Medha MAS 696 Bedienungsanleitung
MEDHA SERVO DRIVES PVT. LTD.
Operator’s Manual
IM - 70 rev 3
TM
TYPE MAS 696
AC-AC TRACTION SYSTEM
Information in this document is subject to change without notice.
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Drives Pvt. Ltd. Unauthorized copying, reproduction, or disclosure of any portion
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marks are the property of their respective owners.
Document No: IM - 70 rev 3
Released: June. 2011.
Contents
Chapter 1 - System Overview...................................................5
Introduction.....................................................................5
Major Features of MAS 696 System.....................................8
Chapter 2 - General Safety Precautions..................................11
WDG4/WDP4 Locomotive Safety Precautions......................11
Automatic Discharge.......................................................12
Chapter 3 - Starting the Engine..............................................14
Chapter 4 - Stopping Procedure for WDG4/WDP4
Diesel Engine.......................................................18
Engine Stopping System..................................................18
Chapter 5 - Electrical Control Cabinets...................................20
ECC#1..........................................................................20
ECC#2...........................................................................21
ECC#3..........................................................................24
Driver Accessible Panels...................................................26
Circuit Breaker Panel.......................................................26
Test Panel.......................................................................28
Engine Control Panel on ECC#1........................................29
Control and Operating Switch Panel...................................31
Chapter 6 - Speedometer........................................................33
Chapter 7 - Tractive Effort/Dynamic Brake Effort Meter.........34
Chapter 8 - Indicating Lights Panel........................................35
Chapter 9 - Starting Fuse and Battery Switch Box......................39
Contents
Chapter 10 - Operation Section..............................................40
Preparation for Service....................................................40
Starting Lead Locomotive Engine.......................................43
Starting Trailing Locomotive Diesel Engine...........................45
Setting Locomotives on Line.............................................45
Precautions before Moving Locomotive..............................46
Handling Light Locomotive...............................................46
Coupling Locomotive Together..........................................47
Dynamic Braking for Locomotive in Tandem........................47
Engine on Train (Coupling Locomotive to Train)...................47
Pumping Up Air...............................................................48
Double Heading Service...................................................48
Helper Service................................................................48
Changing Operating Ends.................................................49
Stopping Engines............................................................50
Chapter 11 - Display Unit and Navigation Through Menus......51
Locomotive Control Computer Display Panel Details.............52
Menu Screens, Sequential Flow and Key Actions
for Display.....................................................................53
How to Select SELF TESTS................................................54
TM Cutout......................................................................56
Crew Messages List.........................................................60
Chapter 12 - Dos and Dont's, Display Menu Screens
and Parameters.................................................64
Chapter 1
SYSTEM OVERVIEW
1.1 Introduction
WDG4 and WDP4 series Diesel Electric
Locomotive of Indian Railways are driven by
3-phase AC Traction Motors, employing AC-
DC-AC Power Transmission system. Medha
Servo Drives Pvt. Ltd. has designed and
developed indigenously the AC-AC Traction
System type MAS 696 suitable to the above
said series of locomotives delivering up to
4500 HP.
MAS 696 is a comprehensive solution
encompassing complete locomotive control
and fault diagnostic features along with 3 MW
traction converter. MAS 696 AC AC Traction
system comprises of four cabinets:
ŸElectrical Control Cabinet 1 (ECC#1)
ŸElectrical Control Cabinet 2 (ECC#2)
ŸElectrical Control Cabinet 3 (ECC#3)
ŸTraction Control Cabinet (TCC)
The Diesel Electric Locomotive is equipped
with Turbo charger, 16 cylinders, two stroke
Diesel Engine. The Main Generator Assembly
is directly coupled with the Main Crank shaft of
the Diesel Engine. The Main Generator is 3
phase Alternator consisting of two
independent and Interwoven sets of stator
winding and rotor field common to both Fig. 1.1 Cabinets of AC AC
Traction System
ECC #2
ECC #1
ECC #3
TCC
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Medha Servo Drives Pvt Ltd. MAS 696 Operator’s Manual
windings. Overview block diagram is given in Fig. 1.2.
The Diesel Engine drives the main Generator Assembly. The Main Generator
assembly has two Alternators which are MAIN ALTERNATOR and
COMPANION ALTERNATOR. The Traction Alternator converts the Diesel
Engine mechanical power into 3 phase AC electrical power. The Alternator’s
two windings’ (left bank and right bank) outputs are connected to two air
cooled Rectifier Assemblies consisting of high voltage, high current silicon
Diodes with Fuses in the 3 phase Full Wave Rectifier circuit. The two
Rectifiers output are connected in series across the DC LINK. The AC
3-phase power is converted into DC power by Rectifier Assembly. These are
the internal parts of TA-17-CA-6B Main Generator Assembly.
