STUDY REPORT

ON

DYNAMIC BRAKING RESISTOR

OF

ELECTRIC LOCOMOTIVES

1. Development of DBR for Electric Locomotives.

Electric locomotive initially manufactured at CLW with fitment of DBR of

M/s. BHEL. This DBRs are designed for a maximum braking current of 800
Amps with Alchrom grid resistor material and horizontal DC blower motor.
These DBRs resistances are having cowl arrangement at the roof top with higher
size. The main disadvantages are burning of grids. In consideration of failures
of BHEL make DBR IR developed DBR from EATON /UK as the size of EATON
make DBR is half the size and are housed in one cubicle and the resistances are
NiCr. These DBRs are designed for 900 Amps,with vertical DC blowermotor. The
arrangement of resistances are wiremesh arrangement which are superior than
BHEL design.The EATON make DBR with 3 phase AC blower motor are using in
WAG 6 types of locomotives , though this type of DBR cannot be used in
conventional Electric locomotive due to low rating of ARNO converter. The efforts
are being made for development of indigenized DBR driven with DC blower
motor.

2 Application of DBR :

The Dynamic Braking has been recognized as an effective tool for

controlling the speed of locomotive because of its inherent advantage of
enhancing the safety at higher speed, economy of saving brake blocks and wheel
tyres. The application of Electrical Brakes in traction with DC motors is used in
which the generated power is dissipated through a bank of resistor called
Dynamic braking resistor (hence to be called as DBR). Indian Railways have
been using vertical Dynamic braking resistor in freight locomotive for smooth
control. Majorities of which are fitted with DC blower motor. These systems are
very helpful in operation of the train in downgraded sections where a précised
speed of the train is required to negotiate. DBR is fitted inside the locomotives
and occupies considerable space. This system saves considerable amount of
wear and tear of mechanical brake blocks as well as time of release brakes after
application of brake.

After development of DC motor driven DBR, IR are facing many problem,

mainly burning of resistance grids due to un-uniform passing of air through
resistance grids and due to non-availability of sufficient air at lower speed. The
spaces are also constraint inside the locomotive. The DC blower motor sucks air
from the underneath of the locomotive and forces it upward through resistance
grid. The failure of resistance grid due to non-availability of sufficient air at
lower speed of the blower has necessitated IR to switch over to constant speed
AC blower motor. Although the reliability of DBR improves considerably with the
use of AC blower motor but it requires external source of supply or can be fitted
in Static Converter fitted locomotives unlike DC blower motor which takes power
from resistance grid.
To development of DBR with DC motor driven are considered for the following
reasons:
 Improved maintainability of the DBR unit, as commutator of the DC
blower motor is accessible for maintenance from inside the locomotive.
 Improved reliability of the DBR due to reduced failure of the DC blower
motor.
  More energy efficient as the DC blower motor takes energy from the
regenerated energy, unlike AC blower motor which draws energy from
static converter or the ARNO converter.
 Comparable performance in terms of braking effort.

3 Salient feature of resistance strip :

The DBR consisting of Resistance strips. Initial development of DBR for IR was
by BHEL and EATON. Later on developments were done by M/s. DRI/Bhopal as
main indigenized suppliers and by M/s. Stesalit/Kolkata. The comparative
characteristics of resistance element with technical data are placed in annexure
-- 1
The DBRs are classified in two groups:
i) DBR with 3 phase AC blower motor
ii) DBR with DC blower motor.

In conventional locomotives (WAG -5, WAG-7, WAM-4) the DBRs are having DC
blower motor , but after development of Static converter the fitment of DBR with
3 phase AC blower motor has been tried. The 3 phase AC Power of blower are
arranged from static converter therefore air discharge is practically constant at
all the level of braking current. The air discharge depends on braking current
and speed. So, DBR with DC blower motor are more reliable. In vertical DBR due
to space constrain the entire grid resistor are placed are placed one above the
otherin a single cubicle which leads to inadequate cooling on top grids. As a
result of it there is uneven cooling of resistor element causing burning of 5 th and
6th resistance grid.

4 Ni Cr Grid resistance:
Ni Cr grid resistor materials are used for continuous operating temperature
of 6000 C. with hot spot of 850 0 C but due to higher operating temperature
 range it requires less space for dissipating the same power under similar
cooling condition. All the parameters depend on strip size and combinations
of resistances.

