DOCUMENT TITLE OPERATION & MAINTENANCE MANUAL

8 WHEELER SELF‐PROPELLED INSPECTION CAR

PROJECT
WITH UNDERSLUNG TRANSMISSION

CUSTOMER INTEGRAL COACH FACTORY, CHENNAI

CG Power & Industrial Solutions Ltd.

Issued By TRACTION MACHINES DESIGN DEPARTMENT, CG

Doc. Ref. No. CGPISL/SPICAC/MM/01 Prepared B. S. Rana
Revision No. 00 Checked L.K. Tiwari
Date 14th Feb 2019 Approved D. M. Nimje
 INTRODUCTION

PREFACE

This instruction book covers the operation & maintenance instructions for electric traction
equipment supplied by CG Power & Industrial Solutions Ltd. to Integral Coach Factory, Chennai
for SELF-PROPELLED INSPECTION CAR WITH UNDER SLUNG SINGLE POWERPACK
& AC/DC TRANSMISSION SYSTEM for Indian Railways.

The purpose of this instruction manual is to familiarise maintenance personnel with the
procedures for operating and maintaining the electrical equipment.

This manual covers description of electrical circuits, general maintenance and data on control
gear, electrical machines besides other general information.

The instructions contain adequate details/information required for maintenance of equipment.

Nevertheless, it is not practicable to cover all details and every contingency, which is likely to
arise in service. Should any further information be desired or should particular problem arise, the
matter should be referred to: CG POWER AND INDUSTRIAL SOLUTIONS LTD. Industrial
Systems; D-5 Industrial Area, Mandideep, Bhopal - 462 046.

Continuous efforts on improvement in product design may result changes in details, which may
not be covered in this manual. Although efforts are made to furnish all such changes to the user,
it is advisable to consult CG for obtaining necessary assistance.

CG POWER AND INDUSTRIAL SOLUTIONS LTD.

LAREG AND TRACTION MACHINES DIVISION,
D-5, INDUSTRIAL AREA, MANDIDEEP
BHOPAL - 462 046

MAINTENANCE MANUAL FOR SPIC‐AC/US

 INTRODUCTION

CONTENT

S.NO TITLE

1. INTRODUCTION

2. POWER PACK ARRANGEMENT

3. CIRCUIT DESCRIPTION

4. TRACTION ALTERNATOR

5. POWER RECTIFIER

6. TRACTION MOTOR

7. CONTROL GEAR EQUIPMENT

8. MAINTENANCE INSTRUCTIONS FOR CONTROL GEAR EQP

9. DRIVING INSTRUCTIONS

10. SPIC DRAWINGS

11. RECOMMENDED SPARES

12. ANNEXURE: 1

13. ANNEXURE: 2

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CHAPTER I
INTRODUCTION

1.0 PERFORMANCE AND GENERAL DATA

2.0 LIST OF ABBREVIATIONS

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 INTRODUCTION

CHAPTER I

INTRODUCTION

This manual covers operation & maintenance instructions of major power & control equipment used in
Broad Gauge Self Propelled Inspection Car Air conditioned with Under slung transmission system (SPIC-
AC/US). The equipment meets the requirements of ICF’s spec. No. ICF/M/D/SPEC-349 R0, for supply
of complete electrics of SPIC-AC/US. The equipment includes Diesel Engine, Traction Alternator, power
rectifier, traction motors, motor switch group cubicle, all protective devices, and instruments for
measurement & indication and auxiliary equipment.

SPIC-AC/US is a self-propelled motorised 2-axle vehicle, Air conditioned used for periodic inspection,
patrolling. The 8- Wheeler Inspection Car (SPIC) uses the power generated by the diesel alternator set
provided in the SPIC car for propulsion and not the power from live OHE.

Salient features of SELF-PROPELLED INSPECTION CAR:

i. Fully air conditioned self-propelled coach.

ii. Profiled nose cone with driver’s desk on both ends.
iii. 1800 revolving chairs (2+2) with leather- E- leather.
iv. Halogen free rubber flooring.
v. Interior panelling of ACP/FRP.
vi. GPS based PIS/PAS with digital speed indication.
vii. Hot Spot for Infotainment.
viii. Bio toilet with touch free fitting.
ix. Mobile dish antenna for live TV.
x. CCTV Cameras on front and Rear.
xi. Water purifier with water cooler.
xii. Mini Pantry and Lounge.
xiii. Shoe shining machine.
xiv. LED Lighting.
xv. Transition coupling with side buffers
Other Features:
i. Underslung 340 H.P. Power Pack for Propulsion.
ii. Underslung 40 KVA DG set for Air conditioning and hotel load.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 INTRODUCTION

These power packs provide traction power to run the car unit at high speeds up to 110 km/h. The under

slung power pack free up the over board floor space for seating the officials & to carry the other useful

equipment’s.

Each power pack consists of following major components:

1. Under floor mounted:

 Diesel engine
 40 KVA DG Set
 Exhaust Silencer for diesel engine
 Water Rising Apparatus for radiator etc.
 Hydraulic Oil Tank.

2. Equipment’s installed over board;

 Control cubicle.
 Driver's desk.
 Air filters for diesel engine air intake.
 110V Battery BOX (Not in CG Scope)
 24V Starter Battery (Not in CG Scope)
 Battery Charger

3. Over the roof

 Engine Radiator Unit.

 AC unit system (Not in CG Scope)

Above equipment with associated accessories are engineered to provide trouble free traction power within

built safety & protection equipment. The controls are developed to provide regulated traction power to

match the demand from driver's console command while maintaining the safety checks all the time during

traction.

All the healthy, operation & faults are brought to driver's console as indicating lamps for easy recognition
of sequences happening in the traction system.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 INTRODUCTION

Certain serious system faults not only indicate & warn the driver and also disable the traction power or
shut down the diesel engine depending on the severity of the fault. Under such circumstances, there are
certain "bypass safety" switches provided in the control cubicle. The use of these will enables the driver
to run the traction system for short durations to clear the track for regular traffic.

The bypass safety function is not permitted to use on a regular basis or

for longer periods. Use of bypass safety function for longer periods
could lead to severe damage to the equipment or total failure of the
affected unit connected equipment and severe injury or loss of life,
because the bypass safety function disables systems automatic check
function

User is strictly advised to familiarize about the complete equipment by use of this document provided for
the purpose and follow the driving, operation & maintenance instructions.

The manual contains following information:

- System Description
- Equipment Description
- Circuit Description
- Fault Diagnostics
- Maintenance Instructions

MAINTENANCE MANUAL FOR SPIC‐AC/US

 INTRODUCTION

1.0 PERFORMANCE AND GENERAL DATA

GENERAL DESIGN FEATURES

1. Track Gauge : 1676 mm

2. Minimum Radius of Curvature : 175 m
3. Maximum Super Elevation : 185-mm
4. Maximum Super Elevation Deficiency : 100-mm
5. Wheel Arrangement of Power Car : BO-BO (With motorised 2-Axle)
6. Wheel Diameter : 952 mm (New), 914.5 mm (Half Worn)
877 mm (Fully Worn)
7. AXLE Load : 20.32 T (Approx.)
8. Gear Ratio : 20/91
9. No. of power packs : One
10. Input To Traction : 293 HP AT 55C
11. Diesel Engine type : NTA-855R3 of Cummins
12. Power Transmission : AC / DC Electric
13. Traction Alternator : C1009A1 of CGPISL
14. Traction Motor : TM2141C of CGPISL
15. Maximum Operating Speed : 110 km/h
16. Clearance Above Rail Level : Minimum of 102 mm with coaches fully
loaded & wheels in fully worn
condition.
18. Reference Site : Ambient = 0 – 55 C
Max. Temperature in sun 70 C
Humidity = 40 to 100 %
Altitude up to 1000 metres above MSL

MAINTENANCE MANUAL FOR SPIC‐AC/US

 INTRODUCTION

2.0 LIST OF ABBREVIATIONS

 ASS - LOAD AMMETER SELECTION SWITCH
 COR - CUTOUT RELAY
 DCS - DRIVER’S CONTROL SWITCH BOX
 ECS - ENGINE CONTROL SWITCH
 ECR 1 - ENGINE CONTROL RELAYS
 ER 1 - GOVERNOR CONTROL RELAYS
 FC21 - ENGINE TRIP RELAYS
 FOLS - FOG LIGHT SWITCH
 HL - HEADLIGHT SWITCH
 HLEM - HEADLIGHT EMERGENCY SWITCH
 HLS - HAND LAMP SOCKET
 IL1 - INSTRUMENT LAMPS
 LCC - LOAD & SPEED CONTROL SYSTEM
 LED - LED INDICATION PANEL
 LRR1 - LOCAL RESET RELAYS
 MC - MASTER CONTROLLER
 MLS - MARKER LIGHT SWITCH
 R11 - HIGH COOLING WATER TEMP MONITORING RELAYS
 R21 - LOW HYDRAULIC OIL LEVEL MONITORING RELAYS
 R41 - LOW LUBRICATING OIL PRESSURE MONITORING RELAYS
 R51 - ENGINE OVERSPEED MONITORING RELAYS
 R61 - LOW COOLING WATER LEVEL MONITORING RELAYS
 R81 - LOCAL ENGINE ON/OFF RELAYS
 R91 - REMOTE ENGINE ON/OFF RELAYS
 RR1 - READY TO START RELAYS
 S11 - ENGINE ON RELAYS
 SLS - SEARCH LIGHT SWITCH
 SR1 - SAFETY RELAYS
 TLS - TAIL LIGHT SWITCH
 GFR - GROUND FAULT RELAY
 GRCO - GROUND RELAY CUT-OUT SWITCH
 MCS1 - MOTOR CUT-OUT SWITCHES
 BIS 110V - BATTERY ISOLATING FUSE TYPE SWITCH 110VDC
 BCS 24V - BATTERY CHARGING SWITCH 24VDC

MAINTENANCE MANUAL FOR SPIC‐AC/US

 INTRODUCTION

 RCD1 - REVERSE CURRENT DIODES

 EG - EQUIPMENT GOVERNOR BYPASS SWITCH
 BPCG - BRAKE PRESSURE CONTROL GOVERNOR BYPASS SWITCH
 PBG - PARKING BRAKE GOVERNOR BYPASS SWITCH
 FLS1-CAB - FLUORESCENT LAMP SWITCH-1 CAB
 FLS2-CAB - FLUORESCENT LAMP SWITCH-2 CAB
 CLS - CENTRE LIGHT SWITCH
 VS1 - VOLTMETER (0-150VDC) SWITCH
 VS2 - VOLTMETER (0-50VDC) SWITCH
 S2-3 - BATTERY CHARGING LAMP SWITCH
 LRS1 - ENGINE LOCAL/REMOTE OPERATION SELECTION SWITCHES
 LOP1 - ENGINE LUBRICATING OIL PRESSURE GAUGES
 LOT1 - ENGINE LUBRICATING TEMPERATURE GAUGES
 WT1 - ENGINE WATER TEMPERATURE GAUGES
 BCA1 - BATTERY CHARGING INDICATION AMMETERS
 HM1 - HOUR METERS FOR ENGINES
 BIL1 - BATTERY CHARGING INDICATION LAMP
 TR11,21 - DIESEL ENGINE CRANKING SAFETY TIMERS
 TR12,22 - LUBRICATING OIL PRESSURE SWITCH BYPASS TIMERS
 BD1-2 - BLOCKING DIODES
 WLI1 - WATER LEVEL INDICATION GAUGES
 HOLI1 - HYDRAULIC OIL LEVEL INDICATION GAUGES

MCBs

110 VDC
 GOV-1 SPLY - GOVERNOR – 1 SUPPLY MCB 15A
 GOV-1 CTRL - GOVERNOR – 1 CONTROL MCB 5A
 HL - HEADLIGHT MCB 10A
 L+ - LIGHTS MCB 10A
 EM+ - EMERGENCY LIGHTS MCB 10A
 VM1 - VOLTMETER (0-150VDC) 5A
 ML - MARKER LIGHT MCB 5A
 TL&FL - TAIL LIGHT & FLASHER LIGHT MCB 5A
 FL CAB - FLUORESCENT LAMP CABIN MCB 5A
 FL&CL CAB - FLUORESCENT LAMP & CENTRE LIGHT CAB MCB 5A
MAINTENANCE MANUAL FOR SPIC‐AC/US
 INTRODUCTION

 SYS CTRL - SYSTEM CONTROL MCB 30A

 CTRL - CONTROL MCB 15A
 EXC CTRL - EXCITATION CONTROL MCB 10A
 ENG CTRL - ENGINE CNTROL MCB 5A
 COMP UL - COMPRESSOR UNLOADER MCB 5A
 LAMP TEST - LED INDICATIONS LAMP TEST MCB 5A
 ALT. EXC - ALTERNATOR EXCITATION MCB 5A
 RTS - READY TO START MCB 5A
 FAULT IND - FAULT INDICATION MCB 5A
 PB - PARKING BRAKE MCB 5A

24 VDC

 ENG-1 PROT - ENGINE –1 PROTECTION MCB 15A

 ENG-1 SAF-1 - ENGINE-1 SAFETY-1 MCB 5A
 ENG-1 SAF-2 - ENGINE-1 SAFETY-2 MCB 5A
 GOV-1 SPLY - GOVERNOR-1 SUPPLY MCB 5A
 ENG-1 GAUGE- ENGINE-1 GAUGE MCB 5A
 SL - SEARCH LIGHT MCB 5A
 FOL - FOG LIGHT MCB 5A
 VM2 - VOLTMETER (0-50VDC) MCB 5A

MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER II
POWER PACK ARRANGEMENT

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 POWER PACK ARRANGEMENT

CHAPTER II

POWER PACK ARRANGEMENT

1. Introduction

The Self Propelled Inspection Car (SPIC) is equipped with a under slung mounted Power packs. The
Power pack consists of one under slung Engine (NTA-855 R), and one Traction Alternator – 230 kW
(C1009A1). The car consists of two bogies with motorised 2 axle by the traction motor. The engine
flywheel is directly coupled with Traction alternator with the help of flex plates. These flex plate
couplings are used to compensate Axial, Angular and radial displacement of connected machines. Flex
plates are provided to absorb shocks on torque, by which it will minimize vibration, and transmits the
power. The output power of alternator is rectified to DC & fed to the traction motors.