Rectified DC power supply is applied to DC LINK. When all DCL switch gears
are closed, DC voltage is applied to IGBT based Traction Inverters. Each
Traction Inverter has separate control module in the form of Traction
Computer. The Traction Computer receives Traction Motors’ speed,
temperature, Voltage and Current values for controlling the IGBTs to
maintain required torques according to Notch selection.
The Traction inverters have main role in controlling the 3 phase induction
motors. The Traction Inverters converts the DC power into 3 phase AC power
for variable frequency using IGBT based technology. Six DC LINK switch
gears passes the DC power to the six Traction Inverters through its closing
TM1 TM 3 TM 5 TM2 TM 4 TM 6
C A
Deisel
Engine Alternator
Auxiliary
Generator
Starting
Motors
A.G.
Control
(ZCD/GD)
Excitation
Control
Propulsion
Control
Governor
Engine
Control
Air
Compressor
Locomotive
Battery Unit
TCC
Grid
Resistors
Rectifier
Traction
Computer
Traction
Inverter
Traction
Computer
Traction
Inverter
Traction
Computer
Traction
Inverter
Traction
Computer
Traction
Inverter
Traction
Computer
Traction
Inverter
Traction
Computer
Traction
Inverter
Fig. 1.2 Block Diagram of Locomotive Control System
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Chapter 1 - System Overview Medha Servo Drives Pvt Ltd.
contacts with the help of DC Motor controlled by Locomotive Control
Computer (LCC) which is housed in Electrical Control Cabinet 1 (ECC#1).
Traction Control Cabinet (TCC) consists of six Traction Computers, 6 DCL
switch gears, 6 IGBT based Inverters, DC link Capacitors and Crow bar
circuit. Based on the Inputs received from Locomotive Computer and
analogue feedbacks from Traction motors, Traction computer converts the
DC power into 3 phase AC power required to the traction motors. LCC
receives the operator request as digital inputs and analog signal from
different sensors and sends request to the traction computer for converting
required amount of Power during Motoring and Dynamic Braking modes. The
term TCC refers to an Electrical System that converts DC power into 3 phase
AC power during motoring and 3 phase AC power into DC power during
dynamic brake. The terms Invert and Convert are interchangeable in this
locomotive during Power Mode and Dynamic Brake Mode.
The Traction Motors are 3 phase AC Induction Motors. The 3 phase AC
power from Inverters are fed to the Traction Motors mounted on the Trucks,
Each Traction Motor is geared with a pair of Wheels with the gear ratio 17:90
(MAC loco) for Goods Service and 17:77 (PAC loco) for Passenger service.
The Traction Motors once again convert the Electrical power into Mechanical
power to provide high starting Torque required for Locomotive service. These
are explained in detail in later chapters.
1.1.1 Auxiliary Generator
The Auxiliary Generator (Aux. Gen.) Is driven by the Engine gear train at
three times of engine speed. Its field is controlled by LCC through AG PWM.
AC power from Aux.Gen. is supplied to an external 3 phase Full wave
rectifier in the Battery Charging Assembly. There it is converted to 74 volts
DC power for Companion Alternator excitation, control system operation and
Locomotive Battery charging. The Aux. Gen. also supplies 74 volts DC power
for Fuel Pump Motor, Turbo lube oil Pump circuits, Locomotive lighting and
other miscellaneous equipments.
1.1.2 Companion Alternator
The Companion Alternator (CA) is coupled directly to the Traction Alternator
within the Main Generator housing. The Companion Alternator is physically
connected to the Main Gen. assembly but electrically independent to the
Traction Alternator. Companion Alternator has 16 field poles on the same
rotor back of Main Gen. field poles. The rotating CA field poles receiving low
voltage current from Aux. Gen. through a pair of slip rings are adjacent to the
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Medha Servo Drives Pvt Ltd. MAS 696 Operator’s Manual
Main Alternator slip rings. CA produces 3 phase 45-230 V AC supply to
excite Main Alternator field through SCR Assembly and Power fed to the
Radiator Fans 1 & 2, Inertial Blower motor and Traction Inverter Blowers.
1.2 Major Features of MAS 696 System
Major Features of the System in operation point of view are explained
hereafter.
1.2.1 DYNAMIC BRAKE
Dynamic Brake is an electrical braking method used to regulate the speed of
the Locomotive by translating the Kinetic Energy in the Traction Motors into
Electric Energy. This Mechanical rotating energy is converted to Electrical
Power by using Traction Motors as electrical Generators. The power
generated by these Traction Motors are applied to the Grid Resistors, which
dissipate the generated power in the form of heat into the atmosphere, there
by reducing the speed of the train.
Re-generation operation of AC Induction Machine is not so easy to explain.
To examine the entire Braking process, consider first a DC Machine in a
Generating mode. In this case a stationary magnetic field is established in
the stator of the Motor. The momentum of the Train causes the Motor to Turn.
As the motor turns, the Armature cuts through the stationary magnetic field
in the stator. This cutting generates a current flow in the Armature which is
dissipated through Grid resistors.
