab-2 (right & left) Cab – 2
LM 1-6&8 Corridor lights Side walls
LM 7&9 HT compartment light Ba 1 & Ba 2
LP 1-6 Instrument lightings PC 1,2
LPAR Passenger alarm light Cab 1,2
LSCHBA 1-2 Signaling lamp for static battery charger PC 1,2
LSDJ 1-2 High voltage circuit breaker signaling PC 1,2
lamp (red)
LSGR 1-2 Tap changer zero signaling lamp (green) PC 1,2
LS Group 1-2 Recapitulation lamp (red) Cab 1 & 2
LSOL 1-2 Trailing loco fault indication lamp PC 1,2
(yellow)
LSP 1-2 Slipping signaling lamp (red) PC 1,2
LSB 1-2 Traction braking control circuit PC 1,2
Readiness signaling lamp (yellow)
LSRSI 1-2 Rectifier signaling lamp (yellow) PC 1,2

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 5

ABBREVIATION DESCRIPTION LOCATION

LTBA Battery surge arrester TK
LU 1&2 Lamp for voltmeter U 1 & 2 PC 1,2
(Traction motor voltage)
LUA 1&2 Lamp for voltmeter UA 1 & 2 PC 1,2
LA 1-1 Lamps for traction motor PC 1 & PC 2
LA 1-2 Ammeter PC 1 & PC 2
LA 2-1 Ammeter PC 1 & PC 2
LA 2-2 Ammeter PC 1 & PC 2
M 1-6 Traction motor 1-6 BOGIE
MCP 1,2 Main compressor motor M
MCPA Auxiliary compressor motor PC 1
MF 1-6 Main field for traction motor – 1-6 M 1-6
MP 1-2 Master controller cab 1-2 PC 1,2
MPH Oil pump motor T
MPJ 1-2 Reverser of the master controller PC 1,2
MPS 1-2 Field weakening controller of the master PC 1,2
controller
LSX1/1 Signal exchange lamps Cab 1,2
LSX2/1 Signal exchange lamps Cab 1,2
LSX1/2 Signal exchange lamps Cab 1,2
LSX2/2 Signal exchange lamps Cab 1,2
MPV 1-2 Vacuum pump (exhauster) motor 1-2 M
MTDJ High voltage circuit breaking holding DJ (Roof)
electro valve
MVMT 1-2 Motor for traction motor blower M
MVRH Blower motor for oil cooler blower T
MVSI 1,2 Silicon rectifier blower motor RSI
MVSL Blower motor for smoothing reactor M
MVT 1/1,- 1/2 Cab fan motors cab-1 Cab-1
MVT 2/1,- 2/2 Cab fan motors cab –2 Cab-2
MUC Couplers for connections between the
locomotives
PAR Passenger alarm relay TR
PCLX 1-3 Wall socket TB, Ba l & Ba 2
PH Oil pump T
PR 1-2 Headlights Cab – 1, Cab-2 Roof
PSA 1,2 Sanding electro valve pedal PC 1,2
PT 1-2 Pantograph 1 and 2 Roof
PV 1-2 Exhauster 1-2 M

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 6

ABBREVIATION DESCRIPTION LOCATION

PVEF 1-2 Pedal switch for loco brake elimination PC 1,2
Q 20 Over voltage relay Ba 1
Q 30 No voltage circuit breaker TR
Q 44 High voltage circuit breaker tripping relay TR
Q 45 Circuit breaker resetting relay TR
Q 46 Tap changer protection relay TR
Q 48 Slipping device time lag and signaling relay TR
Q 49 Synchronizing device relay TR
Q 50 Relay for control of DJ TR
Q 51 GR regression relay during slipping TR
Q 52 Notch to notch relay for GR TR
Q 100 Interlocking relay of the auxiliaries TR
Q 118 Time-Lag Relay for monitoring functional relay TR
QCVAR Protection relay for arno TR
QD 1,2 Slipping device differential relay Ba 1,2
QLM High voltage overload relay TR
QOA Auxiliary circuit earthing relay TR
QOP 1,2 Main circuit earthing relay TR
QPDJ Pressure switch for DJ M(T)
QPH Oil flow indication relay T
QRSI 1-2 Overload relay silicon rectifier TR
QTD 105 Time delay relay for C-105 TR
QTD 106 Time delay relay for C-106 TR
QPR/QV 60 Emergency head light operating & high voltage TR
circuit breaker signaling relay
QV 61 Battery charger signaling relay TR
QV 62 Tap changer signaling relay TR
QV 63 Rectifier group signaling relay TR
QV 64 Control circuit signaling relay TR
QVLSOL Relay for trailing loco fault indication lamp TR
QVMT 1-2 Air flow indication relay for traction motor M
blower 1-2
QVSL 1-2 Air flow indication relay for smoothing reactor M
blower
QVRH Air flow indication relay for transformer oil T
cooler blower
QVSI 1 & 2 Rectifier blower protective relay RSI
R 118 Starting resistance for arno converter M
RA 1/1-1/2 Cab heater cab-1 Cab-1

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 7

ABBREVIATION DESCRIPTION LOCATION

RA2/1-2/2 Cab heater cab-2 Cab-2
RCAPTFP 1,2 Resistance for CAPTFP T
RGR Tap changer resistance T
RGCP Compressor regulator AC-1 (cab-1)
RHOBA Battery earthing device resistance TK 2
RPQOA Permanent resistance for QOA TK 2
RPQOP Permanent resistance for QOP TK 2
RPS 1-6 Permanent field weakening resistance for motors T
1-6
RQ 20 Limiting resistance for Q 20 Ba 2
RQ 30 Limiting resistance for Q 30 TK 2
RQOA Earthing resistance, auxiliary circuit TK 2
RQOP 1,2 Earthing resistance, power circuit Ba 2
RS Field weakening resistances Ba 1 & Ba 2
RSI 1-2 Silicon rectifier cubicle 1-2 M
RSILM Rectifier current transformer RSI 1,2
RTPR 1 & 2 Headlight voltage stabilizer M
RU 1-2 Resistance for voltmeter Ba 2
S 11, 12, 13 Shunting contactors Ba 1,2
S 21, 22, 23 Shunting contactors Ba 1,2
S 31, 32, 33 Shunting contactors Ba 1,2
S 41, 42, 43 Shunting contactors Ba 1,2
S 51, 52, 53 Shunting contactors Ba 1,2
S 61, 62, 63 Shunting contactors Ba 1,2
SE Selsyn transmitter T
SHAA Shunt for ammeters Ba 1,2
SI 1-2 Selsyn notch indicator PC 1,2
SJ 1-3 Inductive shunt M
SL 1-2 Smoothing reactor Frame
SMGR Tap changer air motor T
SMGR VE 1 Electro valve ‘UP’ for tap changer air motor T
SMGR VE 2 Electro valve ‘DOWN’ for tap changer air motor T
SON 1-2 Over voltage buzzer Cab 1,2
TFVT Transformer for cab fan TK 2
TFWA Main transformer winding for the auxiliary T
circuits
TFILM High voltage current transformer M (Ceiling)
TFS Selsyn transformer TR

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 8

ABBREVIATION DESCRIPTION LOCATION

TFP Main transformer, secondary winding for power T
circuits
TFWR Main transformer winding for voltage regulation T
TPPC 1,2 Plug & socket for telephone Cab 1,2
5 Pin Plug
TH Earth connection
U 1-2 Voltmeter for traction motor Cab 1,2
UA 1-2 Auxiliary circuit voltmeter Cab 1,2
UBA Battery voltmeter TB
VEF Electro valve for braking Pn
VEPT 1 Electro valve for pantograph 1 Pn
VEPT 2 Electro valve for pantograph 2 Pn
VESA 1-1 Electro valve for standing gear, Cab-1 (AC-1)
VESA 1-2 Direction 1 and 2 M(TK 2)
VESA 2-1 Electro valve for standing gear, Cab-2 (AC-2)
VESA 2-2 Direction 2 and 1 M(TK 1)
VMT 1-2 Blower for traction motor M
VRH Blower for oil cooler T
VS Blocking diodes TK 2
VSI 1-2 Blower for silicon rectifier RSI
VSL Blower for smoothing reactor M
VT 1/1-1/2 Cab – 1 cab fan Cab-1
VT 2/1-2/2 Cab-2 cab fan Cab-2
ZCPA Switch for auxiliary compressor AC 1 (Cab-1)
ZLC 1-2 Switch for cab light PC 1,2
ZLCS 1-2 Switch for spot lamps PC 1,2
ZLE 3 Switch for AC 2 pannel lamps AC 2 (Cab-2)
ZPT 1-2 Switch for selection of the pantograph PC 1,2
ZPV Switch for selection of the exhauster TB
ZSM-GR Switch for electrical and pneumatic feeding of the T
tap changer air motor
ZSM-5 Pacco switch to help control circuits for GR air T
motor
ZVT 1-2 Switch for cab fans Cab 1,2
ZUBA Switch for battery voltmeter AC 2 (cab 2)
ZLE 1-2 Switch for entrance lamp PC 1,2

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 9

Figure 1.1 LAYOUT OF EQUIPMENTS IN CAB 1 & 2

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 10

Figure 1.2 LAYOUT OF EQUIPMENT IN CAB 1 & 2

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 11

DETAILS OF FIGURE 1.1 & 1.2

[Link]. DESCRIPTION NO/LOCO

1. MASTER CONTROLLER 2
2. NOTCH INDICATION 2
3. PENTO SELECTOR 2
4. TOGGLE SWITCH ASSEMBLY 2
5. PUSH BUTTON PROGRESSION (BPP) 2
6. PUSH BUTTON REGRESSION (BPR) 2
7. PUSH BUTTON TESTIN (BPT) 2
8. SIGNAL LAMP BOX. 2
9. [Link] BOX 2
10. AUXILIARY VOLT METER 2
11. H.T. VOLT METER 2
12. T.M. AMMETER 4
13. WIPER SWITCH 4
14. WIPER ASSEMBLY 4
15. LEVER OPERATED HORN VALVE 8
16. SPEEDO METER 2
17. INDEPENDENT BRAKE VALVE 2
18. DUPLEX PRESSURE GAUGE 2
19. SINGLE PRESSURE GAUGE 2
20. DUPLEX VACUUM GAUGE 2
21. DRIVER’S VACUUM BRAKE VALVE 2
22. CAB FAN 4
23. FOOT OPERATED BRAKE RELEASE SWITCH 2
24. FOOT OPERATED STANDING SWITCH 2
25. DRIVER’S SEAT 4
26. READING LAMP 4
27. CAB HEATER 4
28. CAB DOOR ASSEMBLY 4
29. CAB WINDOW ASSEMBLY 4
30. CABINET 2
31. HAND BRAKE (FOR CAB 1 ONLY) 1
32. HEAD LIGHT 2
33. MARKER LIGHT 4
34. EMERGENCY BRAKE VALVE 2
35. FIRE EXTINGUISHER 4
36. SIGNAL HORN 2
37. LAMP FOR SIGNAL EXCHANGE 4
38. CAB ENTRANCE LAMP 2
39. RECAPITULATION LAMP 2
40. ASHTRAY 4
41. SUN VISOR 4
42. PERSPEX VISION SHEET (SMOKE GRAY) 4
43. PUSH BUTTON SIGNAL LIGHT 2
44. CAB ROOF VENTILATOR 4
45. FLASHER LAMP 2
46. DRIVE SCREW ROUND HEAD DIA. 3 X 5 LONG (CROMIUM 12
PLATED)
47. BKT. ASSEMBLY FOR FIXING OF SIGNAL HORN 2
48. SCREW HEX H.D. M5 X 20 6
49. NUT HEX M-5 6
50. SPRING WASHER M-5B 6

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 12

2. DESCRIPTION OF POWER AND AUXILIARY CIRCUITS OF WAP1

LOCOMOTIVE

2.1 ROOF EQUIPMENT

The HT current for feeding the locomotive is taken from the catenary line by
means of pantographs. The locomotive is equipped with two pneumatically controlled
pantographs PT1 and PT 2. Each of these two pantographs can be put out of operation
and earthed by means of hand-operated bar HPT 1 and HPT 2.