These Power pack units are synchronized & regulated to provide total traction power as a single system
when controlled from either cabin. Two cabins one on each end is provided for the purpose. Provision
also exists to isolate any of the power packs and run the vehicle. Driver’s desk mainly consists of
controls for Engine, Alternator and Pneumatic Brakes, Indication lamps, Gauges, switches, speed-time-
distance recorder etc., which will be functioning in conjunction with control cubicles. The complete
power pack is attached beneath the under frame.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER PACK ARRANGEMENT

2. Major components of power pack

2.1 Engine

The model of the engine used in the equipment is NTA - 855R manufactured by M/s CIL, Pune. It is a
horizontal version engine suitable for under slung mounting. The specification of the engine is provided
in the specification section. This engine is supported at three points, viz, one support at front end
(vibration damper side) and two supports at rear end (Flywheel side). All the three supports are bracket
mounted with Anti vibration units.

(For details of operation and maintenance of the diesel engine refer separate manual of diesel
engine)

2.2 Traction Alternator

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER PACK ARRANGEMENT

The alternator used in the car is C1009A1, manufactured by M/s CG, Bhopal. This alternator caters to
supply electrical power for main Traction. It is under slung mounted with suitable brackets and is driven
from engine directly through the flex plates. The specification of the alternator is provided in the
specification section. This alternator is supported on four points. All the four supports are bracket
mounted, consisting of two Main Brackets which positively holds both the coupled engine and alternator
together. These brackets rest on four Anti vibration units. The AVM’s are pre-compressed in the
assembly position. The mounting fasteners for these AVM are torque tightened and locked with split pin.

3. Power Pack Mounting

The Engine and Alternator (with the flex plates) are coupled together and positively held by two main
brackets at three points on either side of engine & alternator. This whole power pack assembly has five
suspending points, which rests over anti vibration mountings, held rigidly by vertical brackets welded to
under frame structural members. This arrangement has low vibration transmissibility to the under frame.
For details of mounting, refer power pack drawing.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER PACK ARRANGEMENT

4. MAINTENANCE SCHEDULE FOR SPIC POWERPACK

Diesel
Sl. Engine
Parts Period Maintenance Step Remarks
No. running /
stopped
1. General Daily Stopped  Check visually all equipment for Correct if any
Examination visible defects, loose bolt & nuts, defects
leakages, missing parts etc.
Waste jute should
 Check lube oils, fuel, cooling never be used.
water and air system for leakage
and rectify if necessary.

 Clean all equipment with lintel

cloth.

 Clean the vehicle thoroughly with

a jet of water and scrub down all
dirt and wash again.

2. Diesel Daily Stopped Refer Diesel engine part.

Engine

4. Alternators Daily Running Check for any abnormal noise or over

heating.

5. Diesel Daily Running Refer Diesel engine part.

Engine

6. Gauges & Daily Running Check the Gauge & instrument

instrument operations

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER PACK ARRANGEMENT

NOTES

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER III
CIRCUIT DESCRIPTION

1. POWER CIRCUITRY
2. AUXILIARY CIRCUITRY
3. CONTROL CIRCUITRY

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 CIRCUIT DESCRIPTION

CHAPTER III

CIRCUIT DESCRIPTION

1. POWER CIRCUITRY

1.1 SYSTEM DESCRIPTION

A Self Propelled Inspection Car (SPIC) is used for periodical inspection, patrolling of the track line.

The power equipment of Self Propelled Inspection Car (SPIC) comprises of a power packs, one power
rectifiers & two traction motors to meet all operating conditions of Self Propelled Inspection Car (SPIC).

The power pack consists of a Diesel Engine of Cummins India make type NTA-855R developing a power of
340 HP @ 1800 RPM continuously and a Brushless CGPISL make traction alternator type C1009A1,
matching rectifier, exciter and rotating diode set capable of developing around 293 HP input to traction by
power pack.

The Traction Alternator is a single bearing type and compatible for coupling with Cummins Diesel Engine
mentioned above. The exciter field current is limited to 6 amps during entire working range of SPIC.

The main rectifiers are suitable for over board mounting and are used for rectifying the output of traction
alternators. The power rectifier assembly is suitable for operation under one bridge failure condition

The traction motors (Type TM2141C) are suitable for mounting on SPIC bogie of Indian Railways. The
Traction Motor is self-cooled type and complies with requirements of IEC – 60349-1. The traction motor has
moulded inter-pole & main-pole coils bonded with poles. The two traction motors in 2P combination will
operate in full field only, utilising full capability of traction alternator. Avoidance of going into a weak field
is beneficial from operation point of view, especially utilisation of available adhesion. In addition, such a
combination provides following advantages:

- Reduction in control equipment

- Reduction in maintenance cost
- Avoiding transition jerks and loss of power normally encountered in transition

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CIRCUIT DESCRIPTION

An electronic diesel engine speed governing, alternator exciter excitation and load control module, type
LCC107B of GAC make, control the diesel engine speed & excitation of the Traction Alternator. The
experience shows that adoption of such a system enables utilisation of maximum diesel engine power on rail,
thus optimally utilising the installed power.

The diesel engine speed will be regulated through the 8 pre-selected steps (notches). Driver can operate the
SPIC at any notch depending upon speed restrictions / desired.

PERFORMANCE OF THE SYSTEM

Performance obtainable using 340 HP diesel engine at 8th notch & 914 mm half worn wheels and 20/91 gear
ratio, two traction motors fed from a power pack in Permanent Parallel combination (operating in full field
only).

A maximum speed of 110 Km/h is obtainable with the power equipment proposed by us and meets the
following performance requirements as specified in ICF specification no. ICF/MD/SPEC/349_R0. In
addition, use of our equipment gives following performance capability.

1. SPIC can carry 12 tons of payload without any additional equipment.

2. Period of continuous running for 4 hours at 100 kph on general tangent track followed by frequent to

& fro movement at walking speed for 1.5 hours.

3. Period of continuous running at 40 kph on up or down gradient of 1 in 60 for 4 hours to be followed

by frequent to and fro movement at 5 kph for 1.5 hours on the same gradient.

4. When running as a light vehicle, the SPIC shall be capable of running at a speed of

a. 110 kmph on level track.

b. 25 kmph on a 1 in 33 up gradient

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CIRCUIT DESCRIPTION

2. CONTROL CIRCUITRY

3.1 110 V DC SUPPLY

110 VDC supply is available in the coach from 110 VDC, 120 A-H battery. This supply is available to
control circuit in all positions of Battery Isolating Switch fuse unit (BIS-110V). During OFF position, we can
charge the battery from external source through Battery charging socket. Regulated battery charger (415V
AC, 3 phase/ 110V, 4.5 KW) supply 110V DC Voltage to the system through Battery isolating switch fuse
unit for control system operation, supply to electromagnetic equipment, electro-pneumatic equipment, train
lighting, Headlight, battery charging, Excitation Control, Governor Supply etc.

3.2 24 V DC SUPPLY

24 VDC Supply is available in the coach from 24 VDC battery. 20 A Diesel Engine mounted Battery
Charging Alternator (BCA) is used for charging the battery, supply to control circuit, electromagnetic
equipment, auxiliary equipment etc. This battery is isolated from the circuit when the battery is in OFF
position. When Diesel Engines are running, supply shall be available from BCA and corresponding charging
current shall be known from Battery Charging Ammeters provided on the Control Cubicle (Cab-1). 24 VDC
Battery supply is used for cranking the Diesel Engines.

3.3 CIRCUIT DESCRIPTION

Preparing Self-Propelled Inspection Car/US for operation: -

a. All the MCBs (110 VDC & 24 VDC) are in ON position.

b. Engine Control Switch Mounted on Driver’s Desk is in IDLE position while Diesel Engine(s)
starting.
c. Motor Cutout switches mounted on control cubicle cabin-1 is in “NORMAL” Position. Depending
on the faulty motor, position of the switch is changed to appropriate condition to isolate the faulty
Traction Motor.
d. Local/Remote switches mounted on the Control Cubicle-1 are in “Remote” Position when the Diesel
Engine is started from driver’s desk. It is in “Local” position when the Diesel Engine is started
locally from the push button station mounted under the frame.
e. All the by-pass switches are in OFF position.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 CIRCUIT DESCRIPTION

f. Battery Isolating Switch fuse unit– BIS (110 Volts DC) is in ON position and BIS (24 Volts DC) is
in ON position.
g. Driver’s control switch mounted on Driver’s Desk is in “ON” position.
h. Hydraulic oil level switch (HOLS1) is in close condition, if the oil level is above the specified limit.
i. Diesel Engine mounted water temperature switch (TS11) is in close condition, if the water
temperature is below set position.
j. Diesel Engine mounted lubricating oil pressure switch (PS11) is in open condition before cranking
of Diesel Engine.
k. Diesel Engine mounted over speed switch (SS11) is in close condition, if the speed of the Diesel
Engine is below over speed set speed.
l. Cooling water level switch (CWLS1) is in close condition, if the water level is above set level.
m. Ensure the Master Controller Reverse handle in “OFF” position and Main Handle position is in ‘0’
position.

3.4 CRANKING OF DIESEL ENGINE

Before starting the Diesel Engine, circuit needs to be reset, which bypass the safety system during starting.
The same is accomplished using “Ready to Start” spring loaded switch mounted on the Driver's Desk.
During starting Engine Trip Relay FC21 is energised and “Engine-1 Trip” & “Engine-1 OFF” indications
glow. As soon as the switch is operated, Relays R11, R21, R41, R51 and R61 are energised and cut-off
supply to Engine Trip Relay FC21 & both the indications go off. Now the circuit is set for Diesel Engine
cranking. Press “ON” the Diesel Engine-1 ON” spring loaded switch mounted on the Driver's Desk. As soon
as the contacts of the “Diesel Engine ON” switch is closed, Engine-1 ON relay S11 get energised though
wire no 1654. Contact of S11 inturn operates Remote ON/OFF Relay R91 through wire 225. As soon as the
R91 is energised, 24 VDC supply is available to timers TR11 & TR21, Idling solenoid valve & hour meter
from 209 through Local / Remote Switch & Diesel Engine ON relay NO Contact. At the same time wire no
213 is energised from 209 through Engine ON relay contact and supply is available to magnetic switch
provided on the Diesel Engine (wire no 215). As soon as the magnetic switch is energised, supply is fed to
starting motor and allows Diesel Engine to start. If the Diesel Engine is not started for set time – say 6 sec
(set value of timer TR1), the circuit will break and disconnect supply to magnetic switch. During the Diesel
Engine cranking period, lubricating oil pressure switch is bypassed by Timer 21 contact. The timer is set at
approximately 8 sec. (slightly more than the engine cranking time).

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CIRCUIT DESCRIPTION

3.5 SPEED CONTROL OF DIESEL ENGINE(s)

As Diesel Engine starts running from 0 RPM, speed sensors provided on the Diesel Engine develops
frequency signal and give feedback to Speed & Load Control System (LCC-107B) through wire nos. 21A &
22A. Depending up on the speed setting (Notch), LCC-107B controls the speed of the Diesel Engine. LCC-
107B starts pumping current through wire nos. 31A & 32A to Actuator provided on the Diesel Engine till its
speed reaches its set value. Once its speed is reached to set value, LCC-107B maintains the same actuator
current.

Switch ON the “CONTROL” provided on the Driver's Desk. This allows wire no. 1602 to get supply &
“CONTROL ON” indication appears. Move the Master Controller Reverse Handle to either forward or
reverse direction & Main Handle to Notch 1 in depressed deadman condition. There is no change in Diesel
Engine(s) speed. Move the Master Controller Main Handle to notch 2. Diesel Engine(s) speed changes to
approximately 1000 RPM. Move the Master Controller Main Handle to higher notches. Corresponding
speeds are 1200 RPM at 3rd Notch, 1300 RPM at 4th Notch, 1400 RPM at 5th Notch, 1500 RPM at 6th Notch,
1650 RPM at 7th Notch & 1800 RPM at 8th Notch. Depending upon the speed setting / Notch of the Master
Controller, LCC-107B(s) changes the actuator current of Diesel Engine(s).