Sl Strip size in Suppliers Used in locomotive Combination

no mm of resistance
1 1.3 X 52 EATON WAG 6A 4S 2P
2 0.8 X 52 EATON WAG 6 B and WAG 6 C 3S 2P
3 0.56 X 52 EATON WAG 5/ WAG 7 2S 2P
4 0.58 X 43 BHEL WAG 5/ WAG 7 2S 2P
4 0.5 X 46.6 DRI WAP 4 3P 2S

5 Performance of DBRs of Electric Locomotive

A. Vertical DBR with DC blower motor driven :

The performance of vertical DBR with DC motor driven is not satisfactory.

User railways reported about the failures of grids. Normally DBR fitted
electric locomotives are used in GHAT section where the operation of the
train in downgraded sections with a précised speed of the train is required to
negotiate. The main failures are burning of grid resistances and failures of
DC motors. Though many efforts like increase of blower input voltage,
increase more opening of wire mesh of resistance grid and reduction of
maximum braking current level has been tried on DBR. After
implementation of modification the performance is not satisfactory.

B Vertical DBR with AC motor driven:

The DBR of EATON make fitted with AC blower motor driven in WAG 6
type of electric locomotive was working satisfactorily in heavily graded
section like ‘ KK’ line of ECoR. The satisfactory performance is due to lower
surface loading and constant quantity of cooling air irrespective of braking
 current. The EATON make DBR is not sufficiently effective and cannot take
900 Amps continuously. If 900 amps of current is pumped continuouslyon
this grid then it results burning of motor and resistances. The Vertical
DBR with AC motor driven can only be used where external supply can be
given to AC blower and can be possible in Static converter fitted locomotive
only.

C Failures of Ni –Cr resistor element

The main failures of resistance grids are due to inadequate cooling which
depends upon:-

i) Inadequate of blower capacity for meeting dynamic condition

requirement.
ii) Temporary loss of power supply to motor due to skidding on wheel.
iii) Reduction of air supply through motor due to decrease of IR value of
motor.
iv) Open circuit of grid resistance , this may be due to :
 Reduced thickness of grid element at the point of open circuit.
Marginal les of thickness may increase hot spot temperature.
 Stresses developed at the time of bending the grid element.
 Maintain un-uniform of the gap amongst resistance strip. The
uniform gap is to be maintained. The variation should not be more
than ± 1mm.

In the design the DC blower motor suck air from the underneath of the
locomotive and forced it upward through resistance grid. Thefailures of
resistancegrid are due to non-availability of sufficient air at lower speed of
blower.

It is also known that air discharge of DC blower dependents on braking current

ie. the cooling air remains less than the designed value at lower braking current.
So, at lower braking current the performance of Vertical DBY is not satisfactory.
To overcome from the failures of NiCr resistances some reliability action plan
has been implemented, like

i) Removal of after cooler from existing position

ii) Changing of the size of inlet wire mesh
iii) To make clear opening of 710 mm for free air inlet

D Development of roof mounted DBR

Indian Railway has faced problems in vertical DBR as reliability of the DBR is
not satisfactory and having failures of resistance grids. The other option was
tried to develop Roof Mounted DBR. Thoughthe limitation of this DBR is that it
is not suitable for WAG -5,WAG-7 types of locomotive as the speed of freight
locomotive is low. It is already stated that at low speed the performance of
Vertical DBR is not satisfactory. The naturally cooled roof mounted DBR was
suitable for high speed trains. It is developed for WAP -4 types of locomotives. It
is observed in newly designed DBR the temperature attained by the grid element
is very much on lower side and thermal surface loading density of resistance
element is hardly 5.5 W/cm2 as compared to vertical DBR surface loading
density is 7.9 W/cm2. The hot spot temperature is also low as compared to
vertical DBR.

E Development of Forced Cooled Roof Mounted DBR

To overcome the problems of vertical DBR M/s. DRI /Bhopal, regular suppliers
of DBR in electric locomotive as well as in Diesel locomotive proposed for
Development of forced cooled Roof Mounted DBR using DC blower motor. The
performance of this type of DBR is quite satisfactory as compared to vertical
DBR.The primary reason for better performance is easy availability of sufficient
air and large availability of space for housing the grid resistance. These types of
DBR are widely used in Diesel locomotive with better performance.