On the DC Machines four power cables are run to the Motor, two are
connected to the field and two to the Armature. The cabling that runs to the
Grid Resistors makes a connection with the Armature. For Motoring
operation, armature cables and field cables are connected in series and
across the generator. During Dynamic Brake, Filed cables are connected
across the generator and armature cables are connected to the grid resistors
to dissipate the generated energy in the form of heat to the atmosphere.
In the AC Machines only three cables are connected to the Motor. These
cables supply 3 phase AC source needed by Motors both in Power and
Dynamic Brake mode. For more braking effort the Inverters supply more
power to the field. So power must always flow into the Motor to excite the field
(regardless of operation mode).
Power is multiplied by two components, Voltage and Current. The direction
of power flow depends on the relationship between Voltage and Current with
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Chapter 1 - System Overview Medha Servo Drives Pvt Ltd.
respect to the time or phase relationship. The phase relationship depends on
the speed of the Rotating Field with respect to the Rotating speed of the
Rotor. If Rotor speed lags Field speed, Voltage and Currents are nearly in
phase and Power flows into the Motor most of the time. If Rotor Speed
exceeds Fields speed, Voltage and Current are out of phase by nearly 180
degree and Power flows out of the Motor most of the time.
1.2.2 Alerter/VCD System
The Alerter indicator light is mounted on the control consol, below the
indicator light panel. The Alerter reset push button mounts on the control
consol desktop surface. The Audible Alarm is mounted on the ECC#1 Engine
control panel. ALERTER SYSTEM can be ENABLED through Display Unit
by selecting proper option. When Locomotive Brakes are released, the
Alerter system requests an Acknowledgement from the operator from time to
time, once in 60 seconds. If the Acknowledgement request is not answered
within 60 seconds, the Locomotive control Computer drives a Digital Output
to flash the Alerter light for 17 sec. After 17 sec drive, one more Digital Output
provides an audible sound for 17 sec. If the Alerter request is not
acknowledged, while the Aleter light is flashing or alerter alarm is sounding,
the alarm stops sounding and a penalty Brake is applied for 34 seconds or
until Locomotives speed drops to zero, whichever occurs first. Then the
penalty brake application must be reset before normal operation of train to
continue. One must follow Railway rules and operating practices regarding
use of Alerter Equipment.
Pressing either alerter reset button while the Alerter light is flashing or the
Alerter Alarm is sounding, resets the acknowledgement request timing cycle.
Using the Automatic Brake handle to moderately reduce the brake pipe
pressure also resets the timing cycle. Automatic Brake handle operation also
resets the timing cycle. In addition, movement of the Throttle Handle,
Independent Brake handle or Dy. Brake handle also reset the timing cycle,
as well as pressing the HORN or SAND button.
1.2.3 A E B : Auto Emergency Brake System
While traveling through a terrain with a considerable large Down-Gradient,
speed of the Train needs to be kept under control, so that the AEB system
does not allow to enter in uncontrollable speed zone. Indian Railways has
studied and defined optimum speeds for every section. There is popular
saying that human can do mistakes. There is always chance that a manually
controlled Loco may exceed the section speed limit. Which in turn may cause
major accidents/loss/damage. To avoid this, Indian Railways incorporated a
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Medha Servo Drives Pvt Ltd. MAS 696 Operator’s Manual
system called "Auto Emergency Brake System", which by default initiates
Braking in the event of Train/Loco crossing the permissible set speed. The
microprocessor based inbuilt AEB system, developed by M/S Medha Servo
Drives Pvt. Ltd., is implemented on WDG4 and WDP4 Locomotives.
1.2.4 Blended Brake System
The MAS 696 system Locomotives are equipped with blended brake system.
It is simultaneously applying Dynamic Brake and Air Brake, when the driver
operates the Automatic Air brake handle in the service zone. The KNORR
CCB Air Brake system controls the Airbrake on the Locomotives and cars
coupled in train, and requests some amount of Dynamic Braking from LCC
for blended brake operation.
1.2.5 Manual TE Limiting
To avoid putting stresses on weak bridges when Locomotive is traversing
them, the Manual TE Limiting option was developed to enable the operator
to limit the Tractive Effort through (lighted) switch mounted on Engine control
panel. The position of the switch indicates the loco pilot that the feature has
been turned ON, indicating that the switch is active. The tractive effort limit
may be imposed by train line Input from another locomotive equipped with
this feature via TEL relay.
1.2.6 Auto Flasher
To switch ON of Flasher Lights automatically during Train parting, RDSO has
suggested modification in the existing Brake and Electrical control circuit of
Locomotives, to link switching ON of Flasher Light switch drop in Brake pipe
pressure on Locomotive. The flasher lights are applied automatically
whenever Emergency/penalty brake application takes place, as indicated by
the 'Loss of PCS'. The flasher can still be turned ON manually so that if the
operator have an Emergency that did not drop PCS, the Flashers can still be
activated.
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