3.6 TRACTION ALTERNATOR EXCITATION CONTROL

Change the Engine Control Switch to “RUN” position. Ensure that Master Controller Reverse Handle is in
either Forward or Reverse direction & Main Handle is in ‘0’ position with pressed deadman condition.
Switch ON the “EXC ON” switch provided in the Driver's Control Switch Box. This operation set the
control circuit for excitation. Move the Master Controller Main Handle to Notch ‘1’ position with pressed
deadman condition. As soon as the Main Handle moves to Notch 1, LCC-107B (s) get 1st notch speed
through coded signals. Meanwhile, wire no. 3 get supply through Master Controller, Excitation Control
Relay ECR1 get energised and “Excitation-1 - ON” indication appears in LED indication panel. This relay
opens the reset voltage 24 VDC between LCC-107B terminals 13 through wires 203E & 299A. As soon as
the reset voltage is released, the excitation current starts build up from terminals 23 of LCC-107B. Within
few seconds it reaches to its maximum to match the Diesel Engine output power (Gross power – Power
Consumed by Auxiliaries). Move the Master Controller Main Handle to Notch 2. As soon as the Master
Controller Main Handle is moved to 2nd notch, logic signals through wire nos. 4,5,6 & 7 changes the Diesel
Engine speed using LCC-107B to 2nd notch speed i.e. 1000 RPM and excitation changes to get the maximum
output power to match with Diesel Engine output. Depending upon the V-I characteristics (Load Conditions)

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CIRCUIT DESCRIPTION

of the Traction Alternator, excitation current varies through wire nos. 1901A & 2101A at fixed notch.
External Resistance 12  keeps the Excitation current always below 10 Amps. However, the maximum
Excitation current required for Traction Alternator is less than 6 Amps. Same procedure is applicable for
higher notches also.

3.7 HEALTHY & FAULT INDICATIONS:

1. TRACTION CONTROL SUPPLY ON (GREEN): This is a healthy indication of system. When the
“Control” Switch provided on the Driver’s Control Switch Box of Driver's Desk is in ON position, wire no
1602 gets supply and the indication glows. If this switch is in OFF condition, Diesel Engine speed control &
Traction Alternator excitation control are not possible.

2. ALTERNATOR EXCITATION ON (GREEN): This is a healthy indication of system, which shows

Traction Alternator excitation is ON. As soon as the Master Controller Main Handle is moved from IDLE to
Notch 1, depending upon the Reverse Handle position, either wire no.1 (Forward) or wire no. 2 (Reverse) is
energised. These wires inturn feed wire nos. 102A & 109A through reverser interlock, Equipment Governor,
Brake Pressure Control Governor and Parking Brake Governors and energise E.P.Contactors LC1 & LC3
mounted inside the Motor Switch Group Cubicle. As soon as these contactors energised, supply is fed to wire
no 1821 and energise Excitation ON Relay ECR. The moment the Relay ECR is energised, indication glows
and excitation starts building up from LCC-107B1.

3. ENGINE ON (GREEN): This is a healthy indication of Diesel Engine. When the “Diesel Engine ON”
spring loaded switch is operated i.e. Diesel Engine cranking operation is performed, Relay S11 energised
through wire no.1654 & 1664 and will remain in energised condition. When the relay S11 is in energised
position, wire no. 1808 gets supply through its NO contact and hence the indication glows. In case of any
protection circuit operates, this relay de-energises and this indication goes off.

4. HIGH COOLING WATER TEMPERATURE (HCWT) – DIESEL ENGINE: This is a fault

indication of Diesel Engine-1. When the Diesel Engine-1 cooling water temperature goes high (more than
the specified limit), the temperature switch provided on the Diesel Engine opens and de-energise the Cooling
Water Temperature monitoring Relay R11 through wire no 243. As a result of this, wire no. 1804 gets supply
through one of the relay contacts, leaving indication “HCWT ENG” on the Indication Panel.

5. AUX EARTH FAULT: In case auxiliary circuit is grounded due to any reason, during operation it causes
Aux Earth Fault to energise through wire no E2. When the AEFR is energised, wire no. 1834 gets supply
through one of its contacts, leaving an indication “AUX EARTH FAULT”. Once the AEFR is energised, it is
mechanically latched. Pressing reset button provided with the AEFR resets mechanical latching.

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 CIRCUIT DESCRIPTION

6. TRACTION MOTOR OVERLOAD (AMBER): Due to any reason any of the Traction Motor overloads
i.e. Traction Motor current is more than 600 Amps, corresponding Traction Motor overload relay energised,
leaving an indication “TR. MOTOR OVERLOAD” on the indication panel. In case of Traction Motor
overload, supply to traction is cut-off by isolating motor contactors on the Motor Switch Group Cubicle. At
the same time, excitation of respective Traction Alternator (In case of Traction Motor 1 or 2 overload,
Traction Alternator excitation cut-off. To reset the overloaded traction motor circuit, press the “Traction
Motor overload reset” spring loaded switch provided on the Driver’s Control Switch Box. This operation is
possible only when the Master Controller’s Main Handle is in ‘0’ position.

7. RECTIFIER FUSE FAILURE (AMBER): In case of any one-fuse failure in Power Rectifier, Relay
RL1 energises through wire no. 1609. Through one of its contacts, wire no.1814 energised leaving indication
“RECT. FUSE FAILURE”. In case, failure of three different phase-fuses in three different bridges in the
same rectifier panel, the same is considered as Single Bridge failure. In this case also “RECT. FUSE
FAILURE” indication glows.

8. PARKING BRAKE APPLIED (RED): When the parking brake is applied, wire no 1823 energised
through parking brake governor and “PARKING BRAKE APPLIED” Indication glows.

9. MOTOR EARTH FAULT (AMBER): In case power circuit is grounded due to any reason, during
operation it causes Ground Fault Relay (GFR) to energise through wire no E. When the GFR is energised,
wire no. 1824 gets supply through one of its contacts, leaving an indication “TRACTION MOTOR EARTH
FAULT”. Once the GFR is energised, it is mechanically latched. Pressing reset button provided with the
GFR resets mechanical latching.

10. GOVERNOR SUPPLY FAILURE (RED): This is a fault indication of the system. During normal
working conditions, relay ER is energised through wire no 1616 & 1617 and there is no indication “GOV
SPLY FAIL” on the indication panel. Either excitation ON/OFF switch is in OFF condition or Engine
Control Switch is in IDLE position, the Relay ER is De-energised. Once the relay ER1 is de-energised, the
indication glows on the panel. If GOV SPLY FAIL occurs, excitation of Traction Alternator is not possible.

11. ENGINE TRIP (RED): This is a fault indication of Diesel Engine. This indication glows in any of the
following conditions.

a. Hydraulic Oil Level - LOW

(Normal Hydraulic oil Level is lower than the specified limit)

b. Cooling Water Level - LOW

(Normal Water Level is lower than the specified limit)

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 CIRCUIT DESCRIPTION

c. Lubricating Oil Pressure - LOW

(Normal Lubricating Oil pressure is lower then 10 PSI.

d. Cooling Water Temperature - HIGH

(Normal Cooling Water temperature is more than 91C)

Hydraulic Oil Level & Water Level of Diesel Engine is monitored by R21 & R61 Relays respectively.
Similarly, Cooling Water Temperature & Lubricating Oil Pressure is monitored by R11 & R41 Relays
respectively. Any of these operations goes wrong respective relay de-energises and which inturn energises
Engine Trip Relay FC21. When FC21 is energised, wire no. 1806 gets supply through one of its contacts and
“Engine Trip” indication glows.

12. EMY. TRACTION CUTOFF: When the Emergency off switches are operated during any emergency
conditions, wire no. 1736 is energise and the EMY. OFF Relay is activated, due the activation of the relay
EOR, the wire no. 1841 is also energies and indication appears in the LED indication panel.

13. DEAD MAN BRAKE APPLIED: Whenever the dead man brake function is applied either from Cab I
or Cab II, the Dead Man Relay is activated and due to the activation of DMR, the wire no 1831 is energised
and LED indication appears in the LED indication panel.

14. LOW LUBE OIL PRESSURE: This is a fault indication of Diesel Engine. When the Diesel Engine
lube oil pressure goes low (less than the specified limit), the pressure switch provided on the Diesel Engine
open and de-energise the Low lube oil pressure Relay R41 through wire no 245. As a result of this, wire no.
1835 gets supply through one of the relay contacts, coming the indication “LOW LUBE OIL PRESSURE
ENG” on the LED Indication Panel.

15. HYD OIL FLOW FAILURE: This is a fault indication of Diesel Engine. When the Diesel Engine hyd.
oil flow goes low (less than the specified limit), the oil switch provided on the Diesel Engine open and
energise the Low hyd. oil flow Relay R71 through wire no 219. As a result of this, wire no. 1845 gets supply
through one of the relay contacts, coming the indication “LOW LUBE OIL PRESSURE ENG” on the LED
Indication Panel.

16. SPARE: SPARE LED is available on the LED indication panel of driver desk which is for in case of
failure of one the LED.

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER IV
TRACTION ALTERNATOR

1. INTRODUCTION

2. SALIENT FEATURES

3. ALTERNATOR CONSTRUCTION

4. MAINTENANCE SCHEDULE

5. ALIGNMENT PROCEDURE WITH DIESEL ENGINE

6. PROTECTION OF BALL BEARING

7. LONGITUDINAL SECTION

Maintenance Manual
SELF‐ PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 TRACTION ALTERNATOR

CHAPETR IV

TRACTION ALTERNATOR

1. INTRODUCTION

This Manual comprises chapters, covering `Description', `Insulation', `operation' and ‘maintenance’ of
alternator. Alternator has been designed and built in accordance with the generally accepted engineering
practices of Indian Railways Loco/DEMU Sheds. In case of improper installation or improper operation or
improper maintenance, machine gives rise to potential dangers which may cause serious personal injuries or
damage.

While designing this Traction alternator, aspects of user-friendly maintenance and easy manufacture were
kept in mind. Technical data have been laid down for the machines in accordance with the specifications.

It is assumed that the planning and execution of mechanical/ electrical installation, transportation, erection
/commissioning and maintenance will be carried out under the supervision of qualified personnel.

In the case of product maintenance / installation / erection / commissioning, it is advisable to take assistance
or services of the competent CG service centres or inform CG works for the assistance.

The direction of rotation is determined from the bearing end of the machine, it is a single bearing machine,
directly coupled with Diesel engine on one side and supported on ball bearing on the other side.

1.1 TECHNICAL DATA

C1009A1 AC Alternators is a Salient pole, revolving field, brush-less, self ventilated & single bearing
Traction machine. This AC generator is available with SEPARATELY EXCITED SYSTEM (with unique
LCC 107B governor of Governors America Corporation).

Description Make & type CG, C1009A1

Drive-Details of arrangement Direct coupled through flex plates

of bearing and coupling

No. of poles, phases & connections 8 poles, 3 phase, Star

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 TRACTION ALTERNATOR

Maximum permissible design speed 2250 rpm

One hour rating 544 A, 450 V, 245 kW at 1800 RPM

Continuous rating

High voltage 345 A, 666 V, 230 kW at 1800 RPM

Low voltage 718 A, 320 V, 230 kW at 1800 RPM

Class and type of insulation

Stator Class H
Rotor Class H

Resistance at 20 °C

Rotor winding 0.74 Ohms

Stator winding 0.0089 Ohms
(Per phase)
Resistance per phase exciter rotor 44 mill ohms at 20 °C
Resistance for exciter stator 7.2 ohms at 20 °C.

Details of bearings

Single Ball bearing SKF - 6317 C/3

Grease-type, HP LITHON-3
Capacity 250 GMs
Interval for regreasing 6 months
Repack the grease 2 years
grease requirement in new 210 Gm
Shaft bearing seating diameter 85 mm
Min. permissible radial clearance 0.03 to 0.13 mm

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 TRACTION ALTERNATOR

Mountings-Details Directly coupled to engine

Weight

Traction Alternator 1385 kgs

Fan 17 kgs
Rotor 605 kgs
Air Filter Assembly 40 kgs

1.2 IMPORTANT HARDWARES

Bolting place Size Quantity Type

Alternator mounting with main

M24 x 70 lg. P12.9 16 nos. Socket head
bracket

Flexible coupling with rotor

M20 x 50 lg. P10.9 08 nos Hex. Hd bolt
shaft

Alternator mounting with

M16 x 70 lg. P12.9 16nos. Socket head
engine adopter

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 TRACTION ALTERNATOR

1.3 MAINTENANCE SHEET

Week- 6
Sr. No. Nature of job Monthly Yearly
ly Month

01. Physical inspection X

02. Air outlet cover X

03. Air inlet duct X

04. Terminal box. X

05. Terminal connections X

06. Coupling bolts to engine adoper. X

& alt. Stator

07. Alternator fixing bolts to base rail X

08. Topping up of grease in bearing assy. X

Insulation resistance of exciter stator,

09. rotor, main stator , ex. St. X

Pressure Cleaning
10. X
Dismantling
11. Once In
Fan, flex plate fixing bolts with engine 2- year
12. flywheel X

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 TRACTION ALTERNATOR

2. SALIENT FEATURES OF ALTERNATOR

C1009A1 AC generator is a Salient pole type, revolving field Brush-less type alternator. These AC
generators are available in a SEPARATELY EXCITED SYSTEM (with unique LCC107B of GAC,
Governors America Corporation).

The insulation system of the stator coils has been improved for higher voltage operation of the high-powered
D.E.M.U., D.E.T.C. & shunter. The traction alternator C1009A1 is capable of operation at a top unloading
voltage of 750V DC continuously.