F Study report on development of Forced Cooled Roof Mounted DBR

The details study reveals that it is possible to provide this type of DBR on
existing fleet of WAG-7 and WAP-4 types of locomotive.In Forced Cooled Roof
Mounted DBR continuous braking current of 900 amps can be fed for a longer
period as cooling arrangement is much better as compared to vertical DBR due
to following reasons:

 In this design 02 units and one unit is fitted with 27 Kw /29.8 Kw blower
motor for cooling of resistor grid as compared to 30 Kw in vertical DBR.
 The lay out arrangement of the resistance grid are side by side, hence
cooling of resistance element is almost uniform as hot air does not pass
through another grid.
 Air suction from roof of the locomotive and there is easy availability of
sufficient air at the roof level irrespective of speed of locomotive.
 The lower surface loading density and independent cooling of each grid
resulting of low hot spot temperature.
 No depression of air in machine room of locomotive.
 Two cubicles for accommodate of longer length of resistor element
eliminated the problem of wrapping of resistor during hot condition,
hence flashing of resistance due to hot spot can be avoided.

For development of Forced Cooled Roof Mounted DBR Railway board‘s

guidelineis being followed. The detailed of work as per guideline placed at
annexure – 3

During development the following decision has been taken –

 The dynamic braking resistor calculation is having a major role in designing of

Dynamic braking Resistor. The calculation sheet placed at annexure – 5.

G How the size of a DBR be calculated

To specify the resistor as a designer need to know three things:

  The energy required per stop
 The duty cycle
 The ohmic value of resistor.

The first two are usually combined into one variable, the power of the resistor.
In an ideal case designer can calculate the mechanical energy involved in each
stop, which will be the sum of the kinetic, rotational and potential energies. Any
friction losses if these are significant, less the electrical losses in the motor.

The resistor manufacturers always offer bigger size of DBR for safety than really
need. If the designer knows what the drive is being used then can guess at the
run-up time.

Stop energy = start energy (approximately)

= start time x power during starting
= start time x max. power/2
= start time x drive power/2

Knowing the stop energy, start energy and the duty cycle the average power can
be calculated.

When the stop time is short in relation to the total duty cycle then it is needed to
consider the thermal capacity of the resistor, to ensure that it does not overheat
during a single stop.

H Work to be done Development of Forced Cooled Roof Mounted DBR

 It is necessary to ascertain the strength of existing roof as well side wall
supporting these roofs for its capability to withstand the weight of two units
of the DBR each weighing approximately 1500 kg and occupying 2100 mm x
2970 mm space. If necessary, the roof as well as side walls have to be
strengthened to take the load of the DBR while the blower is working. This is
being ascertained through FEA analysis and necessary strengthening of the
 roof and side wall can be carried out accordingly. Suitable modification to
roof design for mounting DC blower and water tight passage of cable has
also be taken into account.
 The blower motor is mounted on the roof. The mounting arrangement has to
be strong enough to take its load in static as well as dynamic condition. It is
also necessary to ensure adequate clearance of the motor from the other
equipment which lies underneath of it in the machine room. Installation of
the motor shall have to be such that it does not allow ingress of moisture,
dust, water inside the Locomotive.

 The existing roof bars and insulator are required to be removed from the roof
for accommodating these DBRs. The continuity of the power supply from
one pantograph to other pantograph shall be arranged using 25kV XLPE
cable. Removal of 25 kV roof bar and provision of 45 kV XLPE cable and its
accessories for connecting pantograph to VCB. This arrangement has to
meet the electrical and mechanical standards for lying of high power cable.

After development of Forced Cooled Roof Mounted DBR trials has been
conducted as compared with Vertical DBR the report placed in annexure -- 2.
The report at annexure -2 indicates that braking effort vs. speed characteristic
of Forced Cooled Roof Mounted DBR and Vertical DBR is almost same as rating
of resistor grids and braking current are same in both type of DBR. However it is
not possible to feed continuous rated braking current of 900 Amps in vertical
DBR for longer durationdue to in adequate cooling arrangement in vertical DBR.

In Forced Cooled Roof Mounted DBR continuous braking current of 900 amps
can be applied for longer duration as cooling arrangement is much better as
compared to vertical DBR.