For ensuring safety of the operators during maintenance work, to be carried out in
the locomotive. Hand-operated earthing switch HOM is provided which makes it possible
to earth simultaneously the entire roofline and the HV input terminal of the locomotive
after lowering the pantographs. When earthed switch HOM cuts off the compressed air
supply to the pantographs, locks the electric control handle of the pantographs, releases
the keys in the key box for opening the HV compartment and the ladder leading to the
roof.

On the contrary, in its “Normal” position (not earthed) earthing switch HOM
makes it possible to feed the pantographs with compressed air, releases the electric
control handle of the pantographs, locks the interlocking keys of HT compartment doors
and ladder in the key box. The protection of the locomotive against surge voltage is
secured by means of two roof surge arrestors with spark dischargers ET 1 (mounted on a
support insulator of the HT Roof Bars) and ET 2 (mounted on the HT input terminal of
the locomotive). The compressed air operated high voltage circuit breaker DJ makes it
possible, when closed, to feed the main transformer winding TFWR and thereby the
windings for the auxiliary circuits (TFWA). When tripping out, the circuit breaker DJ
switches off the feed to the main transformer and therefore also all locomotive circuits
except the control circuits fed by the battery for control of pantographs, high voltage
circuit breaker, traction control circuits, running and braking control circuits. Signaling
and Lighting circuit.

2.2 VOLTAGE REGULATING EQUIPMENT

The main transformer comprises of autotransformer with 32 taps (TFWR) and a

step down transformer (TFP) with two separate secondary.

The primary of the step-down transformer is connected to one of the 32 taps of

the autotransformer by means of the 32-step tap changer GR, which is driven by a
pneumatic servomotor.

The passage from one tap of the transformer to another takes place on load.

The main transformer comprises moreover of an auxiliary winding (TFWA) for

feeding the auxiliary circuits. The circuits for auxiliaries are connected to 380 V ± 22.5%
V AC supply from terminal a1 – a0 of the tertiary winding TWA of main transformer. The
circuits are protected by capacitors CAPTFWA 1-2 against over voltages, and by 2 RC
networks.

The two secondary windings of the step-down transformer TFP (a3 – a4, a5 – a6)
are protected against excess voltage by means of surge arrestors ETTFP 1-2, condensers
CAPTFP and RC networks for each of the two secondary.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 13

2.3 SILICON RECTIFIERS

Conversion of the alternating current supplied by the secondary (a3 – a4, a5 – a6)
windings of the main transformer into direct current takes place by means of two silicon
rectifiers.

The undulation of the current thus rectified is reduced to a value acceptable for
the traction motors by means of the smoothing reactors to two separate groups of three
through Line Contractors each. In case of any one silicon rectifier being defective each
rectifier can be cut-off.

2.4 TRACTION MOTOR EQUIPMENT

The traction motors double reverser J 1-2, pneumatically controlled, connects the
exciting windings of the motors in such a way that these carry current in one direction or
in the other thus enabling the locomotive to run in either directions.

Permanent field weakening resistance RPS 1-6 in parallel with the field windings
of motors are used to prevent the ripple component of the current from passing into the
field windings.

Three step field-weakening resistances (RS) are connected through contactors for
each motor. These resistances in steps control the field of the traction motor.

In traction position all the 6 motors M-1 to M-6 are supplied by the two silicon
rectifiers in two groups of 3 motors each connected in parallel through contactors L-1 to
L-6.

Traction motors are connected in parallel, with each rectifier unit catering to three
motors.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 14

Figure 2.1 POWER CIRCUIT DIAGRAM

NAME SETTING VALUE REMARKS NAME SETTING VALUE
QLM 6 AMPS (300A) C.T. 250/5/A Q20 PICK UP 865 V (AC)
DROP OUT 740 V
QRSI 4.5 AMPS (3600 A) C.T. 4000/5A Q30 PICK UP 215 V (AC)
DROP OUT 260 V
QD PICK UP 125 V (AC) QOA PICK UP UP 50V (D.C.)
DROP OUT 80 V
GOP 50 V DC (PICK UP) QCVAR PICK UP 210 V (DC)
DROP OUT 170 V (D.C.)

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 15

POWER CIRCUIT
Figure 2.2

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 16

2.5 PROTECTION RELAYS

2.5.1 High Voltage Overload Relay QLM

The relay QLM is fed by means of the high voltage current transformer TFILM
(250/5A) which causes the high voltage circuit breaker DJ to trip out, if the current taken
in by main transformer exceeds the setting value of the relay (300 A).

2.5.2 Overload Relays for Silicon Rectifies (QRSI 1 & 2)

The relays QRSI 1-2 are fed by means of the rectifiers current transformer
RSILM 1 and 2 (4000/5A) which cause the high voltage circuit breaker to trip, if the
current taken in by the rectifiers exceeds the setting value of the relays (3600 A).

2.5.3 Slipping Device Differential Relay QD 1-2

Wheel slip relays of current differential type are provided. When the current
difference is 125 A in between motors 2 and 3 and motors 4 and 5, the relay operates. In
case of slipping, it feeds relay Q-48, thereby energizing sanding electro valves, VESA
and sand is applied to corresponding wheels. Relay Q-51 is also energized causing
regression of tap changer till the slipping stops.

2.5.4 Main Circuit Earthing Relays QOP 1-2

In case of failure of insulation of traction power circuit to earth, the battery supply
available to the relay trips the relay through the earth fault and in turn opens the HV
circuit breaker DJ.

The switch HQOP 1-2 makes it possible to isolate the relay QOP 1 or 2 and
replaces it through a resistance RQOP in order to limit the fault current. Otherwise it will
not be possible to switch on again the circuit breaker DJ in order to bring the locomotive
to the shed.

2.5.5 Traction Motor Relay Q-20

Relay Q-20 which is connected via resistance RQ-20 across rectifier output
causes buzzer SON 1-2 to work, if voltage exceeds 854 V. When voltage falls to 740 V,
buzzer stops working.

2.5.6 No Voltage Relay Q-30

The relay Q-30 drops out if the single phase auxiliary winding voltage drops
below 215 volts. Its contacts switch off relay Q-44, thereby tripping DJ. Relay Q-30 is
switched on directly via the contacts of the relay Q-45 and is fed via resistor RQ-30 after
the relay Q-45 opens/drops.

2.5.7 ARNO Starting Relay QCVAR

Relay QCVAR has been put across ‘W’ phase and neutral of ARNO to ensure
proper starting. This cuts out ARNO starting contactor C118. It picks up at 155-160 volt
a.c.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 17

2.5.8 Battery Charger Signaling Relay QV-61

This relay, which has been provided across the battery charger CHBA, indicates
the working of the charger. This relay operates at a voltage of 68-136V d.c.

2.5.9 Regression Relay QRS

Relay QRS is energised when the loco is in running condition and de-energised
when the brake is applied. This relay operates Q 51 relay through its N/C contacts and
regress the tap changer.

2.5.10 Passenger Alarm Relay (PAR)

This relay operates in case of Alarm chain pulling or train parting. The relay will
energise the buzzer B1 & B2 and extinguish lamps LPAR 1 & LPAR 2.

2.5.11 Buzzer Isolation Relay (BIR)

This relay operates when BIS push button switch is pressed, thereby isolating the
buzzer from the circuit.

2.6 MEASURING ISTRUMENTS

2.6.1 Traction Motor Voltmeter (U 1-2)

The meter indicates the voltage applied to traction motor armature during traction.
It is a moving coil type having range of 0-900 V.

2.6.2 Traction Motor Ammeter (A 1/1, A 1/2 & 2/1, A 2/2)

These ammeters are provided to read the traction motor currents during service.
These are moving coil type instruments having a range of 1500-0-1000 Amps.

2.6.3 Voltmeters (UA-1 & UA-2)

The voltmeter UA-1, UA-2 are fitted in the control desks and have double scale
on which the auxiliary voltage and the catenary voltage can be read.

2.7 ARNO CONVERTOR (ARNO)

The single phase supply of 380 volts AC is fed ‘direct’ to the ‘U’ and ‘V’ phases
of the ARNO converter. Since the ARNO Converter is connected to single phase supply,
no starting torque is developed. For starting the ‘ARNO’ a split phase starting method has
been employed. The ‘W’ phase winding is connected to the supply phase ‘U’ through a
starting resistor R-118 and starting contactor C-118 for a short duration to start the
ARNO. Thus unbalanced three phase voltage is impressed to each phase winding of
ARNO converter and the starting torque is developed. The ARNO Converter picks up
speed within five seconds. After the ARNO has gained sufficient speed, the phase ‘W’ is
opened from the starting circuit by starting contactor C-118. If the starting phase fails to
open out within 5 seconds after ARNO has gained its rated speed there will be excessive
vibration of the ARNO and overheating of the ARNO starting resistor. An interlock of
relay ‘QCVAR’ opens C-118 coil circuit, to protect against overheating.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 18

The neutral point ‘O’ of the ARNO is connected to a earth fault relay QOA,
which performs the same function as the relay QOP, in the power circuit. The relay QOA
trips the circuit breaker (DJ) of the locomotive in the event of an earth fault in the
auxiliary circuit. The switch HQOA and RQOA perform the same functions as the switch
HQOP and resistor RQOP in the power circuit. In addition, the relay QOA is
permanently shunted by a resistance RPQOA.

The ARNO converts the single phase input into three-phase output as 380 V±
22.5%. The ratio of negative sequence voltage to positive sequence voltage is within 5%.
The three-phase output of the ARNO converter is connected to the auxiliary motors.