This alternator is especially design for Indian Railways by CG. The class 200 Insulation System with
Polyesterimide Resin provides best protection against moisture, sand, salt, humidity and corrosive
atmosphere ensuring trouble free operations under the most demanding conditions.

Transient voltage dips are lower.

Liberally rated diodes have been used in rotating rectifier assembly to ensure high product reliability
specifically for rotating application.

The rotating diodes are protected by a surge suppresser, which has the ability to chop the transients from
1600 volts to less than 450 volts.

For D.E.T.C. /U.S. power requirement is maintained constant at different notches.

Voltage X current = constant

Depending upon the load requirement, Constant & rated powers have been achieved through excitation,
which have been controlled with the help governor LCC 107B, which is a special feature of D.E.T.C. /U.S.
Depending upon the load requirements of the multiple unit, Governor provides current input to exciter stator,
which induces power in exciter armature, which then rectified by diode wheel (rotating rectifier) and is fed
into main rotating field, ultimately responsible for the power output of alternator.

The diesel engine in the present case has a gross HP of 340 and input to traction is 310 HP at 38 °C of
ambient and at a speed of 1800 RPM. The higher voltage capability of traction alternator enables the
locomotive to be operated at full field of traction motors. AC Generator armature winding is housed in Stator

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 TRACTION ALTERNATOR

and field Winding is placed on Rotor. Brush-less construction of rotating rectifier gives the required amount
of excitation to the rotating field.

The excitation circuit is designed to ensure that the excitation current does not exceed by 6 Amps at any
operating point.

3. ALTERNATOR CONSTRUCTION

3.1 STATOR

Stator consists of stator frame, stator core, armature windings & terminal box.

3.1.1 STATOR FRAME

Stator frame along with terminal box is a fabricated structure using mild steel plate. It is designed to ensure
correct distribution of airflow over the Stator core and windings.

Stator Frame

3.1.2 STATOR CORE

In stator core, Stampings stack is supported with mild steel end plates at both ends & reinforced with landing
bars, which are welded with complete stack & both end plates. Stampings are made of silicon steel with C6
coating for proper welding of stack. These punching are oriented to 90° length one fourth resulting in better
magnetic properties.

Stator core with winding

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 TRACTION ALTERNATOR

3.1.3 ARAMTURE WINDINGS

Winding is designed for 8 pole, 3 phase, double layer diamond winding star connected, housed in a open
slots, single turn ( made up of single conductor having no laminations.)

The Connections are made to the phase rings by gas brazing and phase connectors are taken to the terminal
box by means of BUS BAR. The phase rings are properly insulated between line to line and live to earth
parts.

Armature coils are made from polyesterimde enamelled glass lapped Conductor for class 200 suitable for
VPI formed on special formers.

Overhang is properly tied up with the help of resiglass tape to the epoxy bracing ring so that the electrical
and severe mechanical stress in case of any abnormal event can be resisted by the windings. 5th and 7th
harmonics are mitigated by a 60° winding distribution and should not normally be the major target for
reduction by pitching.

Stator Coil

3.2 WOUND ROTOR ASSEMBLY

Rotor consists of shaft, 8 rotor field coils (4 north polarity + 4 south polarity), diode assy, exciter armature.
The rotor is wet wound for eight poles using epoxy compound and properly interlined to have better
resistance to centrifugal force, then locked with support block to have proper locking. The rotor field coils
are vacuum pressure impregnated with solventless resin of class 200.

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 TRACTION ALTERNATOR

Wound Rotor Assembly

3.2.1 ROTOR HUB:

The shaft is made of forged medium-grade carbon steel IS: 2004 CLASS IV. The shaft is liberally designed
for overload conditions. The rotor shaft is forged and ultrasonically tested to give greater reliability in
performance.

Rotor Hub

3.2.2 ROTOR FIELD COILS

Main field pole is built up of high quality, low silicon, steel sheets, oriented to 180° after every one-fourth
length for better grain orientation and better magnetic properties.

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 TRACTION ALTERNATOR

Rotor Pole Brick

For forming the rotor field coil, main field pole is directly wound with rectangular copper conductor by wet
winding process using epoxy compound, which gives better insulation properties and mechanical strength.
The coils are formed by winding directly over the pole body to give better rigidity in service and this also
minimises the loosening of poles in service. While assembling the wound poles utmost care is taken during
the production stage. Field coils are fastened to shaft with high tensile steel bolts with specified torque and
locked through tack weld in position.

The coil to coil strap connectors are individually insulated and brazed to the coil leads. The connectors are
held and braced to support plate of diode wheel several layers of Resi-glass tape is applied on the connectors
(live surface) and cured fully to form a rigid connection.

The fully assembled rotor with field coils and connections is subjected to painting with anti-tracking
insulating paint to avoid trapping of moisture and improved electrical properties.

3.3 END FRAME:

End frame is fabricated from thick steel plate construction, Spigot to the stator frame and is fixed by easily
assessable high tensile screws. The end frame supports the exciter winding and bearing assembly. It is so
designed to facilitate the easy accessibility of diode wheel for Maintenance.

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 TRACTION ALTERNATOR

End Frame

3.4 ROTOR FAN

The rotor fan is manufactured with special Aluminium alloy. Special care is taken to ensure that the fan is
free from any sort of casting defects. All the fans undergo thorough dye penetration and radiographic testing
for highlighting any surface or sub surface defects.

Rotor Fan

3.5 TERMINAL BOX

This alternator stator is having internally 3 phase star connection, brought to the terminal box bus bars.
Phase bus bars are brazed with phase rings, which are supported on the main frame & properly insulated
from earth. The phase bus bars coming out of the frame are properly supported on steel cleats with Resi-
glass tape to minimise the cable tension. Other end of phase cables is fixed on insulating rod through plated
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 TRACTION ALTERNATOR

hardware to maintain minimum air gap (creepage) between live to live & live to earth parts. Single holed
Lugs are provided for output power cable connection. RTD terminals have been terminated at elex elements
supported inside the same terminal box.

3.6 DIODE WHEEL ASSEMBLY

Diode wheel assembly is made up of solid iron plate in which insulation discs are bonded together with resin.
Heat sink are specially designed for speed up to 2500rpm. The rotating diodes are protected by a metal
oxide varistor against voltage surges arising due to fault conditions on load side. Diodes are suitable upto
PIV of 1600 volts, and specially designed for high `g’ application, 3 positive and 3 negative diodes of
Ruttonsha no. 150LMR is used. Each heat sink is specially designed to accommodate one bridge arm and
output is fed into a common copper connector for all the arms to the rotating field.

Details of rotating rectifier

 Mounted on the same rotor shaft of alternator.
 Support plate is made up of mild steel. Its function is clear form the name given to it
 Heat sink is for carrying out the heat generated in the diodes during their operation
3.7 BEARING ARRANGEMENT

The bearing arrangement consists of inner bearing cap, shrink ring, ball bearing, distance collar, outer bearing
cap. Assembly stages of these parts are as shown in fig. All these bearing components are made of forged
carbon steel as per IS: 2004 class 3 & 4. Self-locating, sealed bearing arrangement has been designed to have
better circulation of grease during service. Grease inlet pipe along with grease nipple (1/4 inch BSP) have
been provide in outer bearing cover for topping up grease during routine maintenance

Bearing Assembly

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 TRACTION ALTERNATOR

4. MAINTENANCE SCHEDULE

At the outset, it may be emphasised that the routine maintenance of Traction Alternator is much simpler due
to the absence of Commutator and its brush-less arrangement.

Routine maintenance of Traction Alternator therefore, mainly includes periodic cleaning and inspection of
the machine.

It is recommended that the period of inspection should be more frequent in the initial period of service, and
schedule can be subsequently relaxed based on experience. The periodic maintenance schedule chart
accompanied with this manual should be filled and should be periodically sent back to the manufacturer.

4.1 CLEANING

Clean all the dust and dirt from the exterior of the Alternator, taking special care at the areas around air
opening and inspection covers. Air Inlet cover is removed from the alternator by taking out the M12 hex
head screw. Then only the air inlet cover can be removed and it is advisable to take care for withdrawal of
small M6 screw while opening the assembly. Air inlet net to be cleaned only with kerosene or and other
solvent. Dirt & dust of the alternator is to be cleaned by vaccum cleaner. In absence of vacuum cleaner, dry
compressed air is to be used for cleaning. During cleaning it is to be ensured that dust is blown out of
alternator or air inlet duct whenever compressed air has been applied for cleaning.

Wipe the dust over the diode and insulation disc and approachable parts of the rotor field coils and
connections. Best way of cleaning is to moist a clean lint free cloth with solvent for wiping. Recommended
cleaning solvents are given in Table.

While cleaning, look for any defects, hot spots or abnormalities, for taking corrective action consult with
manufacturer.

4.2 PERIODIC INSPECTION

Periodic inspection should be carried out after thorough cleaning and following points should be given
special attention.

Inspect the diode wheel for any damage of knots of resi-glass and cable holdings. Use glass chord of dia. 1.0
to do the needful as per the perception of operating personal. This is only a temporary solution.

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 TRACTION ALTERNATOR

Check machine exciter for any collection of grease leakage from the bearing assy. If the leakage appears to
be significant then end frame covers as shown in a figure are to be removed and the leakage should be
cleaned.

Check the Main Terminal box and Exciter Terminal Box for dust and use blower.

Check bus bars and connections for cracks or frayed insulation, ensuring complete security, of operating
personnel.

Ensure that there are no loose nuts or bolts in the machine and securely close the inspection cover. One
should be Very careful while doing the job on the an side (coupling side)

4.2.1 PERIODIC TIGHTENING OF BOLTS

To be done every month for the following assemblies in addition to routine inspection check, carry out with
specified torque value. Refer maintenance data for values.

Components Torque (kgm)

Coupling bolts to engine and fan 8-10

End frame to alternator stator frame 8-10

14- 16
Cable connections to Alternator

Main bracket fixing bolts to AVM 69-83

Air inlet covers. 2-3

Replace any cracked spring/lock washer or any damaged bolt and also check locking of the remaining bolts
in rotor if it is taken out for overhauling or for bearing change.

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 TRACTION ALTERNATOR

4.2.2 INSULATION CHECK

In every 3 months, check the insulation resistance of the rotor and stator with a 500 Volts Megger and record
the IR value. The Alternator can be safely operated with a minimum hot insulation resistance of 1 to 2 Mega
ohms. Further fall in IR calls for additional cleaning and re-painting with insulating varnish of stator and
rotor. Sometimes the accumulation of moisture in the machine leads to low Insulation Resistance, then the
machine needs prolonged drying at low temperature of 100-110 °C till the insulation improves. Specially
take care of the deposition of dirt and during the first heavy rains of the season.

WHILE CHECKING WITH 500 VOLTS MEGGER SHORTENS ALL, AC

& DC BUSBARS TO AVOID DAMAGE TO THE DIODES. REMOVE
THE SHORT AFTER MEGGER CHECK.

4.2.3 RELUBRICATION

50 grams grease (see data for grade) is to be topped up in the end frame bearing assembly only after a year of
service or 150000 Kms of run whichever comes first. . This is to be done in addition to all the above checks.

4.2.4 DIODE REPLACEMENT

In the case of damage/failure in diode, diode of same polarity shall be used for replacement. It is
recommended that the make of diode be only of Ruttonsha for product reliability. After assembly, the
continuity of replaced diode to be checked with multimeter. Diode to be assembled at specified torque value.
For assembly please see the sketches for the detailed assembly.

4.2.5 PERIODIC OVERHAUL

The Alternator is required to be overhauled, even if the same is working satisfactorily. The period of
overhaul can be varied between 4 to 5 years depending on the conditions of operation and maintenance.

However the first overhaul is recommended before completion of 2 years as it is the first of its type in India
and to have the feed back to the manufacturer.

The routine overhaul mainly consists of

 Dismantling & cleaning

 Inspection & reconditioning

 Replacement & reassembly.

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 TRACTION ALTERNATOR

4.3 DISMANTLING & CLEANING OF ALTERNATOR:

Before undertaking dismantling Alternator, examine its OGA & PART drawings submitted to the customer
during the approval stage and follow it in presence of experienced personnel or someone from manufacturer
side.

It is recommended that, as far as possible, reassemble after overhaul, the same components, which have been
dismantled from the machine.

For dismantling refer the figure attached and proceed as follows.

Clean the Traction Alternator externally.

After removing the alternator from the Engine, Put the slot wedges provides in the air gap of pole tips in
armature portion so that sudden load is not transmitted to the bearings.

Remove bolts of end frame while alternator is kept vertical bearing side up
Use eyebolt of M20 in the taps provided and lift it with the help of wire sling slowly. As soon as the centre is
achieved the slot wedges will fall automatically to ground. It is to be replaced while making the alternator
horizontal. Use the torque level as specified in the table of technical data.

End frame is a push fit on the frame. There are three tapped holes provided on the 725PCD. Jack with M12
bolts to remove the end frame from main stator frame.

Removing the Outer Bearing cap:

Unlock and remove the bolts for the outer bearing cap and clean with a cotton waste thoroughly.

End frame can be removed from the bearing by keeping the rotor coupling face on the stand and pulling the
end frame with the help of sling. First remove from the frame as mentioned above.

Remove end covers and inserts the puller bolts of M20, tapped at both the ends in the inner bearing cap. On
the other end put the plate with a hydraulic jack to pull the distance collar, bearing, shrink ring together.