The braking effort calculation has also being carried out the graphical
representation placed at annexure - 4 and annexure - 5
I Performance of Forced Cooled Roof Mounted DBR on Electric
Locomotive
As discussed the performance of Vertical DBR is not satisfactory. As on July
2014 about 38 units (30 units supplied by M/s. DRI /Bhopal and rest 08 unit
supplied by M/s. Stesalit/Kolkata) of Forced Cooled Roof Mounted DBR has
been supplied to Indian Railways amongst 37 units 25 units ( 21 units of M/s.
DRI and 04 units of M/s. Stesalit) commissioned in locomotive. The detailed
commissioning list placed in annexure -- 7. Service performance trial was
conducted on Forced Cooled Roof Mounted DBRby Railways. It is reported by
Railways that controlling with Forced Cooled Roof Mounted DBR is more
iseffective while current given to TM between 900 Amps to 1100Amps. The
average wear of brake shoes are also very much low as compared to others.
During trial run teething problems reported by railways. The problems as
informed are:

 RF grid no 2 & 3 slightly flashed due to manufacturing defects as inter

gap between resistances are less than specified.
 RF grid no 6 flashed.
 Single case of smoke emission from grid.
The above failures are not reported by drivers but it is investigated during
shed maintenance. No other failures reported by railways.
The main design feature of Forced Cooled Roof Mounted DBR is placed at
annexure -8
Conclusion – Indian Railways developed Forced Cooled Roof Mounted DBR
with DC motor driven blower for conventional electric locomotive through
vendors. The reliability of such DBR in compare to vertical DBR is
satisfactory. After extensive field trial and service performance RDSO
/Lucknow recommended to continue about commissioning of Forced
Cooled Roof Mounted DBR with DC motor driven in all types of freight
locomotive. The development of Forced Cooled Roof Mounted DBR with DC
 motor driven blower in WAP -4 type of locomotive is under testing / trial.
The decision regarding fitment in WAP-4 type of locomotive will be
communicated in near future. On recommendation of RDSO Railway Board
advised CLW and POH workshops about commissioning of Forced Cooled
Roof Mounted DBR with DC motor driven in new locomotives as well as
MTR freight locomotive.

The comparative test result of Vertical DBR and Forced cooled Roof
Mounted DBR (1st and 2nd) prototype units placed at Annexure –9

The details of annexure as placed are mentioned:

Sl no Annexure Details

1 Annexure –1 Salient Feature

2 Annexure –2 Comparative chart

3 Annexure –3 Railway board guide line

4 Annexure –4 Braking curve graph shows between

speed and breaking effort
5 Annexure –5 Braking curve graph shows between
current and breaking effort

6 Annexure –6 Dynamic Braking resistor calculation

7 Annexure –7 The commissioning list of Forced Cooled

Roof Mounted DBR fitted in WAG -5/
WAG 7 types of Electric Locomotive

8 Annexure –8 Design data As per specification

9 Annexure –9 Comparative major test result

 ANNEXURE –1
SALIENT FEATURES
SN Properties EATON BHEL DRI STESALIT Newly
Vertical Vertical FCRMDBR FCRMDBR development
1 Grid material NiCr Alchron Cronifer IIE NiCr Kanthal $ Mosebach.
6015 VDM Nikrothal-60 USA
2 Chemical Ni 60 % Ni 60 %Cr Ni 60 % Ni 60 % Ni 0.25 %
composition Cr 16% 13% Cr 16% Rest Cr 16% Rest Cr 17.30%
Rest Iron Al 4.3 % Iron Iron Rest Iron and
Rest Iron others
3 Strip size 52 X0.56 63.8 X 46.6X 0.5 70 X 0.56 68.5 X 0.8
1.118
4 Resistance in 0.5 0.5 0.5 +7% - 5% 0.5 +7% - 5% 0.5 +7% - 5%
Ohm
4 Rated current 900 900 900 900 900
5 Total power 2430 1920 3000 3000 2430
6 No of cubicle 01 02 02 02 02
7 Size of box 1875 x 747 x 900 x 325 x 325 x 365 325 x 330 x 510 x 330 x
1010 x 850 730 513 x 325x 365 340 & 645 x 360 & 510 x
330 x 365 615 x 330
8 Combination of 2S 2P 2S 3P 2S 2P 2S 2P 3S
resistor
9 Blower capacity 33 52 29.8 27 27
in KW
 10 Type of blower DC DC DC DC DC
11 Average working 600 450 900 900 900
temperature
12 maximum 850 650 1016 for 5 1016 for 10 1016 for 10
working minutes minutes minutes
temperature