2.8 SILICON RECTIFIER BLOWER MOTORS (MVSI 1-2)

Each rectifier cubicle is provided with one blower which is driven by the motors
MVSI. The motors are rated for 415 V ± 22.5% 3φ , 50 cycle. These motors of rectifier
cubicle are switched on and off by means of switch HVSI 1-2. Each motor is protected by
a motor protection switch DMVSI 1-2. The cooling of the rectifiers is monitored by the
Air Flow Relay QVSI 1-2 and by the motor protection switches DMVSI. The contact of
QVSI and the auxiliary contacts of the motor protection switches DMVSI are connected
in series and lie in the energizing circuit of the relay Q-44.

During normal operation these contacts are closed. On failure of a blower the
appropriate Air Flow Relay (QVSI) operates (contacts open). If the failure of the blower
was caused by overloading of the motor, the associated motor protection switch
(DMVSI) is tripped (auxiliary contacts open). In all cases the energizing circuit of the
relay Q-44 is opened, thereby tripping the main circuit breaker (DJ) of the locomotive.
The interlocks of QVSI in Q-44 circuit can be by passed by HVSI in case equipment
QVSI becomes defective and the blowers are in good working condition.

Following are positions of HVSI switch :

Position 0 – Functional Relay QVSI, DMVSI and MVSI eliminated.

Position I – QVSI, DMVSI and MVSI in Service.
Position II – QVSI, DMVSI in Service MVSI eliminated.
Position III – DMVSI and MVSI in service, QVSI eliminated.

2.9 VOLTAGE STABILIZER RTPR FOR HEADLIGHT

The circuit is protected by fuse CCRTPR. This meant for maintaining constant
voltage at 32 V for the headlights of the locomotive to ensure that these provide a
uniform level of illumination, and also to protect the lamps from fusing. It also feeds 24
volts supply to the measuring instruments through switch BLLF. This is also provided
with a 16V tap for dimming the headlight. Two numbers RTPR are used for safety.

2.10 SELSYN TRANSFORMER-TFS

The transformer supplies 115 V a.c. supply to the system which transmits the
position of the tap changer (GR) to the control desk for indication there after stepping
down 230 V a.c. supply.

2.11 STATIC BATTERY CHARGER

The static battery charger is fed from the supply of arno converter. The unit
comprises of a step down transformer, magnetic amplifier and rectification unit. The
charger is able to give an output voltage of 110 V dc and a load of 20 amps.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 19

POWER AND AUXILIARY CIRCUIT

Figure 2.3

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
 W 967 W

V 966 V

U 965 U
CAMTECH/2005/E/Trg-Loco/1.0

C105

C102

C102
C106

2 1 2
1 3 3
0 0

1 2 3 HVSL-1 HVSL-2

448

C102
536
548

C102
446
447
535
537
547

C102
546

V V V V V V

U MCP1 W U MCP2 W U MVSL-1 W U MVSL-2 W U MVMT-1 W U MVMT-2 W

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives.

12.6 HP/ 9.4 KW 12.6 HP/ 9.4 KW 3HP/2.2 KW 3H.P./2.2 KW 35 H.P./26 KW 35 H.P./26 KW
MAIN COMPRESSOR
MOTORS SMOOTHINGS REACTOR TRACTION MOTOR
BLOWER MOTORS BLOWER MOTORS

February, 2005
Figure 2.4 AUXILIARY CIRCUIT
20
 W 967 W

V 966 V

U 965 U

1 2 3 1 2
0 3
0
CAMTECH/2005/E/Trg-Loco/1.0

965
966

Figure 2.5
HVSI-1
HVSI-2

1 2
3
0

1 2 3 HPH

C107

481
480
482
533

532
534
DMVSI-1
DMVSI-2

TO STATIC
V BATTERY
V V

AUXILIARY CIRCUIT
V CHARGER

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives.

U MPH W U MVRH W U MVSI-1 W U MVSI-2 W

4.3 HP/3.15 KW 30 HP/22 KW 3 H.P./2.2 KW 3 H.P./2.2 KW

OIL PUMP OIL COOLER RECTIFIER BLOWER

MOTOR BLOWER MOTORS
MOTOR

February, 2005
21

DMV SI-1 O/L TRIP SET TO TRIP AT 7 Amps.

CAMTECH/2005/E/Trg-Loco/1.0 22

3 TRACTION CONTROL CIRCUIT DIAGRAM

3.1 COMPRESSED AIR FOR OPERATION OF PANTOGRAPHS AND HIGH

VOLTAGE CIRCUIT BREAKER

When the pressure in the auxiliary air reservoir and the compressed air lines to the
pantographs and the high voltage circuit breaker exceeds 5.5 kg/cm2 the pantographs may
be raised and the high voltage circuit breaker can be closed.

If the pressure lies below this value or drops while the pantographs are being
raised it will be necessary to start up the auxiliary compressor set. This is done by closing
the switch ZCPA. The pressure can be observed on the pressure gauge mounted above
auxiliary reservoir for pantograph in AC-1 cubicle in Cab-I.

3.2 OPERATION OF PANTOGRAPHS

The pantographs are operated by the pantographs selector switch ZPT-1 or ZPT-2
in the driver’s desks. For this purpose the driver requires the operating key of the
pantographs selector switch.

The same operating key is required for unlocking the interlocking box BV and
can be removed from this box only when the keys for the high voltage compartment
doors have been inserted and the roof earthing switch HOM has been opened or brought
to normal working position.

Further more, the operating key of the pantograph selector switch can be removed
or fitted only in zero position.

The pantograph selector switches have the following positions :

Position 0 The two solenoid valves VEPT-1 & VEPT-2 are switched off and the
pantographs 1 and 2 lowered.

Position 1 The solenoid valve VEPT of the pantograph above the unoccupied cab
is energized i.e. solenoid valve 2 from cab-1 and solenoid valve 1 from
cab-2. the appropriate pantograph is raised.

Position 2 The solenoid valve VEPT of the pantograph above the occupied cab is
energized, i.e. solenoid valve 1 from cab-1 and solenoid valve-2 from
cab-2. The appropriate pantograph is raised.

3.3 OPENING OF HIGH VOLTAGE CIRCUIT BREAKER

3.3.1 Routine Opening

The high voltage circuit breaker DJ of the leading and trailing locomotives is
tripped by opening the switch BL-1 DJ or BL-2 DJ.

The high voltage circuit breakers DJ of the trailing locomotives can be tripped by
opening the neutral-section switch BL-1SN or BL-2SN in the leading locomotive, the
circuit breaker DJ of the leading locomotives remaining closed.

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Fuse CCPT protects the control circuit for pantograph and high voltage circuit
breaker. With multiple unit operation the pantographs of the trailing locomotives must be
at position “O”. the switch BLSN makes possible to lower the pantographs of trailing
locomotive when passing neutral sections.

[Link] Operation of high voltage circuit breaker

The high-voltage circuit breaker DJ is connected to compressed air supply which

is controlled by the solenoid valve MTDJ. The breaker is closed by means of the solenoid
valve EFDJ. The breaker remains closed, as long as the holding solenoid valve MTDJ is
energized. If the energizing circuit of the holding solenoid valve MTDJ is interrupted, the
main circuit breaker is tripped.

[Link] Closing of high-voltage circuit breaker DJ

Before the breaker can be closed the key of the BL switch box in cab-1 or 2 must
be inserted and turned to position ‘ON’. This causes the auxiliary contacts BL-1 or BL-2
to be closed and unlocks the switch levers in the top row.

DJ can be closed and opened in one of the following ways:

i. By use of switch BP-2 DJ located in TR panel. This switch is normally used only
for trouble shooting. For closing with BP-2 DJ, BL-1 DJ or BL-2 DJ should be
closed; ZPT should be closed; alternately BV interlock should be closed by
putting HOM in earthed position.

ii. By use of switches BL-1 DJ and BL-1 RDJ located on the BL Box. BL-1 DJ and
ZPT should be closed and then BL-1 RDJ is pressed for closing DJ. BL-1RDJ or
BL-2RDJ should be released as soon as green lamp LSCHBA extinguishes.
Closing of DJ is signaled by extinction of red lamp LSDJ. The following
switching operations then take place:

The relay Q-45 closes provided that the auxiliary contact of the pantograph
selector switch ZPT (pantograph raised) and the tap changer GR (Contacts 43-44), (zero
position) are closed.

The relay Q-44 is switched on by contacts of the relay Q-45, provided that the
relay Q-118 has picked up (contacts closed) and the auxiliary contacts of the air motor for
the tap changer ASMGR are closed (tap changer has not stopped between two steps). On
closing or relay Q-45 and Q-44, contactor coil C-118 gets energized closing the ARNO
starting contactor and introducing the ARNO Starting phase through resistance R-118.
after these operations only the EFDJ coil of the DJ will energise and close the DJ. The
EFDJ coil is deenergised on C118 opening out the DJ continues hold on through MTDJ
coil.

If the pantographs of the leading locomotives are lowered through ZPT, the
circuit breaker DJ of all locomotives coupled in multiple unit-operation is tripped.

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3.3.2 Enforced Opening of DJ by Faults

Certain faults are followed by enforced tripping of the circuit breaker DJ on that
locomotive on which the fault occurs. They are divided into three groups given below:
[Link] Instantaneous tripping follows in the event of any of the following faults.

Upon overload on the high-voltage side through tripping of overload relay QLM
(contact opened).

Upon overload of the traction circuits through overload Relay QRSI-1 or QRSI-2
(contacts opened)

Upon earth faults in traction circuits through earthing relay QOP-1 or QOP-2
(contacts opened)

Upon earth faults in the auxiliary circuits through earthing relay QOP-1 or QOP-2
(contacts opened).

Upon pressure dropping in compressed air lines or in circuit breaker via pressure
switches QPDJ (contacts opened).

[Link] Tripping of DJ delayed by 0.6 seconds by relay Q-44 follows in case of the following
faults:

Upon loss of 380 V auxiliary voltage through no-voltage relay Q-30 (contacts
opened).

Upon failure of one rectifier blower through contacts of Relay QVSI 1 or 2 motor
protection switches DMVSI 1-2 (contacts opened).

Failure of any one blower of the two rectifier cubicles is sufficient to trip the main
circuit breaker.

To permit emergency operation of the locomotive with only one-rectifier, the switch
HVSI-1 or HVSI-2 is brought to position “O” to switch off faulty rectifier and to
bridge over the blower monitoring contacts QVSI and DMVSI of the faulty rectifier.
The main circuit breaker can be reclosed now.

Upon opening of auxiliary contacts of air motor of the tap changer ASMGR if the
tap changer comes to a standstill between two steps.

[Link] Tripping delayed by 5.6 seconds by relay Q-118

Relay Q-118 drops out after delay of 5 seconds and opens energizing circuit of
relay Q44 which trips the main circuit breaker after a further delay of 0.6 seconds
following any of the following faults:

• Upon failure of cooling system of traction motors or transformer oil coolers or

smoothing reactor through protective relay QVMT-1, QVMT-2, QVSL 1-2 as well
as upon failure of the oil pump via protective relay QPH and ARNO through relay
QCVAR.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 25

The contacts of the protective relays are connected in series and are closed during
normal operation.