4.3.1 CLEANING

All parts of the disassembled Alternator, including bearing, bearing housing is to be thoroughly cleaned
before examination.

Cleaning should be attempted by blowing dry compressed, low-pressure air followed by wiping with clean
lintless cloth. Even a stiff Nylon brush or fibre scrapper may be used. In severe cases cloth dampened with
solvent can also be used.

CHLORINATED HYDROCARBON TYPE CLEANING SOLVENTS ARE

NOT RECOMMENDED FOR USE ON EQUIPMENT BECAUSE OF
POSSIBILITY OF INSULATION DAMAGE

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 TRACTION ALTERNATOR

CLEANING SOLVENTS MAY BE TOXIC AND/OR INFLAMMABLE.

TAKE ADEQUATE PRECAUTIONS AS SPECIFIED BY SOLVENT
MANUFACTURES.

Use following cleaners:

a) For insulation: use non-oil quick drying cleaners.

b) For end bearing fits, shafts, metal surfaces use a cleaner which will not leave an oily deposit on
the finished surface.

c) For bearings use cleaner which will not completely remove the oil film from finished surfaces.
Kerosene, petroleum spirit or petroleum solvents are satisfactory.
Cleaning with steam (alternative method).
d) Heat a washing compound in a steam tank (water and cleaning compound) until the temperature
reaches 100 °C.
e) Place the parts to be cleaned in such a position that the steam can be directed from a hose in all
directions for cleaning.
f) Allow clean parts to cool and blow compressed air for removing moisture.
g) For electrical components heat them in oven till the moisture is removed.

4.3.2 INSPECTION AND RECONDITIONING:

After the thorough cleaning of all parts, inspect and recondition as follows:
4.3.2.1 STATOR

After thorough cleaning of stator examine for any loose wedge or damaged insulation or hot spots. If loose
wedge is found replace them with new ones giving proper packing beneath them.

If any damaged insulation is noticed on end winding portions, the same can be locally repaired with glass
mica tapes and glass tapes.

If a hot spot is noticed on the lead joints, remove insulation and examine the brazed joint. If in doubt re-braze
taking adequate protections for surrounding coils by packing wet asbestos putty all around and carry out
torch brazing with silphos brazing alloy strip and rod. Re-insulate after re-brazing. Check insulation
resistance with a 1000 Volts Megger. IR should be greater than 20 M Ohms. H-V test is to be performed at
1kv for one minute.

If IR is found to be less than the specified limit, when alternator was not in use for a long period of time, for
developing the IR, heat the stator in an oven operating at 100 to 110 °C for 6 hours, and check insulation
resistance and continue heating till IR is satisfactory.
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4.3.2.2 ROTOR

Check the rotor for any damaged or loose coils by tapping the coils using a wooden mallet. Check rotor field
coil to coil connections for looseness by tapping.

Rotor insulation resistance to be checked with a 500 Volts Megger. If IR value is more than 20M Ohms no
repair is needed to the rotor otherwise it is to be subjected to the following varnish treatment Once again
clean the rotor and the rotor coil surface and blow over the shaft barrel.

Heat the rotor in an oven operating at 100 to 110°C for 6 hours.

Check insulation resistance and continue heating till IR is satisfactory. Rotor - 150M ohms, Exciter rotor
50M ohms.

When the rotor is above the room temperature, apply two bricks coats of solvent less resin, all over the rotor
pole coils, pole body face and connections ring.
Rotor to be cured at 160 c for 10 hours.

Once again check IR value it should be greater than 40M Ohms.

Apply anti tracking insulating varnish and then rotor is to be cured at 160 C for 6 hours

FIELD CONNECTOR REPLACEMENT:

If any field connector or stator overhang is to be replaced or repaired due to damage or failure, follow the
procedure as below:

Cut the Resi-glass binding Tape on the field connector ring at the affected pole coil and remove Resi-glass
tape to the extent required. Un braze the coil to coil connector and if the coil to coil connector is damaged,
replace it with a fresh one, while replacing ensure the connections are made according to the diagram. See
Fig. Stator connection diagram. The bare connector is to be insulated as below:

- One layer half lapped with 0.13mm x 19mm wide kapton mica tape.

- Followed by one layer half lapped 0.038mm x wide P.T.F.E tape.

- Followed by one layer half lapped 0.10mm x 25mm wide Glass tape.

- On the lead to lead insulation between poles use one layer of kapton mica, one layer half lap of
glass mica, one layer half lap of glass tape used above.

- Double the above quantity for stator overhang and 3cms on either side of damaged area.

The Resi-glass taping requires curing at 135 °C for 6 to 8 hours and the entire connector ring portion is to be
resin treated as mentioned in` rotor reconditioning. During this process remove the diode heat sink as it is not
designed for such a high temperature.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

RECONDITIONING OF ROTOR FIELD COIL

REPLACEMENT:

If a particular rotor coil is to be dismounted, adopt the following procedure:

a) Mounting of field coil on rotor.

1.0 Place rotor vertically (Bearing end up)

2.0 Open coil to diode wheel connections.

3.0 Unlock and open mounting bolts.

4.0 Remove the coil support by hammering the wedge.

5.0 Isolate the faulty coil leads by removing the insulation and de brazing the joints.

6.0 Remove the tack weld of the mounting bolts.

7.0 Hold pole and coil assembly with a Nylon sling and open pole bolts. Torque required will be
around 80 kg-m.

8.0 As pole is directly wound on pole the whole new assembly. Pole is to be replaced in case of
faulty pole. Pole is subjected to VPI after forming and consolidation with epoxy resin.

9.0 Check the IR value of the coil it should be more than 150 mega ohms.

MOUNTING OF FIELD COIL

Clean pole body and paint with anti-tracking insulating varnish.

Hold pole assembly vertically up and bring near to shaft barrel. Assemble with pole bolts. Conduct HV test
on changed coil at 1.0kV for one minute and then tighten pole bolts with specified torque and tack weld to
lock it.

TORQUE IT WITH 80 KG-M

BOLTS M24, CLASS 12.9
LENGTH 140 mm

DO NOT INTER CHANGE ROTOR STRIPS PLACED BELOW THE

EACH POLE WITH ONE ANOTHER. AS THIS GOVERNS THE ROTOR
DIA VARIATION.

After the field coils are installed, the coils connections are to be completed and the rotor needs to be resin
treated in line with the instruction under reconditioning.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 TRACTION ALTERNATOR

Dynamically balance rotor, after the final assembly of diode wheel components. Balance weight can be
added on support plate and on coupling face where provision is specially made for this. Balancing should be
done at 1100 rpm within 5 GMS of residual unbalance.

4.3.2.3 BEARING COMPONENTS

Examine outer bearing cap, shrink ring, bearing cap for any dents, score marks. If they are of minor nature
attend with a oil stone and rinse. If the damage is considerable same are to be replaced with new
components.

Examine the followings:

1. Flaking or cracks in the ball path. If found, reject the Bearing.

2. Heavy electrical pitting. If found, reject the bearing.

3. Raised craters around the edges. Stone off (do not file).

4. Mottled distributed pattern of dirt denting. Scrap the Bearing.

5. Evidence of rubbing or turning on the shaft. Look for loose Spacers or interference of the
housing parts. If rubbing is heavy or if there is wear on the shaft, reject the bearing.

Examine the outer race as follows:

Slide the outer ring by hand and if the ball drags, scrap the bearing.

Scrap the bearing if any of the following conditions are discovered on any of the bearing parts.

1. Severe scoring caused by inadequate lubrication.

2. Corrosive pitting caused by moisture or electrolytic action.

3. Break or crack (possibly caused by striking the shafts with a hammer during removal).

4.4 REASSEMBLY OF TRACTION ALTERNATOR

1. Fit the distance collar onto the shaft, if removed, ensuring that it is solidly up to the shaft abutment
face.

2. Fit the bearing by heating it to 100 to 110 °C and shrinking onto the shaft (if already removed),
when cold. Tap the race to ensure that it is solidly up to shaft abutment face. Put identification marks
on both the distance collar and shrink ring.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

Rest of the procedure to be followed in reverse as described in clause no

9.1, and of course any other best practices can also be adopted depending
on the requirements.

STANDARD REFERENCE CONDITIONS

TEMPERATURE

These alternators are designed for an ambient temperature of 55°C. For marine and other applications where
the ambient temperature is greater than 55 °C, the alternators must be derated to ensure that the actual
temperature does not exceed the specified maximum, Outputs are normally quoted at 55 ° C. These outputs
must be multiplied by the following factors for higher ambient temperatures.

TEMPERATURE MULTIPLIER
(°C)

60 0.95

ALTITUDE

Above 1000m the effectiveness of the air is reduced sufficiently to make derating necessary. For altitudes
above 1000m outputs must be multiplied by the following factors.

ALTITUDES MULTIPLIER

1,500 0.97

2,000 0.94

2,500 0.91

3,000 0.88

3,500 0.85

4,000 0.82

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

HUMIDITY

Machines are tropicalised and can successfully operate in high humidity levels. Correct choice of the
insulating materials and careful assessment of the impregnation varnish system and methods achieve this.

5. ALIGN MENT PROCEDURE OF ALTERNATOR WITH DIESEL ENGINE

1. Rotate the engine freely one or more round complete before alignment.

2. Check the engine crankshaft endplay and note down the end play (x). This should be measured with help
of dial bore gauge. Once the measurement is done keep the crankshaft towards vibration damper end.

3. Check the TIR (Total Indicative Reading) of flywheel housing. The check is mandatory if the engine was
taken for rebuild and housing was removed.

4. Record dimension “a” by using vernier calliper.

5. Apply little grease on flywheel pilot bore, as the rotor slides in the pilot bore during assembly as a guide.

Preparing the alternator for alignment: -

1. This alternator being a single bearing alternator Never ever attempt to rotate the alternator rotor when it is
in uncoupled condition as this may damage the windings of rotor/ stator. Alternator is shipped with rotor
locked by shipping bracket.

2. Remove the shipping bracket and mount the flex plates comprising of 8 nos. (1.2 thk) on the rotor by 8 nos
hex head bolts M20X55 long and torque them to 100 lb-ft torque. Engage alternator fan with outer diameter
of coupling.

3. Place the hand-operated jack properly to lift up the rotor and measure the distance between the rotor and
stator frame. This should be considered to be accurate when measurement in all the directions is equal. This
exercise should be made with a view to make the rotor shaft horizontal to axis of the alternator/rear bearing.

4. Now measure the endplay of rotor by playing the rotor shaft from rear end, note this play as “y” and
finally keep the rotor pushed to the rear end.

5. Measure the dimension “b” with the vernier calliper and note.

Dim “a” stand for distance between alternator stator spigot face &
flex plate face, which is fixed on rotor shaft.

Dim “b” stands for distance between engine adopter spigot face &
flywheel face.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

Shim selection:

1. if a> b then add up the shims between flex plate & Rotor shaft. These shims must have
thickness as, 0.1 mm, 0.25 mm, 0.5mm, 1.0mm, and 1.6mm.

2. Thickness of shims to be added :- (a-b) + (x+y)/2

3. Choose the thickness of shims nearest in multiples of 0.1mm so that both rotor and crankshaft
are at the centre of the travel in their bearing.

4. Two studs 5/8” unc x 100 mm long are to be fixed diagonally opposite in flex plate mounting
hole of engine flywheel.

5. Move/Tilt the alternator to locate studs that are fixed in flywheel, visibly with the holes in flex
plate.

6. 16 nos socket head cap screws M16X70mm to be used for holding stator frame of alternator
with adopter plate of engine with standard bolt tightening practice (diagonally opposite bolts).

7. Cummins supplied 2 nos out of 8no’s hex head bolt 1/2” unc x 3.5 inch to be inserted through
alternator fan, flex plate to flywheel. These bolts are to be partly tightened.

8. Both the studs are taken out safely through alternator fan.

9. Remaining all the 10 bolts are to be placed at vacated fixing locations. All the 12 bolts are to
be tightened at specified torque value followed by the standard tightening practice.

After assembly of alternator match the load characteristics.

If there is an abnormal change in the characteristics, then
attention is to be paid on the root cause.

6. PROTECTION OF BALL ROLLER BEARINGS

6.1 GENERAL

The ball bearing incorporated into CG Traction machines is of high quality and adequate capacity as
supplied by the leading bearing manufacturers. Every care is taken during assembly to ensure that
the correct fitting-tools are employed, and strict cleanliness observed, to achieve long and trouble-
free operation of bearings in service.

It is essential that equal care is taken of bearings, which may be subject to removal and replacement
during normal overhaul procedures, and of new bearings to be fitted when renewal is necessary.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

Bearings seldom break down as a result of normal usage; the most common causes of bearing failure
can be traced to mishandling, damage or stress set up during fitting or removal, dirt, corrosion, and
over or under lubrication.

ALWAYS CLEAN BEARING COVERS, CAPS AND HOUSINGS BEFORE

REMOVING BEARINGS, AND USE CORRECT WITHDRAWAL AND
REFITTING TOOLS.

The following information is a general guide to the care and use of roller bearings. More detailed
literature is obtainable from the appropriate bearing manufacturers.

6.2 FITTING AND REMOVING BEARINGS

1) The use of a press or extractor is preferable than to a hammer and drift whenever possible. It is
also preferable to immerse bearing in oil at a temperature of 100 °C for 25-30 minutes, or place in an
oven under the same conditions.