$ The Mosebach. USA resistance strip has been tried in one Electric locomotive, but trial has not been
complete due to hot spot at lower temperature. Though this resistance strips of Mosebach.USA is
approved source of Hatched type DBR used in Diesel locomotive. Motive power directorate of RDSO has
approved.
 Annexure –2
Comparative chart of trial
Type of Loco no Load Gradient Application Maximum Remarks
DBR time in breaking effort
minutes (T)
27706 3560 1:300/ 1:150/ 35 24 Service satisfactorily
1:80Dn
27278 3848 Level 15 24 Service satisfactorily

Forced 28160 5338 1:125 /1:100 13 22 Service satisfactorily

Cooled Roof MU with Dn
Mounted 28163
DBR 28213 3500 1:200 /1:150 37 13 Current not
MU with exceeding more than
28215 700 A due to lower
QF relay setting
Vertical 28576 3772 1:125 /1:100 13 4 Current not
DBR Dn exceeding more than
450 A due to lower
QF relay setting
 Annexure 3
Railway board guide line
S. N Item Reference

1. Directives received from Railway Board for Railway Board’s letter No. 2000/
examining the technical suitability and Elect. (TRS)/441/6 Pt. Dated
feasibility of proposed force cooled roof 13.05.2008.
mounted DBR of M/s. Daulat Ram
Industries, Bhopal
2. Joint study carried out at CLW with Minutes of Meeting held between
representative of RDSO, CLW and M/s. CLW, RDSO & M/s. DRI/ Bhopal
DRI on 21.05.2008 & 22.05.2008. on 21.05.2008 & 22.05.2008 at
CLW/CRJ.
3. Railway Board advised by RDSO about the RDSO’s letter No. EL/3.2.29/6
possibility of providing proposed DBR on (Force Cooled) dated 28.05.2008.
WAG7 Locomotive.
4. Railway Board’s directives received to Railway Board’s letter No. 2000/
expedite study on the technical suitability Elect. (TRS)/441/6 Pt. Dated
and feasibility and to submit finalized 09.06.2008.
assessments/ recommendations.
5. RDSO’s recommendations for considering RDSO’s letter No. EL/3.2.29/6
placement of limited quantity of (Force Cooled) dated 16.06.2008.
developmental order by CLW and to
nominate one Locomotive for facilitating
development of the complete design of
DBR sent to Railway Board.
6. Railway Board’s letter received regarding Railway Board’s letter No. 2000/
placement of developmental order by CLW, Elect. (TRS)/441/6 Pt. Dated
preparation of specification by RDSO and 25.06.2008.
nomination of one WAM-4 Loco of
ELS/Itarsi for fitment of prototype DBR
and trial.
7. (i) Preparation of Specification No. RDSO/ RDSO’s letter No. EL/3.2.29/6
2008/EL/SPEC/0069, Rev. ‘0’ for (Force Cooled) dated 14.07.2008.
force cooled roof mounted DBR.
(ii) GM (Elect.)/CLW advised to take
appropriate action as per directives to
Railway Board.
 (iii) GM (Elect.), W.C. Railway advised to
nominate one WAM-4 Locomotive.
iv) Copy of the letter sent to Railway
Board for kind information.
8. (i) FEA analysis of roof and side wall FEA analysis has been carried
structure of WAG-7 Locomotive is out by M/s. DRI/Bhopal in
under way and is likely to be received
association with IIT/Kanpur. It is
by 01.09.2008. concluded that strength of the
roof and side walls of the WAG7
(ii) Work on 21326 WAM-4 Loco of
locomotive is adequate to take
ELS/ET has started from 25.08.2008.
the load of the two DBR units
weighing about 1500Kg each.

9. Factory tests completed on 07.09.2008 RDSO associated with the test &
trials of the DBR.
The DBR fitted on loco no 21326/WAM4
on 10.09.2008

Dynamic test / Field trial carried out on

11.09.2008 and extensive field trial has
started.