For closing the main circuit breaker DJ the relay Q-118 must be energized. For this
purpose the contacts of the protective relays are bridged over by the auxiliary
contacts of the operative contactors C-105, C-106, C-107, GR’s interlock and by a
set of contacts of the relay Q-44.

The motors of the auxiliaries can be switched on after a delay of 5 seconds on

completion of the starting of the Arno converter.

The motor, particularly the larger size, require several seconds for running up to full
speed. However, since the relay Q-118 drops out only after 5 seconds time delay, it
remains pulled in until finally the contacts of the protective relays QVMT-1,
QVMT-2, QVRH, HVSL 1-2, QPH and QCVAR reclose the circuit. During normal
service the contacts of the protective relays are closed and the auxiliary contacts of
the operating contactors and the contacts of the relay Q-44 are opened. Upon failure
of a blower, the contacts of the associated protective relay open. This causes the
relay Q-118 to drop out after 5 seconds.

By means of the associated switches HVMT-1, HVMT-2, HVRH, HVSL 1-2, HPH
and HQCVAR, it is possible for the opened contacts of the protective relay to
bridge over at switch position III or 0 of the pacco switches, thereby permitting the
main circuit breaker to be closed.

The cooling of the traction motors and transformer oil cooler is monitored
additionally by contacts of the traction motor blower motor contactors C-105 and C-
106 and transformer oil cooler blower contactor C-107. If the operating contactors
C-105, C-106 & C-107 are not closed the relay Q-118 is switched off by the
auxiliary contacts (73-74) of the tap changer GR as soon as the tap changer reaches
step 6. The traction motors can be run without cooling till step 5 of the tap changer
GR.

If the tap changer comes to a standstill at any particular notch while notching down
with the master controller on “0” position, relay Q-46 is energized (contacts
opened), thereby switching off the relay Q-118.

The relay Q-46 is constantly switched on and off until the tap changer has reached
zero position.

3.3.3 Functional Test of High Voltage Circuit Breaker with Pantographs Lowered

With the pantographs lowered the auxiliary contacts of the pantographs selector
switch ZPT, which lie in the energizing circuit of the relay Q-45, are opened.

The operating key of the pantographs selector switch should be inserted in the
earthing box and turned by 90°. The HOM should be turned by 90° to earthed position.
This action closes the auxiliary contacts BV so as to bridge over the auxiliary contacts of
the pantograph selector switch ZPT and the contacts of the solenoid valves EFDJ and
MTDJ of the HV circuit breaker. The circuit breaker DJ is closed as described under
[Link].

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 26

3.3.4 Control Circuit of Traction Motor Double Reversers

The order for operating the solenoid valves on the traction motor reversers (J) is
given via the reversing drum (MPJ), the running/braking drum (MP) of the master
controller and the BL Key Box.

In the particular cab to be used for operation, BL key is inserted in the BL key
switch box. Operation of this key supplies power to the running drum (MP) via the
associated set of contacts (BL).

The reversing drum (MPJ) is operated only when the running/braking drum MP is
in position “0” (mechanically interlocked). Both the traction motor double reverser (J)
changed over only at the zero position of the tap changer (GR). Supervision takes place
via the auxiliary contacts of GR 47-48, 49-50, 53-54 and 55-56.

In the case of multiple unit operation all commands from leading locomotive are
transmitted to the trailing locomotives via the M.U. couplers. The control circuit is
protected by the fuse of CCPT.

3.3.5 Control Circuit of Relay Q-50

For energizing the relay Q-50 and for moving the tap changer in the up direction,
the following conditions must be satisfied:

 Supervision takes place via the auxiliary contact of Reversers J1-J2.

 Main circuit breaker (DJ) must be closed.
 Tap changer (GR) must be at position “0”.

3.3.6 Control Circuit of Shunting Contactors

Three shunting steps are provided in the shunting drum MPS of Master controller.
An electrical interlock is established via contacts 87-88 of auxiliary contact drum of the
tap changer air motor (SMGR) which ensures that shunting contactors can only be
operated and brought into circuit from notch 20 onwards.

3.4 TRACTION CONTROL CIRCUIT

3.4.1 Control Circuit of Line Contactors (L-1 to L-6)

For closing line contactors the following conditions must be satisfied:

The running braking drum of the master controller is at any of the running
position except “O”.

The relay Q-50 must be closed.

The tap changer (GR) must be on notch 1 or above.

When the pacco switch HVSI-1, HVMT-1 are in position I or III, then L-1, L-2,
L-3 can be closed at the following positions of HMCS-I:

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CAMTECH/2005/E/Trg-Loco/1.0 27

HMCS-I on 1 -1 L-1, L-2, L-3 close.

HMCS-I on 2 - L-1 opens, L-2, L-3 remain close.
HMCS-I on 3 - L-2 opens, L-1, L-3 close.
HMCS-I on 4 - L-3 opens, L-1, L-2 close.

3.4.2 Control Via Master Controller

Function “O” (tap changer moved in down direction).

 The ‘Down’ valve (SMGR-VE 2) of air motor is energised at the master controller
position ‘O’ for running position.

The following conditions must be satisfied:

 ZSMS must be at position-1.

 Notch to notch relay Q-52 must not be energised.
 The valve ZSMGR must be at normal position.

 In case of auto regression of the tap changer GR, the relay Q-50 is de-energised,
the ‘Down’ valve SMGR-VE 2 is energised directly by passing BL and MP
interlocks.

 Auto regression takes place in the event of wheel slipping, the action takes place
via line 700 and the closed contact of relay Q-48. Relay Q-48, is energised in the
event of wheel slipping through relay QD. In such case slip protection relay Q-51
is energised temporarily and gives supply to down valve SMGR-VE 2 till the
relay Q-48 drops through relay QD after the arrest of the wheel slip.

 A down movement of the tap changer is interrupted automatically on reaching

position ‘O’ by interruption of the feed supply.

 The relay Q-46 supervises the continued running of the air motor during
regression with MP on position ‘O’ and thus the return of the tap changer to zero.

The following conditions must be satisfied for proper functioning of these relays:

 The running braking drum (MP) must be at position “O”.

 The tap changer must be on position other than zero.

 The handle of the valve ZSM-GR on the pneumatic control panel must be at
normal operating position.

 Should an air motor stop running with the tap changer away from the zero
position and MP on position ‘O’, the relay Q-46 remains energized and causes the
relay Q-118 drop out and open DJ after 5 seconds.

 Any down or up movement of the tap changer can be achieved one tap only. To
increase the tap or decrease the tap, master controller should be brought to
position N, then put it either “+” or “-”.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
CAMTECH/2005/E/Trg-Loco/1.0 28

3.4.3 Control by Master Controller – Impulse “+” or “-”

The switch positions “+” or “-” are intended for notch by notch up or down
movement of the tap changer both for running and for braking operation.

The switching sequences and inter relationship correspond to those described

under 2.4.2. In addition, the notch to notch relay (Q-52) goes into action, the feed lines
079 of which is energized at position “+” or “-”.

At all positions for up or down movement either the up or the down valve is
energized. This energizing will be interrupted by contacts of the relay Q-52, as soon as
the air motor starts running. The relay Q-52 is energised between notches via the contacts
7-8 of ASMGR, this state being maintained via the self-holding contacts in the line run
079-078 for function of relay Q-46. The self holding circuit of Q-52 is not cancelled until
the master controller handle has been returned to position “N”. This arrangement ensures
that the tap changer always moves by only one notch at a time. The completion of the
notch to notch movement is assured by the pneumatic control system.

[Link] Control of transformer tap changer air-motor – multiple unit operation

Synchronize of air motor operation, as well as control impulses for running:

Synchronize relay Q-49 on each of the locomotives can be energized in multiple

operation subject to the following conditions.
 The switch HBA on all the locomotives must be closed.
 The switch BL on the leading locomotive must be closed.
 The handle of the valve ZSM-GR must be closed.
 All tap changers of the coupled locomotives must have left the zero position
(the relay QV62 must be deenergised).

The circuit provides synchronization beyond notch 0 of the GR for notch by notch
operation both in progression and regression.

3.4.4 Operation at Position “+” with Running Operation

Provided the air motors of all coupled locomotives are in operation, the switching
sequence of the supervision of synchronous up movement of the tap changer takes place
as follows:

Energizing of synchronizing relay Q-49 via control line 079 upon tap changer
leaving a notch. Feeding of notch to notch relay Q-52, via contacts of relay Q-49 in the
run of lines 211-079, as well as of auxiliary contacts 7-8 of ASMGR which are closed
between notches.

Self-holding of notch to notch relay Q-52 via its auxiliary contacts in the run of
lines 079-078, since relay Q-46 is not energized. Tripping of relay Q-49 owing to
opening of contacts of notch to notch relay Q-52.

Tripping of relay Q-52 upon tripping of relay Q-49 by the opening of the Q-49
contact in the run of line 211-079.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
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The contacts 7-8 of the ASMGR which are closed between the notes are
connected in parallel with the contact 211/079 of the relay Q-49 in the energizing circuit
of the notch to notch relay Q-52.

Should one or more air motors fail to operate or fail to follow the orders given by
the position of the master controller (MP), the air motors are locked:

On the faulty machine or machines the relay Q-49 remains energized. On all
locomotives, however, on which the air motor could continue to run, the relay Q-52 is
held in via the control circuit couplers P and thus further upward notching operations
cannot take place.

The supervisory circuit for synchronous running does not function if one of the
rap changers does not leave the zero position. In such a case the relay QV-62 on the
faulty locomotive remains energized.

The feed circuit for the relay Q-49 is thus opened. In such a case the lamp LSGR
on the driver’s control desk is not extinguished.

Further operation with faulty locomotives in multiple unit operation is then

possible as follows:

The faulty locomotive must be switched off on the battery side by opening the
battery isolating switch (HBA). The locomotive then runs like a trailer coach, merely
passing on the control impulses.

The opening of the HBA switch causes the relay QV-62 to drop out. The lamp
LSGR is extinguished.

The switch ZSM-GR must be opened. Thus will prevent a supply from being fed
to the relay Q-49 on the faulty locomotive.

3.4.5 Operation at Position “+” or “-” with Running in Multiple – Unit Operation

When a “+” or “_” command is given with the master controller (MP) the notch to
notch relay Q-52 is energized in all locomotives. The auxiliary contacts of this relay in
the run of the line 080-081 prevent the synchronous running supervisory relay Q-49 from
being energized.

If one of the air motors, does not follow the order, the relay Q-49 on this faulty
locomotive remains energized. The relay Q-52 is held on the healthy locomotives too via
the control coupler via the line run 211-085, thereby preventing further movement of the
tap changer air motors.