2) If it is necessary to hammer the tool when removing a shaft nut or bearing retaining nut, always
firmly support the shaft, to avoid shock-loading the rolling elements or races.

3) Never strike a bearing directly with a hammer; a mild steel or brass drift or tube should be
interposed between hammer and bearing. The end of the drift or tube in contact with the bearing
should be squared off and free from burrs.

4) Check bearing housings for signs of race creepage.

5) When using presses, extractors or drifts for the fitting/removal of bearings it is essential that no
load be transmitted through the rolling elements of the bearing.

6.3 INTERCHANGEABILITY OF BEARING COMPONENTS

Roller bearing components must not be inter changed.

NOTE: Bearing failure can occur as a result of accidental or indiscriminate interchanging of bearing
components. The component parts of individual bearings must be kept together at all times and not
mixed with other, similar, bearings and bearing components.

6.4 CLEANING AND ANTI-CORROSION TREATMENT

A. General Treatment

Avoid the temptation to spin a bearing after it has been removed from an assembly, and before
cleaning; this is to avoid compressing hard particles, which may be present in the lubricant, thereby
initiating track defects.

B. Bearings which should not be cleaned

MAINTENANCE MANUAL FOR SPIC‐AC/US
 TRACTION ALTERNATOR

Do not clean bearings, which are to be returned to the manufacturer for defect examination; such
bearings should immediately be wrapped in grease-resisting paper and boxed.

C. Cleaning the bearings

The importance of cleanliness when dealing with bearings cannot be too highly emphasised. The
parts must be scrupulously clean to enable accurate assessment of serviceability to be made and, if
found to be serviceable, it is of equal importance that they be maintained in a clean condition for
subsequent build into the assembly.

To minimise the risk or corrosion by handling, it is recommended that, so far as is possible,

operators should wear protective gloves during and after the cleaning process.

Bearings or components incorporating bearing surfaces, must in no circumstances be left in a dry

condition, or unprotected against corrosion.

Tri-chloro-ethylene, carbon tetrachloride, or paraffin should not to be

used for cleaning bearings, as any of these agents can promote corrosion.

D. Cleaning Equipment

Where large numbers of bearings are to be processed it may be advisable to provide separate
cleaning, rinsing and inhibiting tanks of a size appropriate to the volume of work. Each tank may be
constructed of mild steel and should be equipped with a drain plug. Wire mesh baskets or platforms
should be provided to hold the bearings clear of sediment in the bottom of the tank. The inhibiting
oil tank should be heated to 90 ° to 100 °C (194 ° to 212 ° F).

1) Initial cleaning tank

The tank should contain an adequate quantity of white spirit / gasoline and should be drained,
cleaned out, and refilled with fresh liquid whenever approximately 100 bearings per gallon of liquid
have been processed, or when excessive contamination is suspected.

2) Second-wash tank

Also to contain white spirit / gasoline and to be topped up with fresh, clean liquid to replace drag-out
losses.

3) Inhibiting oil tank

The tank to contain inhibiting oil such as shell Ensis 100.

4) Mineral jelly tank

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

The mineral jelly must be maintained at 80 ° to 90 °C (176 ° to 194°F) and be periodically topped
up to replace drag-out losses.

The tank should be cleaned out and refilled with fresh mineral jelly whenever contamination is
suspected.

E. Cleaning and temporary inhibiting

To minimise the possibilities of corrosion on the bearing surfaces during cleaning and subsequent
inspection, it is recommended that bearings should not remain unwrapped for more than 4 to 5 hours
while temporarily inhibited. Bearings should always be immersed in a horizontal position in the
cleaning and inhibiting fluids to avoid the retention of air pockets. Rotate the bearings during the
cleaning operation.

The following sequence of operations is recommended and should be carried through with the least
possible delay between each operation.

1) Wash the bearings in the initial wash tank using a bristle brush to remove all dirt or old lubricant.

2) Remove the bearings from the wash tank and allow draining for 5 minutes.

After the initial wash, carbonised bearings may be soaked in hot mineral
oil (90 ° to 100 °C, 194 ° to 212 °F); agitating the bearings slowly, from
time to time. Badly carbonised bearings may be cleaned in a strong
alkaline solution; see the appropriate manufacturer's instructions.

3) Completely immerse and wash the bearings in the second wash tank.

4) Remove the bearings from the tank and allow draining for 5 minutes.

5) Immerse the bearings in the inhibiting oil tank for temporary protection against corrosion.

6) Remove the bearings from the oil and allow thoroughly draining and cooling in still, dry, dust free
air.

At this stage, the bearings should be examined for Defects; however, if

some delay between cleaning and examination is unavoidable, the
components should be wrapped in grease resisting paper.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

F. Treatment of new bearings

New bearings should not be removed from the package until immediately before fitting. It is
preferable to remove the preservative from the rolling members and race surfaces by immersion in
the inhibiting oil tank as in E5 and 6.

G. Treatment after inspection

After inspection, again wash and inhibit the bearings as described.

If the bearings are not immediately required for fitting they must be wrapped in grease-resisting
paper or unsealed polythene envelopes. Bearing may be stored in this condition for up to 14 days.

Bearings to be stored for longer periods should be treated as follows: -

1) Totally immerse the bearings in the mineral jelly tank for approximately 10 minutes.

2) After cooling, dip the bearing a second time into the mineral jelly, remove immediately and wrap
the bearing In grease-resisting paper. Store in a dust tight box.

6.5 INSPECTION

After cleaning, bearings should be thoroughly inspected together with associated components, such
as seals. The housings and shafts from which the bearings have been removed should also be
examined. Thoroughly examine each bearing for visual defects such as rust and discoloration,
cracks, wear, indentations and bruising, and track defects. Bearings associated with electrical
machines may sometimes be found to contain craters or pits caused by electrical arcing. The craters
will have a centre of black, fused, metal. Unless the damage to the rolling element or track is
slight, bearings should be rejected.

A. Rust and corrosion

Rust on the rolling elements is not acceptable and the bearing should be rejected. Very light
corrosion pitting on the races may be accepted, depending upon the speed and loading of bearings.

B. Discoloration

Slight discoloration of the rolling elements or tracks is acceptable, but if the components turn blue or
brown, indicating excessive heat, the bearing must be rejected.

C. Cracks and fractures

In all cases, the bearing must be rejected

D. Flaking

Flaking appears when fragments of material have broken away from the bearing track. Subsequent
wear in the bearing due to increasing stresses is accelerated. Then bearing must be rejected.

E. Smearing

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION ALTERNATOR

Smearing is the result of the balls or rollers sliding rather than rolling in relation to the tracks ocage,
causing incipient seizure. The bearing should be rejected.

F. Wear

Excessive wear does not occur during normal operation of the bearing. It is generally the result of
misuse in fitting, external vibration when the machine is stationary - causing local shock-loading via
the rolling elements of the bearing, or the ingress of dirt, inadequate or incorrect lubrication is also a
contributory factor.

Non-operating surfaces

(a) Light rust may be removed with fine abrasive cloth, and the bearing thoroughly re-washed as
described Shafts and housings The shafts and housing associated with bearings undergoing
inspection should be examined for defects. Pick-up or scoring on surfaces, which make contact to the
bearing must be rectified by stoning or dressing.

Surfaces, which are worn below the drawing limits, should be built up if possible or the shaft or
housing renewed.

7. LONGITUDINAL SECTIONAL VIEW

Longitudinal section of Traction Alternator

MAINTENANCE MANUAL FOR SPIC‐AC/US
 TRACTION ALTERNATOR

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MAINTENANCE MANUAL FOR SPIC‐AC/US
CHAPTER V
POWER RECTIFIER

1. BRIEF SPECIFICATIONS

2. FUNCTION OF THE RECTIFIER UNIT

3. DESCRIPTION OF THE RECTIFIER UNIT

4. PRE INSTALLTION CHECKS AND COMMISSIONING

5. MAINTENANCE

6. LIST OF COMPONENTS

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 POWER RECTIFIER

CHAPTER V

POWER RECTIFIER

1. BRIEF SPECIFICATIONS

The Rectifier Unit Conforms to ICF spec. No. ICF/M/D/SPEC-349 R0 as per following brief specifications.

1. Rectifier Type : 3 Phase Natural Air Cooled Bridge type

2. No. of Bridge in Parallel : Three Nos.
3. Max. Continuous current : 750 Amps. D.C.
4. Max. One hour rating : 1000 Amps. DC
5. Starting Max. Current for 5 Min : 1200 Amps. D.C.
6. Max. Output voltage : 900 V.D.C.
7. Max. Ambient Temp. : 47C
8. Cooling : Natural Air Cooling
9. Mounting of Rectifier : On Board
10. Dimensions mm. (H x L x W) : 1350 x 800 x 450 without side panels
11. Weight : 270 Kgs. Approx

The On-Board mounted Rectifier Unit has been designed to feed the Traction Motor load of the SPICAC. It has
been designed to work on 660 Volts max, 3 Phase, 3 Wires AC Input supply derived from underslung alternator.
The Rectifier Unit has been designed to withstand shocks and vibrations encountered in service of a rolling
stock. It rectifies the three-phase AC voltage into a DC voltage. The equipment meets the requirement of IS:
7788.

2. FUNCTION OF THE RECTIFIER UNIT

The function of the Rectifier is to convert a three-phase supply into DC Voltage, for driving Traction Motors
connected in parallel across the Rectifier. Each of the three bridges are protected by Semiconductor grade Fuses
at the input. In case of a diode failure, the particular bridge is isolated by its fuses. The other two bridges
continue to supply the full load current to the Traction Motors. Hence, n-1 redundancy is built-in. Each of the
Main fuses have a smaller fuse called trip-fuse connected across it. When the Main fuse blows the fault current
is diverted to these trip fuses. These in turn clear the fault current and in the process operate a plunger, which
hits a Micro-switch. This condition stays latched and can be reset only by replacing the Main Fuse and the Trip
Fuse. The potential free N/O & N/C contacts of the Micro switches in turn operate a Contactor to give an
indication in driver’s cabin that a Fuse has blown. In a similar manner failure of a second bridge is indicated by
the operation of a second Contactor. In this condition the Control Circuit of the SPIC must reduce the maximum
load current. A single bridge will no longer be able to carry the full load current of the Traction Motors.
Suitable corrective action must be taken. The Rectifier is protected at the input and the output by suitable
Damping Circuits.

The Rectifier is cooled by natural air through the fins of the Heat Sink.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 POWER RECTIFIER

3. DESCRIPTION OF THE RECTIFIER UNIT

The Rectifier has an AC Input and the DC Output terminals are on front bottom side. The draws natural air from
the engine compartment from top and pushes down through the fins of the Heat Sink and is discharged to the
atmosphere through bottom floor.

The side panels of the rectifier unit are made of MS with backup of FRP sheet on inner side for creating higher
creepage path with live terminals of the unit. These are bolted to main frame.

AC & DC Power Terminals (busbars) are accessible by opening front lower panel and CT & PT Terminals are
accessible by opening rear lower panel.
The Diodes and Fuses are accessible by removing front upper panel. The arrangement is as shown below.

D10 D11 D12

FR1 FY1 FB1 BRIDGE ‐ 1
D1 D2 D3

D4 D5 D6
FR2 FY2 FB2 BRIDGE ‐ 2
D13 D14 D15

D16 D17 D18

FR3 FY3 FB4 BRIDGE ‐ 3
D7 D8 D9

Diodes D1 to D9 – Type OSD 595 N36SQ (With Red cover sleeve)

Diode D10 to D18 – Type OSD 595 P36SQ (With Blue cover sleeve)
FR – Fuses 725 A, 1000 V

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER RECTIFIER

4. PRE INSTALLTION CHECKS AND COMMISSIONING

4.1 RECEIPT INSPECTION

To facilitate transportation, the rectifier unit should be packed thoroughly in wooden crate. On receipt the crate
shall be checked for any damage. Any visible sign of damage should be reported to us. After unpacking check
the unit internally & externally for any visual damage. Any damage if found, should be reported to us.
.
During the period of unpacking and inspection it must be seen that the unit is not damaged. After unpacking
Insulation Resistance and HV Breakdown tests may be performed if necessary.

4.2 INSTALLATION

The Rectifier Unit should be lifted and placed in position using the 4 lifting eyebolts that fitted on top side of the
unit. Rectifier Unit should be fixed by the 4 mounting bolts and nuts.

Then connect

a. Input and output cables to the respective terminals

b. Control cables to the control terminal board

4.3 COMMISSIONING

The unit must be subjected to routine checkup including checking of the relevant connections. One has to go
through the technical particulars and general feature sections. After checking all the details the Rectifier Unit is
ready for use.

Before applying Main AC Power to rectifier, following procedure to be followed.

Now unit can be energized with 3 Phase AC Supply.

Initially the load may be at half the value for few hours. Check all the components and joints for any abnormal
heating or temperature rise or failure. The Load may be gradually increased, in steps till full load is reached. It
is suggested to report any abnormal behavior to the manufacturer.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER RECTIFIER

5. MAINTENANCE

Although due to sufficiently rated quality components and material very low maintenance is required for the
unit, but following steps will help in giving trouble free service.

Atleast once a month open the side panels and clean the dust & soots collected on panels and within the unit with
dry compressed air or any other suitable means

Check all electrical connections and mechanical assemblies. If found loose, refit it.