10 Development of Forced Cooled Roof Railway Board’s letter No. 2000/

Mounted DBR for Electric Locomotive Elect. (TRS)/441/6 Pt. Dated
09.07.09

11 Development of Forced Cooled Roof Railway Board’s letter No. 2000/

Mounted DBR for Electric Locomotive Elect. (TRS)/441/6 Pt. Dated
06.01.2011
 Annexure –4

The braking effort calculation for Forced Cooled Roof Mounted DBR

Locomotive no -- WAG -7 27706

Total load --3560 T
Date of trial -- 24.04.2009

Speed in BE
SL no KMPH current notch tonne
1 20 650 30 17
2 25 750 28 21
3 30 800 24 22
4 38 900 22 23.2
Section
5 BPL 40 900 23 23
6 Habib 42 900 20 24
7 ganj 44 950 19 24
8 48 950 17 21.2
9 50 950 14 21
10 60 950 12 17.5
11 65 950 11 16
12 70 950 10 15
13 75 950 9 14

BRAKING CURVE
30
B 25
E
R
F 20
A
F
K 15
O
I
R 10
N
T 5
G
0
0 20 40 60 80
SPEED IN KMPH

Braking curve graph shows between speed and breaking effort

 Annexure –5

The braking effort calculation for Forced Cooled Roof Mounted DBR

Locomotive no -- WAG -7 27706

Total load --3560 T
Date of trial -- 24.04.2009

Speed in
SN KMPH current notch BE tonne
1 20 650 30 17
2 25 750 28 21
3 30 800 24 22
4 38 900 22 23.2
Section
5 BPL 40 900 23 23
6 Habib 42 900 20 24
7 ganj 44 950 19 24
8 48 950 17 21.2
9 50 950 14 21
10 60 950 12 17.5
11 65 950 11 16
12 70 950 10 15
13 75 950 9 14

BRAKING CURVE
30

25
B
E
R
F 20
A
F
K 15
O BRAKING…
I
R 10
N
T
G 5

0
0 500 1000 1500
CURRENT IN AMPS

Braking curve graph shows between current and breaking effort

 Annexure -6

Dynamic Braking resistor calculation

1. Current of Dynamic Braking Motor (Resistance) based on power

Ires = Pmotorx η /800 (where as:Ires = Dynamic resistor current in amps,

Pmotor = Motor Power and η = Motor Efficiency. 800 = constant)

Calculate the dynamic resistor resistance (max)

Rmax = 800/Ires (Where as:Rmax = Resistance Ires = Dynamic resistor current)

Rmax is based on Ires so; the operating voltage is to be taken into account for
designing Rmax...

2. Resistance power rating

D = time in braking/ cycle time. Whereas D= duty cycle

3. Power dissipation depends on Duty cycle and resistance in ohm.

4. Maximum braking power

Power = (Vbrake)2/R(Where as Vbrake Voltage during braking R as Dynamic

braking Resistor rating)

5. Braking torque
Torque braking = Power / (RPM X 2П) /60

If the above equations are combined it is to be notedthat:

Torque braking (NM) = k / (RPM x R)

Torque braking is the effective braking torque created by the motor where as
Torque is in Newton Meter.
 Annexure –7

The commissioning list of Forced Cooled Roof Mounted DBR fitted in WAG -5 /
WAG 7 types of Electric Locomotive.

Sl Loco No DOC Shed/Rly Supplied By Fitted by

1 21326 12.09.08 ELS/ET M/s./DRI Shed
2 27706 24.04.09 ELS/NKJ M/s./DRI Shed
3 28160 19.03.10 ELS/BNDM M/s./DRI CLW
4 28163 19.03.10 ELS/BNDM M/s./DRI CLW
5 28213 02.09.10 ELS/BNDM M/s./DRI CLW
6 28214 14.08.10 ELS/BNDM M/s./DRI CLW
7 28215 02.09.10 ELS/BNDM M/s./DRI CLW
8 28216 14.08.10 ELS/BNDM M/s./DRI CLW
9 28344 July 11 ELS/BZA M/s./DRI CLW
10 28345 July 11 ELS/BZA M/s./DRI CLW
11 27235 06.06.11 ELS/BNDM M/s./DRI KGP/POH
12 27251 28.09.11 ELS/BNDM M/s./DRI KGP/POH
13 27252 03.08.11 ELS/BNDM M/s./DRI KGP/POH
14 27253 19.07.11 ELS/BNDM M/s./DRI KGP/POH
15 27396 02.09.11 ELS/BNDM M/s./DRI KGP/POH
16 27374 10.12.11 ELS/BNDM M/s./DRI KGP/POH
17 27353 02.12.11 ELS/BNDM M/s./DRI KGP/POH
18 27712 08.04.12 ELS/BNDM M/s./DRI KGP/POH
19 27716 18.04.14 ELS/BNDM M/s./DRI KGP/POH
20 27727 03.03.14 ELS/BNDM M/s./DRI KGP/POH
21 27708 23.03.14 ELS/BNDM M/s./DRI KGP/POH
22 27278 24.04.10 ELS/LDH M/s. Stesalit Shed
23 28461 21.06.12 ELS/TKD M/s. Stesalit CLW
24 28625 30.12.13 ELS/BKSC M/s. Stesalit CLW
25 28626 27.11.13 ELS/BKSC M/s. Stesalit CLW