3.4.6 Emergency Stop (Zero position of master controller) with Multiple Unit Operation

In this case the synchronous running supervisory control is cut out of action, since
the zero position should be reached without interruption. The holding circuit 087 for Q-
52 is interrupted by auxiliary contacts of Q-46.

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Nevertheless, the relays Q-49 and Q-52 operate during the transition from notch
to notch, since the energised relay Q-49 itself switches on Q-52 which, in turn, again
switches off Q-49.

However, the result of closing the Q-46 auxiliary contact in the line run 085
(holding circuit) of the relay Q-52 will be that, should an air motor stop before reaching
the zero position, the main circuit breaker (DJ) will be tripped after approx. 5.5 sec. via
Q-46/Q-118, the tripping of main circuit breakers on healthy locomotives will, however,
be avoided.

Since the return to zero during auto regression is not synchronized, it is necessary
to avoid that the relay Q-49 holds the remaining air motors via the multiple unit control
lines as soon as the first tap changer of the coupled locomotives reached the zero
position.

For this purpose the contact of the auxiliary relay QV-62 are inserted in the feed
line of Q-49. When the particular tap changer reaches zero the relay QV-62 picks up and
interrupts the energizing circuit of Q-49.

3.4.7 Electrical Auxiliary Control of Tap Changer

In the case of faults affecting the issue of orders by the master controller,
electrical emergency operational control may be maintained with the aid of push buttons
for notching up (BPP) and for notching down (BPR).

The following conditions must be satisfied for such operation.

Switching on of lever in switch box (BL) provided in driver’s cab.

The master controller hand wheel must be at position “O” or “N”. The Pacco
switch ZSM-S on the pneumatic control panel is changed over to position “O”. A
possible in feed via the master controller contacts is thus prevented while the lines 065
and 059 are energized.

The push buttons BPP or BPR then act directly on the solenoid valves SMGR-
VE-1 and VE-2. The limit contacts of 61-62 for notching up, as well as 83-84 for
notching down continue to be effective in the feed circuit. This prevents the tap changer
from running beyond the mechanical end stops, even under auxiliary control.

For multiple unit, operation the switch ZSM-S must set to position “O” in all
locomotives.

3.4.8 Manual Operation of Tap Changer

In the case of faults in the electrical control circuits both in the master controller
and in the electrical auxiliary controls there still remains the possibility of moving the tap
changer by means of a hand crank.

A hand crank is mounted above the gear case. This crank must then be fitted on
the free shaft end in the RH corridor. Removal of the cranking handle automatically cuts
off air supply to air servo motor SMGR. This facility, however, can not be used for
multiple operation of locos.

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3.4.9 Notching Tap Changer for Test Purposes (Without power to TM)

When performing tests under the catenary, the HVSI on the RSI panels may be set
at “O”. The coils of the solenoid valves of the motor contactors L1-L6 are not energized.

3.4.10 Mechanical Interlocking of Master Controller

(A) When the reversing drum (MPJ) is at “O”:

 The running braking drum (MP) is locked at “O”.

 The operating key of the reversing drum (MPJ) can be withdrawn.

 The reversing drum (MPJ) can be moved from “O” to “F” or “R” by
fitting the operating key and pressing it downwards for moving to F or R.

(B) When the reversing drum (MPJ) is at position “F” or “R”.

 The running - braking drum (MP) may be moved to any desired position.

 If the running - braking drum (MP) is not at zero, the reversing drum
(MPJ) is locked. The operating lever of the reversing drum cannot be
withdrawn.

(C) When the running - braking drum is held on position “+” or “_” (running) on
release it will return by spring force to the associated “N” position.

(D) When the running - braking drum is at position “N” and “+” on the “Running”
side, the shunting drum (MPS) is then released for operation.

(E) The running - braking drum is moved from “N” position on the “Running side to
“_”, the shunting drum (MPS) returns automatically to “O” the shunting drum
(MPS) is locked on position O of the Running/Braking drum (MP).

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Figure 3.1 TRACTION & AUXILIARY CONTROL CIRCUIT

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Figure 3.2 TRACTION & AUXILIARY CONTROL CIRCUIT

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Figure 3.3 TRACTION CONTROL CIRCUIT

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Figure 3.4 TRACTION CONTROL CIRCUIT

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Figure 3.5 TRACTION CONTROL CIRCUIT

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Figure 3.6 TRACTION CONTROL CIRCUIT

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3.5 AUXILIARY CONTROL CIRCUIT DIAGRAM OF WAP 1 LOCOMOTIVE

The control circuits of the auxiliary motors are connected to 110V dc supply from
the battery circuit and are protected by fuse CCA. The auxiliary motors can be started
only if the main circuit breaker DJ and relay QCVAR have picked up, C-118 contactor is
deenergised and auxiliary interlock of C-118 closes after a delay of 5 seconds and Q-100
relay gets energized. Auxiliary interlock of C-118 contactor is having adjustable
mechanical time delay arrangement which closes with a delay of 5 seconds after opening
of contactor C-118.

With the help of switches HVRH, HVMT-1 and HVMT-2 the contactors of the
individual motor can be closed and opened.

The operating positions of the switches are as follows:

Position 0 – Auxiliary motors and functional relay disconnected.

Position 1 – Auxiliary motor and functional relay in service.

Position 2 – Auxiliary motor disconnected, functional relay in service.

Position 3 – Auxiliary motor in service, functional relay disconnected.

The contactors of the auxiliary motors are operated by the switches on BL key
boxes in cab-1 and 2. with multiple unit operation the auxiliary motors of the trailing
locomotive are controlled from the leading locomotives. The contactor of the auxiliary
motors in the trailing locomotive are switched on only if the respective main circuit
breakers (DJ) are closed and arno of that locomotive has started up. On the trailing
locomotives the switches BLCP, BLCPD, BLVMT and BLPV are kept open. The battery
switch HBA must be closed and all fuses inserted at their proper places.

3.5.1 Main Compressor

After closing the switch BL-1 or BL-2 CP, the coils of contactor C-101, 102
energise, provided the relay Q-100 has picked up and HCP is on “position 1,4”.

On closing of the contactor, the motors MCP 1&2 get the 3 phase 415 V supply
from the arno. As soon as the pressure in the main compressed air line rises to 10kg/cm2
the pressure switch contact RGCP closes, connecting compressor to atmosphere through
the unloader valve and opens when the pressure has dropped to below 8.5 kg/cm2.

With multiple unit operation the main air lines of the individual locomotives are
connected by MU coupler for air so that the pressure is the same in all locomotives. The
starting and stopping of the compressors on the individual locomotives is controlled
exclusively by the BLCP or BLCPD of the leading locomotive but the programme of
selection of the various MCP is done by the HCP of each locomotive. On the trailing
locomotives the switches BLCP are kept open as BL key is not inserted. If the
compressor of one locomotive fails during multiple unit operation, it can be switched off
by the switch HCP, while the other compressors will continue to run.

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3.5.2 BLOWERS FOR TRANSFORMER OIL COOLER & TRACTION MOTORS

[Link] Manual starting

The starting of the motors for the traction motor blower and the transformer oil
cooler blower are made by closing the switch BL-1 VMT or BL-2 VMT at the driver’s
desk, provided the relay Q-100 has energized and N/O interlock of Q-100 in the circuit
has closed, coil of contactor C-107 gets energized immediately on pressing of BL-1VMT
or BL-2 VMT, thus closing the contactor C-107, feeding transformer oil cooler blower
motor the 3 phase, 415V supply from ARNO. When the contactor C-107 closes, the relay
QTD-105 gets energized and in its time delay contact closes after a time lag 5 seconds
thus energizing the coil of C-105 and relay QTD-106. After a time delay of 5 seconds
contactor C-106 closes once the coils of C-105 and C-106 energise, the two traction
motor blowers, MVMT-1 and MVMT-2 get feed of 415V 3 phase ac from ARNO. With
multiple unit operation the blower motor of the trailing locomotives are also started
simultaneously from the leading locomotives. The switches BL-1 VMT and BL-2 VMT
of the trailing locomotive is kept open.

The contactors of the individual traction motors blowers can be switched off
directly by the switches HVMT-1 and HVMT-2. To do this the particular switch is
brought to position “O”. This action switches off the particular blower motor as well as
bridges over the contacts of the associated protective relay, thus permitting the main
circuit breaker DJ to be re-closed through Q-118.

[Link] Automatic starting

If the switches BL-1 VMT and BL-2 VMT are left open, the contactors of the
blower motors close automatically when the reverser drum MPJ is brought to position F
or R and tap changer GR moves to notch 1 and above.

The contactors of the blower motors are held closed by auxiliary contacts of the
tap changer has returned to zero and continue to be so held in closed position until the
reverser drum MPJ is brought back to zero position.

3.5.3 Automatic Starting of Auxiliary Machines after Passing Neutral Section

Automatic starting of all auxiliary machines will take place under the following
conditions:
 Automatic compressor switch BLCP or BLCPD closed.
 Traction motor blower switches BLVMT opened.
 Reverser drum MPJ at position ‘0’.
 Vacuum pump switches BLPV closed if working with a vacuum brake train.

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Sequence

After closing the main circuit breaker DJ, ARNO starts and the following
switching operations take place:

 MVSI 1-2, MVSL and MPH start.

 Relay Q-100 is energised after 5 seconds of ARNO starting.
 Main compressor starts as soon as Q-100 is energised. This is accomplished
by closing of contactors C-101/ C-102/ C-103.
 Vacuum pumps/ exhausters start through contactors C-111/ C-121.

 As soon as BLVMT in closed, contactor C-107 pulls in, as interlock of Q-100

is already closed, MHRH starts.

 Relay QTD-105 is also energised with closing of C-107 and after about 5
seconds C-105 closed thereby starting TM blower No.1 (MVMT-1).
 With closing of C-105, QTD-106 is energised at the same time and its
interlock closed after 5 seconds of energisation of QTD-106 and, TM blower
No.2 (MVMT-2) starts.

3.5.4 Sanding Circuit

The sanding circuit is protected by fuse CCLS.

Sanding takes place via the solenoid valves VESA-1 and VESA-2 for one
direction and VESA 2-1 and VESA 2-2 for the other direction, which are energized by
operating the pedals PSA-1 or PSA-2 in the cabs, or by the wheel slip relay Q-48.

The solenoid valves VESA are also energized automatically by the wheel slip
relay Q-48. If the wheels on one bogie start slipping, the load on the motor concerned
drops. This is detected by the relay QD-1 or QD-2 which on operation energise the relay
Q-48 via its normally open contacts.

The auxiliary contacts of the relay Q-48 are provided with a drop out delay of 5
secs., which will begin as soon as the relay has been de-energised. This means that
sanding will continue for 5 secs after wheel slip has ceased (relay QD has dropped out).