Check healthiness of rectifier fuses. Failure of fuse will be indicated by ejected plunger of corresponding Trip
Indicator Fuse. If found blown, replace both main and trip indicator fuse after rectifying cause of fuse failure.

Clean the Insulators with cloth / brush.

Check conditions of resistors and capacitors. Replace if found damaged.

In case of failure of diode, please follow following removal & refitting procedure.

Removal of Diode

Unscrew the lead of diode from busbar.

Remove the diode by removing the Allan bolts using suitable key.

Clean the diode with clean cloth. Check its healthiness. If found defective, use new one to replace it

Mounting of Diode

Clean the base of diode with clean cloth.

Apply a thin layer of silicon oil or good quality contact grease

Clean the surface area of heatsink on which diode is to be placed.

Using same/ same size Allan bolts refit the diode. Initially tighten bolts alternately half to one turn at a time so
that diode is clamped with equal force all over. Finally using torque wrench complete tightening of the bolts. The
specified torque limit is 1.7 to 2 KN.

Connect the end of lead on busbar.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER RECTIFIER

6. LIST OF COMPONENTS

Qty./Unit
S.No. Item & Type Manufacturer
(Nos.)
1 Rectifier Diode Type OSD 595 P 36SQ RUTTONSHA 09

2 Rectifier Diode Type OSD 595 N 36SQ RUTTONSHA 09

3 Heatsink Type HT350, 200 mm. long RUTTONSHA 09

4 Hole Storage Capacitor 0.47 MFD / 2000 V GE/ ICAR 18

5 Semiconductor Fuse 725A, 1000 V Type 170L 9598 BUSSMANN 09

6 Trip Indicator Fuse Type TI-1200 GE/BUSSMANN 09

7 Microswitch Type : 2K3B033018, 2 C/O KAYCEE 18

8 Diode Type A3FMR160 for fuse blow supervisory circuit RUTTONSHA 12

9 D.C. Contactor Type: MN022E - 110V.D.C Coil L&T/ SIEMENS 02

Potentiometer 10K, 1W, 10T (Type 3590) for fan speed
10 BOURNS 01
Control
GILBERT
11 Resin Cast Current Transformer 1000 / 5A Type RCT01 01
MAXWELL
12 Resin Cast Potential Transformer 1000 / 125V Type RCT01 01

13 Fuse Link 2A , 415VAC Type NSD 2 BUSSMANN 01

14 AC Damping Capacitor 25 MFD / 660 V ICAR / GE/ YASH 12

15 DC Damping Capacitor 10 MFD / 500 V ICAR / GE 04

16 Earthing Capacitor 0.1MFD 1200VAC Type FMD 52 El-Ci_Ar 24

17 AC Damping Resistors 5 Ohm / 300 Watts W/W 03

IRESCO/PEC/
18 DC Damping Resistor 2 Ohm / 200 Watts W/W SURE/ KIYOSH 01

19 DC Damping Resistor 50 KOhm / 50 Watts W/W 01

MAINTENANCE MANUAL FOR SPIC‐AC/US

 POWER RECTIFIER

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MAINTENANCE MANUAL FOR SPIC‐AC/US
CHAPTER VI
TRACTION MOTOR

1. GENERAL INFORMATION

2. TECHNICAL DATA

3. CONSTRUCTION

4. ERECTION AND COMMISSIONING

5. MAINTENANCE AND INSPECTION

6. RECONDITIONING AND REPAIRS

7. MAINTENANCE SCHEDULE

8. TROUBLE PHENOMENON AND REMEDIES

9. INSPECTION SCHEDULE

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 TRACTION MOTOR

CHAPTER VI

TRACTION MOTOR

1. GENERAL INFORMATION

The traction motor type TM2141C is a four pole self ventilated machine with a built in fan for DEMU / DETC
(Diesel Electric Multiple Unit / Diesel Electric Tower Car) Application. The machine is mounted on the Axle
with the help of taper roller suspension bearings. The general information about the traction motor is as
illustrated below.

Model : TM2141C
Type : Self-Ventilated
Field : Series Field with Commutating Poles
Field Strength : 100%
Continuous Rating : 187 kW (input), 600Volts, 340 Amps,
1520Rpm, (100% Field Strength)
Application Rating : 111 kW (Input), 327 Volts, 340 Amps,
(Continuous) 840 Rpm, 100% Field Strength
Reduction Gear : Single Reduction (91/20)
Clearance between Gear : 140 mm
case & top of rail with new
wheel diameter.

1.1 FEATURES

– The tractive effort is transmitted from the traction motor to the axle through a single reduction gearing.
– The traction motor is of the Self-ventilation system with the built in Fan sucking air through the Filter
Ducting Arrangement.
– The traction motor is of four poles, series wound with commutating poles.
– The Armature and Field windings are of class 200 insulation.
– The tungsten inert gas (TIG) welding is used for connecting Commutator riser to Armature Coil Leads
for better reliability.

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2. TECHNICAL DATA

The maintenance of the traction motor should be conducted with respect to the following technical data:

2.1 SPECIFICATIONS

a. Model number : TM2141C

b. Type-form : Enclosed, Self-ventilated type
Series excitation with commutating poles
c. Poles : 4
d. Insulation Class : Class-H
e. Continuous Rating : 187 kW, 600 V , 340 A, 1520 rpm

2.2. RESISTANCE VALUES : At 20°C At 115°C

Armature winding : 0.0114 Ω ± 5% 0.0156 Ω ± 5%

Series field winding : 0.0128 Ω ± 5% 0.0176 Ω ± 5%
Commutating pole winding : 0.0084 Ω ± 5% 0.0115 Ω ± 5%

2.3 ARMATURE DETAILS

Core diameter : 406.4 mm

Core length : 330 mm
Brg. to Brg. distance : 795.00 ± 0.20
(Outer face of Distance Collars)

2.4. ARMATURE BANDING

Material : 0.33TK x 25 wide (Glass Banding Tape)

Turns on PE winding : 100 Nos. Approx.
Turns on CE winding : 100 Nos. Approx

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2.5 ARMATURE BEARINGS

Pinion side Commutator side
Type of bearings : NU324EMC4 NH314EMC4
Manufacturer : SKF/FAG SKF/FAG
or Equivalent or Equivalent

Radial clearance of free : 0.125/0.165mm 0.090/0.125mm

bearing when new (internal)

2.6. COMMUTATOR

Diameter when New : 280 mm

Minimum usable Diameter : 260 mm
Mica thickness : 1.0-mm nominal
No. of Commutator Bars : 200 Nos.
Avg. Voltage between bars : 12 V.
Reactance Voltage : 2.3 V at Cont. Rating
3.8 V at Max Speed, Max Voltage Point
2.7. CARBON BRUSHES

Numbers per brush holder : 2.

Brush grade : EG14D
Brush type : Split
Brush size : 20 mm x 40 mm Split x 57 Lg.
Brush spring : Max.3.2kg/brush
Pressure Min.2.8kg/brush
Brush wear limit : Brush rejection length is 32 mm

2.8. BRUSH HOLDERS

Number per motor : 4

Clearance bottom of brush : 3 mm Nominal
holder to commutator
Sparking tip gap : Adjustable, Nominal 12mm

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2.9. POLE BORES (AVERAGE)

Main pole (at center) : 420.12 mm (Nominal air gap = 6.86mm)

Commutating pole (at center) : 412.20 mm (Nominal air gap = 2.90mm)

Tolerance allowed on the Pole Bore Dim is ± 0.2 mm.

2.10. LINER AT BACK OF POLE

Main pole : 1.0-mm nominal (Magnetic steel)

Commutating pole : 4.6 mm brass + 2.1 Mag. Steel

2.11. GEAR CASE

Initial charge of Lubrication : 6.5 Kg Max.

3.5 Kg Min

Type of Gear-case compound : HP Gear tak 2. or

Bharat Camex Compound .F

2.12. WEIGHT

Motor with pinion : 1800 kgs.

Armature : 600 kgs.
Gera Wheel : 150 kgs.
Gear case : 90 kgs.

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TRACTION MOTOR TYPE TM2141C

LONGITUDINAL SECTION DRAWING

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3. CONSTRUCTION

The basic construction of the traction machine is illustrated in the Longitudinal section drawing indicating the
components used. The motor construction can be divided under the following heads.

1) Armature
2) Stator with coils & End-frames
3) Suspension Bearing
4) Gear-case, Gear, Pinion etc

3.1 ARMATURE

ARMATURE SHAFT

The shaft is manufactured & ground from Ni. Cr. Mo. Steel to BS 970 EN-25 "V" Bars forged material, which is
ultrasonically tested to avoid any flaws in the raw material for better reliability.

ARMATURE CORE

The Armature core is built up of coated electrical sheet laminations to reduce the eddy current losses.

ARMATURE END-RINGS

The Cast Steel Armature End-ring supporting the Core at pinion end has a mounted lightweight Fan for
ventilation. The material of the armature end-ring is forging for withstanding the load. The End-ring on the
commutator end is also manufactured from the Forged Material. The fan sucks the air from the commutator end,
which travels from the armature core through the End-rings & escapes from the openings provided on the pinion
end.

COMMUTATOR

The Commutator is built up with silver bearing copper Commutator bars with the alkyd vinyl bonded mica.
Commutator Hub & Commutator End-ring are of forged type. The anti-creepage PTFE Sleeves is fitted on the
exposed portion of the Steel Vee-Ring.

ARMATURE WINDING

The armature winding is lap wound type providing four parallel paths. The armature power coil conductors are
kapton-covered conductors for better performance. The armature is insulated & wound with class "H" insulation
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material. The resi-glass banding at both the overhang portions is done with the banding machine under tension.
Complete wound Armature is subjected to Vacuum Pressure Impregnation (VPI) in solvent less polyester resin.
The Armature Coils are held in the slot portion with the help of slot wedges.

EQUALIZER WINDING

The equalizer winding provides for 50 % Equalization.

ARMATURE BEARINGS

For the armature bearings installed at both commutator and pinion sides, a sealed type cylindrical roller bearing
with an additional advantage of intermediate grease refilling systen is employed. At the commutator side, Type
NHJ314EMC4 roller bearing is used and at the pinion side, type NU324MC4 is used. These armature bearings
can be operated for 3 years duration without dismounting.

ARMATURE BEARING COMPONENTS

The armature bearing-greasing labyrinth consists of forged bearing components accurately machined. The extra
firm variety felts are provided in the grooves of the end frames to prevent the lubrication leakage. The distance
collars at both the ends are shrink fitted, for the adequate location of the armature roller bearings. The grease
thrower at the Pinion end is shrink fitted outside the Bearing Cover P.E for protection against the ingress of
dust/Gear Case Compound.

3.2 STATOR

MAGNET FRAME

The magnet Frame is of casted type, with the terminal box provision for the main lead terminations. The frame
pole pads are machined accurately to avoid any variations in the pole bores thereby affecting the air gap. The
magnet frame is provided with a bracket for vertical mounting of Gear-case which also provides support to the
top half of Gear-case.

MAIN POLES

The main pole cores and coils are potted to the core with solvent-less polyester resin for better performance &
mechanical endurance. The Main Pole coil is of flat wound type with the frame side coil with 10 turns &
armature side coil with 9 turns. The coils are connected by brazing. The two open coils (N-pole) have the
terminals integral with them whereas the two crossed coils (S-poles) have terminals brazed with them. The main
pole field coils are of construction as illustrated in the fig.

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COMMUTATING POLES

The Commutating pole core and coils are also potted with solventless polyester resin. The Compole coil is of 16
turns wound edge-wise. The terminals & connectors are of robust design to avoid the failures under
vibrations/impact. The Compole connections are made from the flexible cables.

BRUSH HOLDER AND CARBON BRUSHES

This motor is 4-pole type motor and the brush holders are mounted on the frame pads by bolting arrangements.
The brush holders and carbon brushes can be inspected by inspection windows provided. The brush holders are
mounted on the frame pads by two insulating rods. The Brush Holders are manufactured from High tensile Brass
castings. The Carbon brushes of EG14D are of split type for smooth commutation.

END-FRAMES

The end-frames at both the ends are of Cast steel with the P.E. end-frame having the provision of integral arm
with the body for supporting the gear-case.

TERMINAL BOX

The terminal box has been provided in the centre location. The crossover line is fixed to the insulating rod and
lead supporter is used at the outlet of lead wires on the fitting-out side. On the reverse of the terminal cover, the
packing is stuck to prevent dust from coming into the terminal box. Four Main cables come out in the terminal
box which are connected in the sequence of A, AA, FF, F, E when viewed from the front with the Pinion side on
the right side & commutator side on the left.

3.3 MOTOR SUSPENSION ARRANGEMENT

The Motor Suspension on axle consists of taper roller bearings and suspension tube. The suspension tube
arrangement replaces the traditional use of axle caps & also avoids frequent maintenance. The use of taper-roller
bearings in the suspension arrangement allows the motor to run at high speeds.

3.4 GEAR CASE, GEAR WHEEL & PINION

GEAR CASE

The gear compound is filled from the inspection cover installed on the gear case. The Gear case is fabricated
type with the assembly in two halves i.e top & bottom half for ease in assembling & dis-assembling. The Top
half of gear-case is vertically supported and mounted on frame and end-frame arm PE. The bottom half is
horizontally bolted with frame and mounted on end-frame arm on PE side.
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EARTHING LEAD ASSEMBLY

The earthing lead assembly is installed on the M8 tapped hole provided on the Magnet Frame.

