Chittaranjan Locomotive Works

Training Report
Submitted By:
Deo Nath Jha
Adm. No. 2010JE1084
On 30
First three
Jan 1972,
phaseWCAM-1
loco wasAC/DC
the 6000hp
,dual vallabh
WAG-9 1998
was NAVYUG
produced
Technical
Central
Design and
Power
Training
Development
House
Center
(CPH)(TTC)
Centre (D & D)
Types of Tracks
For Ex.:- WAP-3A means Broad gauge ac passenger locomotive, 3 denotes
chronologically
third electric locomotive model running at 3100 hp.
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D - Distance
between axles of
bogie
A - Distance
between bogies
centre to centre
L - Length over
buffer

S Gauge
H - Maximum Height with Pantograph locked down
B - Overall Width
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Electrical Features:
- Vehicle propulsion concept:
3-phase converter drive.
- Main transformer
The main transformer is housed in an aluminium tank. It is mounted under
frame between the two bogies.
- Traction Converter
The machine room contains one traction converter per bogie with 2-point
switching. This comprises a line converter and 3-phase drive converter. The
traction motors are supplied with power directly by two relevant bogie
selective drive converters with appropriate control electronics.
- Axle drive
Three externally ventilated three-phase asynchronous squirrel cage motors of
Type 6 FRA 6068 are installed on both bogies. The three traction motors on
each bogie are supplied with power by one traction converter.
- Harmonic Filter
The harmonic filter consisting of resistor and capacitor reduces the high
frequency harmonics.
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Electrical Features:
- Auxiliary Circuits
Three modular auxiliary converters (BUR) are used to supply power to the 3-phase
auxiliary circuit motors. The auxiliary circuits are designed in a bogie-selective manner.
- Control electronics (MICAS-S2)
All functions of the locomotive are controlled by the control electronics. It takes the
form of bus stations with processors. The bus stations communicate with each other
via fibre optic cables which are resistant to the effects of Electro Magnetic
Interference (EMI). The diagnostic equipment comprises a diagnosis computer with
monitor and keyboard in the drivers cab. This provides an effective support for the
duties of the locomotive driver and maintenance personnel.
- Multiple Unit Control
The locomotive is equipped for multiple unit control with locomotives of the same kind.
However, no more than two locomotives can be connected together. Commands are
transmitted by the UIC cable.
Comfort Equipment
Every drivers cab is equipped with two fans and a unit for recirculating and heating the
air.
Recently cab air-condition has been introduced in WAG-9 type locomotive
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ROOF LAYOUT:-
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Due to technical and economical reasons electric traction vehicles are nowadays provided with three phase
asynchronous traction motors. The three phase voltage required for operating the traction motors is generated on the
vehicle by means of the traction converter connected between the vehicle's main transformer (single phase) and the
traction motors.
The traction converter allows the train not only to drive but also to brake electrically. To control the tractive or braking
effort, and hence the speed of the vehicle, both the frequency and the amplitude of the three-phase converter output
voltage are continuously changed according to the demand from the driver's cab. This shows continuous adjustment of
the driving or braking torque of the traction motors, which means that the driving speed changes smoothly. When braking
electrically the traction motors act as generators. In the converters the resulting three-phase electrical energy is
converted into single-phase energy which is fed back into the line (recuperation brake).
Output voltage of the Traction converter 2365 V
Output current 831 A
Output power 2105 KW
Earth fault detection is integrated at the output of the Line converter. The main transformer converts the overhead line
voltage (25 KV) to the lower operating voltages. There are four secondary traction windings (two on each converter unit,
1269V), one for feeding the auxiliary circuits (1000 V) and one for the harmonic filter (1154 V). A 2-point circuit converter
unit is installed on each bogie. The line converter (NSR) converts the constant frequency AC voltage supplied by the
transformer into DC voltage (intermediate link).

The drive converter (ASR) generates a 3-phase system with variable voltage and frequency. The energy flow is
reversed during regenerative braking. To retain control of over voltages in the DC-Link, the DC-Link Is equipped with an
over voltage protection unit (MUS). This consists of a resistor and a GTO. In case of a protective shut-down the GTOs of
ASR & NSR are blocked and the energy stored In the DC Link is converted into heat in the MUS.
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Breaking System Overview:-

Regenerative brake (controlled by angle transmitter)
Pneumatic automatic train brake (controlled by pneumatic automatic
brake handle)
Direct loco brake (controlled by direct loco brake handle)
Parking brake (controlled by parking brake push button, not for WAP-
7)
Anti-spin brake (controlled by SLG, FG90)
Emergency brake (controlled by emergency brake valve)

1. Break Handle
TE/BE Throttle 2. Locking Device

Pneumatic automatic train brake

Regenerative Breaking : Master Controller
ction

12 MVA transformer at Main Sub-Station

Shop Floor Activities
WAG-9 - The Heavy Haul Freight locomotive of IR
WAP-7 -The Heavy Haul Passenger locomotive of IR:
 WAP-5 -5400 hp,25 kV ac, B.G. 160 km/hr. speed,3-phase drive

: 1676 mm
 WAP-4 -5000 HP , 25 KV AC ,Passenger Electric Locomotive
e : 1676 mm