Operation of relay Q-48 as a result of wheel slip and operation of relay QD-1 or
QD-2, also results in automatic regression of the tap changer (GR) till the relay QD-1 or
QD-2 drops out due to arrest of the wheel slip. With multiple unit operation the solenoid
valves VESA of the trailing locomotives are controlled from the leading locomotive. By
operation of the pedal PSA on the leading locomotive the appropriate solenoid valve
VESA on all trailing locomotives is energized.

Upon operation of the differential relay QD, the relay QD-48, of any locomotive
is energized and not only the solenoid valve VESA of the locomotive concerned, but the
corresponding solenoid valves VESA of all locomotives are energized thereby sanding
occurs ahead of all driven axles.

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Figure 3.7 AUXILIARY CONTROL CIRCUIT

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B16

B16
PVEF 2

919
FROM BL2

005/2
(SHEET NO. 130)

B-
919

QRS

922 VEF

B-
PVEF 1
FROM BL2

005/1
919
(SHEET NO. 130)

B16

B16

Figure 3.8 EXHAUSTER CONTROL CIRCUIT

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3.6 LIGHTS FANS AND SIGNALLING CIRCUIT DIAGRAM OF WAP1

LOCOMOTIVE

Signaling and lighting circuits are connected to the 110V DC supply. The
auxiliary contacts of the BL switch box should be closed by inserting the key in the
switch box of any one cab for energizing the signaling circuits. Lighting circuits are
energized independent of BL switch.

With multiple unit operation the signaling circuits in the trailing locomotives are
supplied with power through the MU couplers from the leading locomotives.

3.6.1 Signaling Circuits

The signaling circuits are protected by fuse CCLS with the high voltage circuit
breaker DJ open and the tap changer GR at position “O”, all signaling lamps, except the
lamp LSOL, LS, LSBCR and LSRSI light up when the battery switch HBA is closed.
This acts as a check whether any lamp is defective. For checking the signal lamps LS and
LSRSI push button switch BPT is used. As soon as the high voltage circuit breaker DJ is
closed all signaling lamps, except the lamp LSGR, must go out. The lamp LSGR goes out
when the tap changer GR has left position “O”.

[Link] Lamp LSDJ (red)-position indication of main circuit breaker DJ

The lamp LSDJ indicates the position of the main circuit breaker DJ. When the
main circuit breaker is open, its auxiliary contacts energise the relay QV-60 which inturn
switches on the lamp LSDJ.

Lamp LSDJ Main Circuit Breaker DJ

ON OPEN

OFF CLOSED

[Link] Lamp LSCHBA (Green)

Lamp LSCHBA is meant to indicate to the driver the working of the static battery
charger. When the driver closes HBA and BL switch, lamp LSCHBA glows. On closing
DJ, lamp LSCHBA extinguishes after picking up of the relays QV-61 and QCVAR on
completion of the starting of the ARNO.

[Link] Lamp LSGR (Green)-Tap Changer GR Zero Position Indication

The lamp LSGR indicates whether the tap changer GR is at position “O” or away
from the position. The auxiliary contacts 89-90 of the tap changer GR energises the relay
QV-62 only at position “O” of the tap changer; the lamp LSGR being switched on by
way of the contacts of the relay QV-62.

Lamp LSGR (Green) Tap Changer GR

ON At position “O”
OFF Not at position “O”

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[Link] Lamp LSB (Yellow)-Monitoring of Readiness of J As ordered by Master Controller

The lamp LSB is switched on by the relay QV-64 which in turn is energized by
the contacts of the relay Q-50 in de-energised position.

Lighting up of signal lamp LSB (yellow) indicates that the locomotive power
circuit is not ready for moving tap changer for traction or braking. For the lamp LSB to
go off the following equipment must be set in their proper position corresponding to the
position of MP and MPJ on the master controller. J1-2 with DJ in closed position.

[Link] Lamp LSRSI (yellow) – Rectifier Monitoring

The Lamp LSRSI lights up when signaling fuse operates in the main rectifier due
to blowing of any of the bridge fuse as a result of failure of any of the main diodes.

[Link] Lamp LSOL (Yellow) & Lamp LS – Group (Red)

These signal lamps are useful only during multiple operation of locomotives for
detecting defective loco in the event of fault occurring in any of the locos.
The relays QV-60, QV-61, QV-63 and QV-64 energising the signal lamps LSDJ,
LSCHBA, LSB and LSRSI respectively also energise signal lamp LS-Group and the
relay QVLSOL. Defective locomotive is detected as below:

Fault on Leading Locomotive Lamp LSOL Lamp LS-Group

Indication on –
Leading Locomotive OFF ON
Trailing Locomotives (s) ON OFF

Fault on a Trailing Locomotive

Indication on –
Leading Locomotive and Sound Trailing Loco ON OFF
Faulty Trailing Locomotive OFF ON

[Link] Buzzer SON 1-2

The buzzer sounds when relay Q-20 operates due to traction motor voltage going
above 865 V dc.

3.6.2 Lighting Circuits

[Link] Head Lights

The headlights PR-1 and 2 are equipped with 32V, 250 W lamps, which are
supplied from a headlight voltage stabilizer, RTPR connected to 380 V single-phase ac
source from the ARNO. Switch HRTPR is provided for switching on RTPR. Fuse
CCRTPR protects the RTPR. The headlights are switched on by means of the headlights
switches BLPRF or BLPRR. Only one headlight at a time can be switched on.

The headlights can be dimmed by switch BLPRD on the BL box. This operation
changes over supply to headlights from a 32 V ac to 16 V ac tapping on the RTPR.

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[Link] Marker & Instrument Lamps

The following lamps are switched ON by the switch BL-1 LF or BL-2 LF

(Marker Lights) in the respective cabs:

Lamps for the BL switch box, LBL-1, LBL-2.

Lamps for the pneumatic instruments and notch indicator LP-1, LP-3, LP-5 (LP-2, LP-4,
LP-6 in cab-2) and for the marker lights white LF1G, LF1D (LF2G and LF2D in cab-2).

By operating switch BL1ZLF (BL2ZLF) to ON position marker lights white LF1G,

LF1D (LF2G, LF2D) change over to Red provided switch BL1LF (BL2LF) is ON.

All the above lights in cab-1 and cab-2 are protected by fuse CCLF-1, CCLF-2
respectively.

The following lamps are also switched on by the switch BL1LF (BL2LF) in cab-1
& cab-2 from the stabilized voltage of 24 volts ac from the voltage stabilizer RTPR: Dial
illumination lamps for measuring instruments LU-1, LUA-1, LA1-1, LA1-2 (LU-2,
LUA-2, LA2-1, LA2-2) and for the speedometers.

[Link] Engine Room Lamps, Ceiling Lamps & Sockets

The lamps LC1 and LC2 for the ceiling lamps (Spotlights) in the cabs are
controlled by means of the switches ZLC1 or ZLC2 provided on the driving desks.

Lamps LCS1-1 and LCS1-2 or LCS2-1 and LCS2-2 for ceiling lamps (spot lights)
in the cabs controlled by means of switches ZLCS1 or ZLCS2 provided on driving desks.

The lamps LM-1 to LM-9 in the corridor and HT compartment are controlled by
the switches BL-1LM, BL-2LM. In cab-1 the lamps can be switched ON with the switch
BL-1LM and switched OFF in cab-2 with the switch BL-2LM and vice versa.

These circuits, as well as those for the wall sockets PCLX1-3 are protected by the
fuse CCLC.

[Link] Signal Exchange Lamp

The lamps LSX1-1 and LSX2-1 or LSX1-2 and LSX2-2 are switched on by push
button switches BPLSX-1 or BPLX-2. These lamps are provided for signal exchange.

[Link] Entrance & Cab Lamp

Lamps LE 3 & LE 4 are switched on by switch ZLE-3 LE-3 and LE-4 are the
lamps provided in the AC-2 panel (in cab-2) for general illumination of TK panel.

[Link] Alarm Pull Signalling Circuit

This system works when the alarm chain is pulled in any coach, the driver gets
alarm through B1 & B2 lamp indication through LPAR 1&2. The alarm and lamp
indications can be isolated by turning the HRS switch to position ‘O’.

To operate the alarm system as soon as the HBA is closed, the lamps LPAR 1&2
glow to draw the attention of the driver to bring HRS switch at position 1 and also to
press the BIS switch to cut OFF the alarm.

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Figure 3.9 SIGNALLING CIRCUIT

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Figure 3.10 LIGHTING CIRCUIT

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Figure 3.11 HEAD LIGHT, FAN, HEATER CIRCUIT

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4. DESCRIPTION OF PNEUMATIC CIRCUIT

IRAB-10 air brake system had been designed by Indian Railways for application
in main line WAP1 AC electric locomotives for hauling both graduated release automatic
air braked train as well as standard vacuum braked train.

The important features of IRAB-10 air brake system are as under:

i. Locomotives brakes may be applied with any desired pressure between the
minimum and maximum, and this pressure will be automatically maintained in the
locomotive brake cylinders against normal leakage from them and regard less of
variation in piston travel, until released by the driver’s brake valve.
ii. The locomotive brakes can be graduated on and off with either the automatic or
the independent brake valves.
iii. It is always possible to release the locomotive brakes with the train brakes
remained applied even when automatically applied. The locomotive brakes, can,
however, be called back again with the same level should the operating condition
demand.
iv. Maximum brake force in emergency, ensuring shortest possible stop distance.
v. Emergency brake application available at all automatic brake valves.
vi. Multiple unit operation.
vii. Break-in two features with traction power cutoff during both air braked
and vacuum braked train control.
4.1 CONSTRUCTION

IRAB-10 air brake system employed in WAP1 AC electric locomotives is suitable

for either end cab control and ensure compressed air brakes for locomotive either
graduated release automatic air brakes or standard vacuum brakes.

The system is a composite one and distinctly comprises the following elementary
brake systems.
i. Independent Straight Air Brakes with Multiple Unit operation.
ii. Twin Pipe Graduated release Automatic Air Brakes for hauling air-braked train
with Brake-In –Two-feature.
Besides the IRAB-10 Air Brake System also supplies compressed air for operation
of the following Ancillaries:
i. Loco controls including operation of pantographs.
ii. Electro-pneumatic sanding electro magnet valve.
iii. Pneumatic horn.
iv. Pneumatic wipers.

The complete IRAB-10 Air Brake System is compressed air controlled and
essentially comprises 2 Nos. motor driven Air Compressors of 1000 lts. FAD for supply
of compressed air at 8-10 kg/cm2, relevant elementary valves for achieving the systems
and features.

Depending upon the air-braked train length either one or two compressors are kept
ON. For vacuum-braked train one compressor and one or both exhausters are kept ON.

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4.2 OPERATION

The general working of the IRAB-10Air Brake System is given below.