.
 Annexure 8

Design Data as per specification

A. DESIGN DATA OF BRAKING RESISTANCE

1. Continuous rated current of resistance 900 Amps.

2. Value of resistance per Traction Motor 0.5Ω (+7% / -5% )

at operating Temperature of 600ºC
3. Hot spot temperature 520 º C

4. Total Heat dissipation in the resistance 2430 kW

5. Average temperature of resistance 450º C
element
6. Average exit air temperature ≤ 200º C

7. Total weight of the unit including ≤ 1500 Kgs. Per Unit

blower & motor
8. Resistance Material As mentioned in the
relavent specification
9. Melting point of resistance element 1400 º C

10. Co- efficient of liner expansion 11.5 10‾6 / º C

11. Resistance value per Traction Motor at 0.472Ω (+7% / -5% )

20ºC
12. Weight of resistance box 75 Kgs. Approximate/ Box

13. Dielectric Between resistance element 4 kV

& Tie rod
B. MOTOR
14. Type DC series motor

15. Make From RDSO approved

source.
16. Nominal Voltage 415 Volt DC

17. Rated speed 1750 rpm

18. Rating Continuous 45 kW

19. Rated Current 105 Amps.

20. Insulation Class ‘H’ Class

21. Temperature rise at full load on Rated Within the limit class ‘F’
Voltage insulation
22. Weight 330 kg.
C. BLOWER
23. Type of Impellor Axial flow
24. Material Aluminium die cast
25. Impeller diameter 1315 mm
26. Fixing arrangement of blades With fasteners
27. Clearance betn. Inlet cone and impeller Between 2.5-3.5 mm
28. Method of fixing of impeller on motor Impeller fixed with rotor
hub with fastener and
fitted on shaft with key.
D. CABLES
29 High voltage Cable in place of roof bars
i. Size 120 mm² ,stranded
annealed copper
conductor
ii. Grade 45 kV

iii. Type XLPE

iv. Specification IEC : 60228-2004 Class 2,

Constructed in accordance
with IS: 7098 Part II 1985
 Annexure –9

Comparative major test result for the existing vertical DBR and prototype
Force Cooled Roof Mounted DBR:

Details of Vertical DBR 1st prototype 2nd prototype

paramete unit of Forced unit of Forced
r Cooled Roof Cooled Roof
Mounted DBR Mounted DBR
Dimension Dimension as per Dimension as Dimension as
CLW specification per RDSO per RDSO
specification specification
Resistance 0.476 Ω at 20 ° C 0.50 Ω +7% - 5 0.50 Ω +7% - 5 %
%
Dielectric test Resistor element and Between Between Resistance
Tie rod 3.2 KV. Resistance element terminal
With earth 3.9 KV element and earth at 4 KV
Tie rod and earth terminal and
3.0 KV, earth at 4 KV.
Temperature The test done at The inner The inner
rise test at different temperature temperature
stationary temperature. The noted 251°C. at noted 452°C.
condition temperature rise injecting of at injecting of
upto 636 ° C at an 1062 A The hot 1044 A The
injection of current air temperature hot air
of 1006 A. The hot 61 °C temperature
air is 408 ° C 61 °C
Temperature The maximum The maximum The maximum
rise test at temperature temperature temperature
Dynamic recorded 499 ° C. recorded 125 ° recorded 321 ° C.
condition Hot air temp 317 ° C. Hot air temp Hot air temp 56 ° C,
C, with. DBR 37 ° C, with. with. DBR current
current 900 Amps DBR current 900 – 1000 Amps
900 Amps
Air delivery 12.08 Mtr³/Sec 16 Mtr³/Sec on 12 Mtr³/Sec
one unit on one unit
consisting of 3 consisting of 3
units units
Surface loading 7.9 watt/cm2 2.5 watt/cm2 5.5 watt/cm2
density(
Watt/sq. cm)