4.2.1 Main Air System

Diagram, enclosed, indicates the schematic arrangement of the IRAB-10Air

Brake System. Compressors A-1 deliver compressed air at 8-10 kg/cm2 to system via
respective 1-¼” non return valve A-5 to flow past after coolers A-2, centrifugal dirt
collector with reservoir & drain cock A-9, main reservoir No.1 A-6, Main Reservoir No.
2A-6, 1-¼” non return valve A-5, main reservoir No. 3 A-6, 1-¼” non return valve A-5,
main reservoir no. 4 A-6, main air reservoir centrifugal dirt collector with reservoir &
drain cock A-9 & 1” cut out cock A-8 to brake air system. Main air supply is also taken
to loco control equipment and airflow measuring pipe via ¾” duplex check valve A-23
from main reservoir No.3. Main air supply for sanding equipment, both end cab wipers
are taken from MR equalizing pipe. MR supply for feed pipe is also taken from MR
equalizing pipe via ¾” cut out cock A-21 and finally reduced to 6 kg/cm2 through
D-24-B feed valve A-25 set at 6 kg/cm2. MR equalizing pipe pressure with 10 kg/cm2 air
pressure is also connected to port No. 15 of F-1 selector valve A-62 for its own function
to keep the equipment at normal condition for operation on the system.

Main air reservoir air is also piped to compressor governor C-39 via cut off cock
C-17 and air strainer C-21 and to magnet valve VEAD A-20 via check valve A-32 from
main reservoir No.2 is also equipped in the system.

Main reservoir Nos. 3 and 4 are provided with manual drain cocks A-7. But, main
reservoir Nos. 1 and 2 provided with both manual drain cock A-7 and automatic drain
valve A-10 with capacity reservoir A-50. MR supply from the MR Nos. 1 and 2 is piped
to the respective automatic drain valve via cut out cock A-11. Auto drain valve is
operated with the setting pressure of compressor governor.

With the compressor governor C-39 cut out at 10kg/cm2, the VEAD magnet valve
A-20 will be energized to supply MR air to the control port of automatic drain valves
A-10 to push open for draining condensates from MR Nos. 1 and 2.

Automatic draining of condensates will stop after a while, but the unloading will
continue until the MR air pressure falls down to 8.5 kg/cm2, when the compressor
governor C-39 will cut in to de-energise VEAD magnet valve A-20 and in turn vent out
control air from automatic drain valves.

Safety valves A-3, provided between compressors, A-1 and respective non return
valve A-5, are set at 11.5 kg/cm2 and are meant for safety of the respective main
compressor against excessive build up of pressure in the unlikely event of blockage of
non return valves A-5.

Safety valve A-46 set at 10.5 kg/cm2 provided build up due to non-functioning of
safety valve A5 set at 11.5 kg/cm2.

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4.2.2 Straight Air Brake System

The straight air brakes of AB-10 air brake system are controlled by the operation
of SA-9 independent brake valves A-13, provided at either end cab. MR air pressure from
main reservoir No.4 is piped to port 30 of SA-9 independent brake valve A-13 viz cut out
cock A-15 and then to duplex pressure gauge A-17 at both end cabs.

MR air supply from MR No. 4 is also piped to port-1 of C-2 W relay valve A-29
and port 63 of MU-2B valve A-61.

With the cut out cocks A-15 for the operating SA-9 brake valve open and MU-2B
valve in LEAD condition, as the SA-9 brake valve handle is moved towards application
zone the main air, in accordance with the degree of handle movement, will flow to the
control port No.2 of C-2W relay valve A-29 via ports 2 and 20 of MU-2B valve A-61 and
24-A double check valve A-33. The C-2-W relay valve A-29 will accordingly charge the
both bogie brake cylinders A-35 via its port 3, flow past cut off cocks with vent A-36,
choke fittings A-54 & Flexible Hose Connections A-56. The brake cylinder air from C-2-
W relay valve also flows to the B.C. equalizing pipe via ports 30 and 14 of F-1 selector
Valve A-62 for conveying braking demand to the trailing locomotives when used to work
in MU operation. Brake cylinder pressures from both bogies are piped to both end cab
duplex pressure gauges A-16.

When braking demand is further increased through brake valve handle movement
towards “Full Service”, the C-2-W relay valve will also in turn relay the brake cylinder
pressure build up.

The release of straight air brakes in steps or in full will follow with the brake
valve handle being moved towards release position, which results in withdrawing the
pneumatic braking demand from the control chamber of C-2-W relay valve and in turn
brake cylinder air releasing through the exhaust port of C-2-W relay valve.

Since, both SA-9 independent brake valve and C-2-W relay valves are self
lapping and pressure maintaining type, the brake cylinder pressure will hold irrespective
of the normal leakage from them or the length of the brake cylinder piston travel.

During MU operation the trailing locomotive MU-2B valve being positioned in

TRAIL, the sequence in the trail unit will be as under:

i. Ports 2 and 20 of MU-2B valve disconnected from each other rendering the SA-9
brake valves of trail loco ineffective.

ii. Ports 20, 16 and 14 of F-1 selector valve of trail loco connected to each other will
allow the pneumatic braking demand in BC equalizing pipe to flow to the control
port No.2 of C-2-W relay valve A-29 of trial loco, which in turn will pressurise the
brake cylinders of the trial loco only, since port-30 of the F-1 selector valve
remains disconnected in trial condition.

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4.2.3 Graduated Release Automatic Air Brake (Twin Pipe)

The graduated release automatic air brake system in IRAB-10 air brakes are
controlled by the operation of A-9 automatic brake valve A-12 provided at both end cabs.
Main reservoir air pressure from MR No.4 is piped to port-30 of A-9 automatic brake
valve A-12 via isolating cock A-15. With the operating automatic brake valve cut out
cocks A-15 open A-9 brake valve handle in release position equalising reservoir (ER)
pressure at 5 kg/cm2 will flow to the control port-2 of additional C-2-W relay valve A-31
and equalising reservoir A-30 via ports 3 and 13 of MU-2B valve (in LEAD condition).

Main reservoir air from MR No.3 is piped to supply post No.1 of additional
C-2-W relay valve A-31 via air flow measuring valve A-42 and the C-2-W relay valve
will now charge the brake pipe via cutout cock A-8 accordingly and maintain at
5 kg/cm2. Air flow indicators A-58 provided at both end cabs will indicate airflow in
brake pipe in conjunction with R-6 relay valve A-34.

Brake pipe air, piped to C-3-W distributor valve A-24, activates the distributor to
assume brake release condition by recharging its control reservoir to 5 kg/cm2 and
connecting brake cylinder line to exhaust. Brake pipe is also piped to port No.1 of A-9
brake valve, pressure gauges A-65, emergency application valve A-19 and magnet valve
A-20 via cut out cock A-21 and D-1 emergency brake valves A-14.

As the A-9 brake valve handle is moved towards application zone, ER pressure
according to degree of handle movement will be destroyed. The additional C-2-W relay
valve A-31 in turn destroys the brake pipe (BP) air which is made throughout the air
braked train.

The C3W distributor will quickly sense the destruction BP air and will revert back
to application position by first disconnecting BC from exhaust and then connecting MR
air to BC line. Distributor will automatically lap as soon as the pressure build up in BC is
in proportion to the BP airdrop. The distributor is designed to produce BC output of
3.8 ± 0.1 kg/cm2 against a BP airdrop of 1.6 kg/cm2 or more.

The BC outlet will now act as a pneumatic braking signal for C-2-W relay valve
A-29, D-1 pilot air valve A-28, ports 4 and 16 of F-1 selector valve A-62 and double
check valve A-33 which will finally charge the lead loco as well as trial loco brake
cylinders in the manner explained under heading “Straight air brake system” above. The
automatic air brake thus applied can be graduated by dropping BP air further in steps till
full application.

During release of automatic air brake BP pressure is raised to its re-gime pressure
of 5kg/cm2 by bringing the A-9 automatic brake valve handle to release position in steps
or abruptly, when the C3W distribution valve will allow the BC air to flow to exhaust
either in steps or in full. When the A-9 brake valve handle is moved to emergency
position, the BP pressure drops to zero at a much faster rate than that at normal service
application and as such ensures a faster emergency brake application.

A stand by emergency brake is also provided in either end cab by operation of

D-1 emergency brake valve A-14, which directly vents the BP air to atmosphere in air
brake train operation, and BP air. Provision for traction power cutout is also made during
normal emergency brake application or parting of air braked train double check valve A-
33 and pressure switch B-15.

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The function of the feed pipe air is to continuously re-charge auxiliary reservoir
located in each vehicle of air-braked train for augmentation of air brake application and
release timings in the train. Feed pipe air is maintained at 6 kg/cm2 through D-24-B feed
valve A-25 with air supply from MR No.2.

The introduction of D-1 automatic isolating valve A-28 enables elimination of

locomotives brakes automatically applied without affecting train brakes, when actuated
through brake release switches A-41 provided at either end cab. This also acts as an
interlock during dynamic braking by ensuring braking efforts within adhesion limit.

Provision for deadman’s application is also made, whereby emergency brakes

along with traction power cut out is possible by de-energising magnet valve A-20 which
will activate the emergency application valve A-19 to exhaust the BP air to zero. The
operation of deadmen’s application is automatic in the event of failure of dynamic
braking.

4.2.4 Auxiliary Air Controls

Auxiliary air control equipment, viz. electro pneumatic sanding, pneumatic horn,
pneumatic-wipers and loco controls are also shown in schematic diagram.

[Link] Loco control

MR air from MR No.3 is utilised for working of various pneumatic contactors,

valves etc., after reducing supply pressure to 8 kg/cm2 through D-24-B feed valve A-44.
However, an auxiliary compressor C-1 is also provided for operation of pantographs
when the loco is dead.

[Link] Pneumatic horn

Pneumatic horn equipment is provided in either end cabs, and utilises MR air
from MR No.3 via air strainer C-21, cut out cocks C-20, lever operated horn valves C-19
and finally to pneumatic horn C-18 and C-22.

[Link] Pneumatic wiper

Wiper equipment is also provided at either end cabs and utilises MR air from MR
equalishing pipe via air strainer C-21, cut out cock C-20 and finally to wiper equipment
C-32.

[Link] Electro pneumatic sanding

Electro pneumatic sanding is provided to all the six pairs of driving wheels, and
utilises MR air from MR equalizing pipe. Forward sanding is arranged for axles 1, 2 & 4
and reverse sanding in axles 3, 5 & 6.

Sanding switch C-30 provided at both end cabs, when depressed depending upon
the direction of locomotive travel will energise either the forward or reverse sanding
magnet valves C-29, which in turn will pressurise corresponding air supply to the GF
sand ejectors C-26. Sand ejectors are normally fitted underneath the sand traps, filled
with dry and strained sand, so that the sand is always available at the former and driven
to the rail as soon as air supply is made to ejectors in the manner explained above.

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4.3 LIST OF ITEMS IN IRAB-10 AIR BRAKE SYSTEM

ITEM NO. DESCRIPTION QTY.

A-1 MAIN COMPRESSOR 2
A-2 AFTER COOLER 2
A-3 SAFETY VALVE ¾”. SET AT 11.5 KG/CM2 2
A-4 1.6MM CHOKE ASSLY 2
A-5 1-1/4” NON RETURN VALVE 4
A-6 MAIN RESERVOIR 203 LTS. 4
A-7 ½” DRAIN COCK 7
A-8 1” CUT OUT COCK 3
A-9 1” CDC WITH RESERVOIR & DRAIN COCK 2
A-10 AUTO DRAIN VALVE 2
A-11 ½” CUT OUT COCK 2
A-12 A-9 AUTOMATIC BRAKE VALVE 2
A-13 SA-9 INDEPENDENT BRAKE VALVE 2
A-14 D-1 EMERGENCY VALVE 2
A-15 ½” CUT OUT COCK 8
A-16 4” DUPLEX PRESSURE GAUGE-BCI-BC2 2
A-17 4” DUPLEX PRESSURE GAUGE MR-FP 2
A-19 E-3 EMERGENCY APPLICATION VALVE 1
A-20 110V DC MAGNET VALVE-E/0 TYPE 3
A-21 ¾” CUT OUT COCK 2
A-23 ¾” DUPLEX CHECK VALVE SET AT 5 KG/CM2 1
A-24 C3W DISTRIBUTOR VALVE WITH SUPPORT RESERVOIR, 1
ISOLATING COCK & FILTER
A-25 D-24-B FEED VALVE SET AT 6 KG/CM2. 1
A-26 PRESSURE SWITCH CUT IN-1.0 KG/CM2 CUT OUT 0.2 KG/CM2 1
A-27 ½” PRESSURE LIMITING VALVE 1
A-28 AUTOMATIC ISOLATING VALVE 1
A-29 C-2-W RELAY VALVE 1
A-30 110 CU IN RESERVOIR 1
A-31 C-2-W RELAY L VALVE WITH 6 MM CHOKE 1
A-32 ¾” CHECK VALVE 1
A-33 24-A DOUBLE CHECK VALVE 3/8” 2

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ITEM NO. DESCRIPTION QTY.

A-34 RELAY VALVE TYPE R-6 1
A-35 8” X 8” UAH BRAKE CYLINDER ‘X’-TYPE MOUNTING 4
‘Z’-TYPE MOUNTING
A-36 ¾” CUT OUT COCK WITH VENT 2
A-37 AIR BRAKE HOSE COUPLING-BP 2
A-38 1” X 24” HOSE COUPLING UIC 4
A-39 ¼” ANGLE COCK (BP) WITH VENT 2
A-40 1” SELF LOCKING ANGLE COCK (OLP) 4
A-41 BRAKE RELEASE SWITCH 2
A-42 AIR FLOW MEASURING VALVE 1
A-44 D-24-B FEED VALVE SET AT 8 KG/CM2 1
A-45 1” CHECK VALVE 1
A-46 J-1 SAFETY VALVE ¾” SET AT 10.5 KG/CM2 1
A-50 TIMING CHAMBER FOR AUTO DRAIN VALVE 2
A-51 PRESSURE SWITCH CUT IN AT 7 KG/CM2 CUT OUT AT 6 KG/CM2 1
A-54 CHOKE FITTING (5MM) 2
A-55 6MM CHOKE 1
A-56 ¾” X 30” BOGIE HOSE CONNECTION 2
A-58 AIR FLOW INDICATOR GAUGE 2
A-59 ¼” ANGLE COCK (FP) WITH VENT 2
A-60 AIR BRAKE HOSE COUPLING – FP 2
A-61 MU-2B VALVE 1
A-62 F-1 SELECTOR VALVE 1
A-63 N-1 REDUCING VALVE SET AT 3.8 ± 0.1 KG/CM2 1
A-65 6” SINGLE PRESSURE GAUGE – BP 2
B-8 RESERVOIR (3 LTR) 1
B-15 PRESSURE SWITCH 1
B-16 3/8” ISOLATING COCK 1
B-19 2” X 27” VACUUM HOSE COUPLING 2
B-20 DUMMY COUPLING 2
C-1 AUXILIARY COMPRESSOR 1
C-2 ½” DRAIN COCK 5
C-3 J-1 SAFETY VALVE – ½” SET AT 8.5 KG/CM2 1

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ITEM NO. DESCRIPTION QTY.

C-4 ¾” CHECK VALVE 1
C-5 ½” SOFT SEATED CHECK VALVE 2
C-6 ½” CUT OUT COCK 11
C-7 ¾” CDC WITH DRAIN COCK 2
C-8 PANTO RESERVOIR-53 LTS. 2
C-9 HOSE FOR AUXILIARY COMPRESSOR 1
C-10 ½” AIR STRAINER 6
C-11 CHECK VALVE 1
C-12 DJ OIL SEPARATOR WITH DRAIN COCK 1
C-13 PRESSURE SWITCH CUT OUT 4.5 KG/CM2, CUT IN 3.5 KG/CM2 1
C-14 DUPLEX PRESSURE GAUGE 2
C-16 MAGNET VALVE 110 VOLTS DC E/O TYPE FOR PANTO 2
C-17 ½” CUT OUT COCK WITH VENT 3
C-18 PNEUPHONIC HORN B7-30 H.T. 2
C-19 LEVER OPERATED HORN VALVE 3/8” 8
C-20 3/8” CUT OUT COCK 6
C-21 3/8” AIR STRAINER 5
C-22 PNEUMATIC HORN B-7-36 L.T. 2
C-23 INDICATOR LAMP 2
C-25 ½” DIAPHRAGM COCK 1
C-26 SAND EJECTOR – GF 12
C-27 1” X 33” SANDING HOSE 12
C-29 SANDING MAGNET VALVE 110 VOLTS DC E/O TYPE 4
C-30 SANDING SWITCH 2
C-32 WIPER COMPLETE 4
C-35 FLEXIBLE HOSE FOR SAND EJECTOR 12
C-38 PRESSURE SWITCH CUTOUT 6 KG/CM2, CUT IN 5KG/CM2 1
C-39 COMPRESSOR GOVERNOR CUT IN 8.5 KG/CM2, CUT OUT 10 1
KG/CM2
C-41 COMPRESSED AIR FILTER 1
C-42 30CM X 80 CM CONTROL RESERVOIR (53 LTR) 1

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Figure 4.1 PNEUMATIC SCHEMATIC DIAGRAM

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5. MODEL QUESTIONS

A. Objective (Fill in the blanks)

1. The equipment used to convert single phase AC to three phase AC is

called……………...
2. DJ stands for …………………………………………
3. Type of conventional traction motor used on WAP1 locomotive
is………………………
4. Line contactors are controlled …………………………………
5. ……………………..Relay is known as ARNO protection relay.
6. QLM protect ………………………………from high voltage overload.
7. Pneumatic pressure required to close DJ ………………….
8. DJ and pantographs are provided at ………………………….. of locomotive.
9. Main transformer have ……………….. tapings.
10. AC supply is converted to DC by means of ………………………..
11. ………………….. relay actuate at the moment of wheel slipping.
12. MP stands for ………………………
13. Electro valves for sanding gear are located at …………………….
14. Supply voltage of control circuit is ………………………
15. Baby compressor operates at ……………………
16. Minimum pressure required to close DJ ……………………..
17. Direction of rotation of traction motor can be changed by means of ……………
18. All the traction motors in WAP1 locomotive are connected in ……………………
19. Time lag of QTD-105 is …………………
20. Timing of Q-44 relay is …………….
21. As soon as control circuit is energized by HBA, relay ……………….. is
energized.
22. Graduated brake is achieved through ………………….. valve.
23. Open condition of DJ is indicated by ……………….. lamp.
24. The number of blowers in a WAP1 locomotive are …………..
25. WAP1 locomotive have ……………..auxiliary machines.
26. The signaling circuit is protected by fuse………………….
27. The QVSI and DMVSI lie in the energizing circuit of the relay………………..
28. Head light circuit is protected by fuse……………………….

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B. Say ‘True’ or ‘False’

1. Q20 is a low voltage relay.

2. Q51 is normally kept in energized condition.
3. To isolate TM3 in WAP1locomotive HMCS-1 should be kept on position 4.
4. PVC wires are used in control circuit of locomotive.
5. MVMT is a three-phase motor.
6. QOA operates on earth fault in power circuit.
7. Most of rubber components of pneumatic valves are replaced in AOH.
8. C3W distributor valve has two positions.
9. QVMT and QVRH can be interchanged after altering the setting.
10. WAP1 locomotive have 6P combination and there are two QOP relays.
11. MVSL is a single-phase motor.
12. MVMT, MVRH start with time delay.
13. Auto regression takes place in case of wheel slipping.
14. WAP1 locomotive is meant for passenger service.
15. DJ will not lose when QVMT2 is defective.
16. IRAB-10 air brake system is applicable in WAP1 locomotive.
17. Q 100 relay is energized after 5 sec of ARNO starting.
18. When battery switch HBA is closed, lamp LSOL, LS, LSBCR and LSRSI light
up.
19. The lamp LSGR goes out when the tap changer GR has left position ‘0’.
20. Basically ARNO converter is an induction motor.
21. A particular switch is set on position ‘0’ indicates concern functional relay and
auxiliary machine both are eliminated.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005
3
2
0
1
OIL
HVSI-1
C107
1
2
480
481
482
MOTOR
HPH
RECTIFIE
MOTORS
U
V
W
4.3
MPH
30 PUMP
MVSI-1
MVRH
MVSI-2
3 H.P./2.2
HP/22
R
HP/3.15
KW
BLOWER
KW CAMTECH/2005/E/Trg-Loco/1.0 60

C. Subjective

1. Write short notes on following:

(a) QLM (b) Q-20 (c) QCVAR (d) Q-50
(e) A9 Automatic brake valve

2. Explain with diagram DJ control circuit or Q-118 circuit.

3. List out the various auxiliary machines provided in a WAP1 loco.

4. List out equipment fitted on roof of WAP1 loco.

5. State the events of faults in which DJ tripping followed instantaneously.

6. Explain automatic starting of auxiliary machines after passing a neutral section.

7. Categorise the following:

a. Sequence relays

b. Relays used in AC circuit.

c. Relays used in DC circuit.

d. Time lag relays used in control circuit.

8. How many auxiliary machines are provided in a WAP1 loco, fit for air brake only.

9. Which auxiliary machines start instantaneously after closing DJ.

10. Explain with diagram how rectification take place.

D. Descriptive

1. Draw a neat sketch of power circuit diagram of WAP1 loco. Mention rating of
important equipment.

2. Explain in brief various protective relays used in WAP1 loco with their ratings.

3. Explain with diagram how the automatic brakes are applied in loco when loco is
hauling a trailing stock fitted with air brake.

4. Draw a schematic diagram of loco air brake system, name various valves and
write their functions.

5. Describe working of ARNO converter.

Training Package on Power, Auxiliary and Control Circuits of AC Electric Locomotives. February, 2005