GEARS & PINIONS

The gear & pinions are manufactured by BS 970 En 354 Case carborised steel conforming to RDSO Spec.
MP280009. The gears & pinions are machined in accuracy grade of 6 of BS 235:1987. The gear ratio of 20:91
has been adopted to suit the requirements of the Diesel Electric Multiple Unit application. The Bellow
arrangement provides the inlet for the air through the Commutator end, which escapes through the Pinion end.

3.5 EARTH BRUSH AND EARTH BRUSH HOLDER

The earth brush holder is installed in the terminal box of the magnet frame. The earth brush is made of metallic
carbon and pressed to the axle by the coil spring.

4. ERECTION AND COMMISSIONING

4.1 COMMISSIONING PRE-CHECKS

Before the motor is mounted on the bogie there are certain checks which need to be performed to assure a
reliable service in future. They are mentioned as underneath:-

4.1.1 LIGHT RUN OF MOTOR AT 1000 RPM

Subject the motor to a light run for 30 minutes to check that it runs freely and with quiet bearings. Also record
the Bearing temperature at both the ends. The vibration level of the motor should also be within the permissible
values of 30 microns.

IT IS NOT ADVISABLE TO RUN BEARINGS AT HIGH SPEED UNDER

LIGHT LOAD CONDITIONS FOR LONG PERIODS BECAUSE OF THE
POSSIBILITY OF ROLLER SKID, WHICH MAY CAUSE SCUFFING OF
THE TRACK AND ROLLER SURFACES.

The motor shall be subjected to a run at no load as per the test schedule & corresponding voltage & current shall
be recorded, the readings must be comparable to the values declared in the test results.

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4.1.2 MEASUREMENT OF INSULATION RESISTANCE

The Insulation Resistance of the windings of the motor (complete) shall be recorded with 1 kV Megger. In no
case the IR Value should be less than 50 Mega-Ohms. In case the value is below the recommended value, the
individual windings should be separated & IR value of individual windings should be checked.

4.1.3 MEASUREMENT OF COLD RESISTANCE

The cold resistances of the different windings i.e. Armature, Main Pole and compole windings should be
measured with the help of the VI method and the variations in the values shall not be more than 5% of the
nominal prescribed values. The Armature winding resistance is measured across the 30 Commutator bars through
the inspection window and then the resistance so obtained is to be multiplied by (50/30) = 1.667 to get the
complete Armature winding resistance.

4.2 ASSEMBLY AND ERRECTION

As regards the assembly of the various other components on the traction motor i.e. Gear case, Pinion and locking
plate, Earthing Brush assembly etc., refer to Reconditioning and Repairs. The Earth lead assembly is to be
fixed along with the copper washer & M8 bolt on the M8 tapped hole provided on Top of the Magnet frame.

5. MAINTENANCE AND INSPECTION

These checks are to be performed in the condition where the main motor has been installed on the truck.

5.1 BRUSH HOLDERS AND CARBON BRUSHES

The brush holder and carbon brush are important components in particular and have a great effect on
commutation. It is therefore necessary to always perform correct maintenance for obtaining normal operation.

If dust worn powders of carbon brush etc. enter between the holder case pocket and carbon brush and the motor
is operated in the sticking state of carbon brush poor contact with the commutator surface is caused and results in
poor commutation and/or flash-over from time to time. Therefore, in the check of brush holder, blow out the
holder case pocket with air and wipe with a dry cloth carefully.

Contamination of surface of insulating rod may cause a creeping short-circuit. So it should be cleaned by white
gasoline-infiltrated rag as frequently as needed.

In case that the surface of insulating rod has been roughened by flashover etc. correct with emery paper and
clean. If the surface is heavily damaged and cannot be corrected by emery paper and also, crack or seizure is
found in the insulating rod, replace with new one.

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The carbon brush in the traction motor is tilted, clearance between holder case pocket and carbon brush increases
in the revolution. So, check to see as required that the pocket dimension of brush holder case and carbon brush
dimension are as specified. If the pocket is found worn beyond the maximum wear limit, replace it with new one.

The quality (material) and shape of carbon brush have a great effect on commutation therefore the specified one
must be used without fail. If any carbon brush of different material is used then, it may cause poor commutation,
unusual wear, damage of commutator surface etc. So never use any carbon brush made of different material from
that in use.

Brush Holder: Side view

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Brush Holder: Top view

Check if the carbon brush has such length that it can be used sufficiently till the next check.

Check for Crack in the Carbon brush.

There shouldn’t be break of the pigtail (lead wire of carbon brush).

There shouldn’t be any looseness, drop-off etc. in the tamped part of pigtail.

The-carbon brush shouldn't be left seized in the holder case pocket.

Contacts of the carbon brush and commutator should be proper in condition.

If the carbon brush can no longer be used till the next check because of wear, replace it with new one. If the
dimension is found equal to 37 mm during the check of carbon brush, it may wear down to 32 mm-wear limit,
before the next check comes round. All such carbon brush should be replaced.

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Carbon Brush

After inserting the carbon brush into the pocket of brush holder try to move the carbon brush up and down and
make sure that it moves smoothly.

When setting the brush spring after inserting the carbon brush into the brush holder be careful so that the lead
wire (pig tail) of carbon brush is not caught by the spring.

When the worn out carbon brush has been replaced with new one, make slide fitting so that the carbon brush
contacts the commutator surface correctly. For making slide fitting of the carbon brush, move emery paper along
the commutator surface with the sand side of the emery paper applied to the brush and repeats this procedure a
few times.

HANDLE GENTLY IN MAKING SLIDE-FITTING TO AVOID DAMAGE

TO THE COMMUTATOR SURFACE.

After completion of the slide-fitting blow away brush powder with compressed air.

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Tighten the terminal bolts of carbon brush lead wires securely.

The brush holders are fitted on the Magnet frame Brush gear mounting pads. Carbon brushes can be inspected
through the Inspection Cover openings provided on the frame. The latch type inspection covers provides access
to the brush holders.

DO NOT RELEASE THE BRUSH SPRING FROM HAND SUDDENLY

OR DO NOT DROP THE SPRING OFF THE SPRING SUPPORT. THIS
MAY BREAK THE CARBON BRUSH.

5.2 COMMUTATOR

As long as commutator is operated in good condition a film with a certain luster is formed on the
commutator surface. However, if a brush made of different material is used or dust gets on the surface,
ideal film won’t possibly be obtained. Unless otherwise wear of the brush, rough surface of the
commutator, stepped wear of the commutator, etc. are caused, there is no need to be concerned about the
film on the commutator.

Moreover, if such abnormalities occur, perform the maintenance of commutator. Moreover, after turning
the commutator the gap between the commutator and brush holder shall be ensured by shifting the
support block for the brush gear assembly towards the commutator side along the oblong hole provided
in the support block and then ensuring the torquing of around 12kg-m.

The securing block is welded on the brush gear mounting pads on the traction motor magnet frame
which become integral with the magnet frame. Also the securing block and the support block have
serrated faces (16 T.P.I) for ensuring proper grip.

The anti-creepage PTFE coated support spindles support the brush holders on the support block. Also the
sparking tip arrangement is provided on the brush holders and end frames with a nominal gap of 12 mm.
The dimension of the center line of the carbon brush from the top of the serrations of the securing block
is critical and should be maintained as shown in the fig.

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5.3 GEARCASE AND LUBRICATION

The maintenance checks of gear case and gear lubrication oil should be made placing importance on the
following aspects:

Open the Oil filler cap & check the Gear compound level.

Gear Case – Bottom half

When checking the Gear Compound level, if it is checked immediately after stop of the train, it will be
felt as if the gear compound is short. So, check the level after 20 to 30 minutes have elapsed, so that the
complete compound collects in the Gear case.

When supplying the compound, heat it to 60 – 80 °C (so that it can flow smoothly)

After the gear oil has been supplied, keep it for 20 to 30 minutes with the motor left in its stationary
state, and then check the compound level.

Check to see that there is no leakage of the gear compound. If any leakage of the gear compound is
discovered or consumption of the compound is considerably heavy, the felt sealing of gear case might
have worn off. So, check for drop - off of the sealing by removing gear case.

Check for obstructions of the breather. If it is discovered clogged with something, blow it out with air.

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Gear Case – Top half

Check for looseness of the gear case mounting bolts and for cracks in the gear case.

5.4 GEARCASE CHECKING

During the first few weeks in service, check the level of lubricant every week on several vehicles
and look generally for any sign of leakage. All checks should be carried out with the Gear case
warm after a run, but after allowing a short period to settle the lubricant. Continue these weekly
checks until the lubricant level has fallen to the minimum permissible as indicated by the dipstick,
note the time lapse. The shortest time interval on the representative batch of vehicles may be used
as a basis for the lubrication schedule, after allowing a safety examination. Thus, if the shortest time
interval is two months, specify topping up at monthly intervals.

5.5 ARMATURE BEARINGS

Since the armature bearing is an important mechanical part, it must always be kept in good
lubricated state. For this, a regular maintenance is essential. In the routine check, check for unusual
sound, oil leak etc. during rotation of the bearing and re-supply grease every year. At the time of
overhaul, exchange the whole grease.

SOUND OF BEARINGS

a. In the operation, always pay attention to the working sound of the traction motor and if any
unusual sound and/or vibration are observed, stop the operation immediately, dismount the motor
and look for the real cause carefully.

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b. When the traction motor is removed from the truck be sure to perform the running light test of the
motor and check for unusual noise. Check for the noise applying a noise detector bar to the outside
of side cover nearest the bearing at both pinion and commutator sides. In this case even for other
few motors check for noise. When comparing the working sound of these motors with each other, it
can be judged easily whether the sound is different from the usual one.

5.6 REFILLING OF GREASE

a. The grease to be refilled intermediately should be of the same kind as that used
in assembly.

b. The intermediate refilling intervals and the amount of grease refilled should be
as described in the Chapter Reconditioning and repairs.

5.7 EXAMINATION OF GEARS

Whenever a gear case is removed from a motor, examine the gears carefully. They should be coated
uniformly with lubricant, which should show no sign of being contaminated with dirt or water.

If the gears are to re-enter service immediately clean thoroughly using xylol or a similar solvent
applied with a brush. Wipe with a cloth afterwards. If the gearwheel is likely to stand for a time,
clean only ten to twelve teeth spaced equally round the periphery, leaving lubricant on the reminder
of the gearwheel as protection. After examination, if the condition of these cleaned teeth is
satisfactory, recoat them with gear compound.

The teeth should be free from cracks and the flanks should have a uniform, unscored polished
appearance. The tooth profile should be substantially the same as that of a new gear. If a gearwheel
has chipped, broken or badly worn teeth discard it and fit a new gearwheel.

Ensure that, as far as possible, gearwheels are returned to service with the pinions with which they
were meshed originally. Do not over fill the gear case, which may flood the PE armature bearing
and cause premature bearing failure. Use the opening provided on oil filler unit for measuring the
maximum lubricant level.

ENSURE ALSO ON NO ACCOUNT, LUBRICANT LEVEL GOES BELOW

THE MINIMUM LEVEL. USE DIPSTICK FOR MAINTAINING
MINIMUM LEVEL.

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Gear and pinion is to be critically examined before allowing them further for service.

PRECAUTIONS

Whenever a gear or pinion wears significantly there is step created near the root of the tooth where the
tip of the mating tooth runs out of engagement. If the gear center distance is exactly correct, this step
will occur at the lowest point of contact between the mating teeth. However the gear center distance
cannot be controlled exactly in service due to axle bearing wear. As the gear center distance spreads, the
teeth become further out of alignment, this forms step at varying depths.

If the same gearings are used there will be very severe tip loading of the tooth and very poor profile at
the root end of the tooth. This can cause severe noise, vibration and premature failure. The step is to be
dressed up with the help of small hand grinder. Care should be taken during the grinding operation not
to under cut the tooth. Step should be removed before checking the profile of the tooth by profile gauge
otherwise faulty readings will occur.

GEAR TOOTH WEAR

Gear tooth wear is measured by scaling the width of the land or tip of the tooth. The gear wheel and
pinion should be removed from service when width at tooth tip or maximum wear per flank measures
less or more respectively than the following limits:

Gear Wheel Pinion

Min Tip Width Max. wear per Min.Tip Width Max. wear per
flank flank
1.8 mm 1.8 mm 0.8 mm 1.8 mm

PROFILE DEVIATION LIMIT

The maximum profile error on any worn gear wheel when checked by a profile checking gauge should
be within 0.2 mm to 0.4 mm Gears/Pinions having more deviation in profile than above should not be
used.

Feeler gauges of .05, .1, .15, .2, .25, .3, .4 mm thickness may be required for this purpose. Profile
checking gauges can be made as per the instructions given below:

Instructions for Making Gear Tooth profile gauge (using a new gear as a pattern)

1. Be sure that the gear used as a pattern is new. The gauge can only be as accurate as the gear from which
it is made. The gear should be thoroughly cleaned before using as a pattern.
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2. Make a "partial" mould. The gear itself will complete the mould.

3. Wax all surfaces, which will receive the moulding compound with silicone wax CP mould release. This
material is made by the Chemical Development Corporation 53 endicott St. Danvers, Mass U.S.A.

4. Lay the pinion or gear on a flat smooth waxed surface with the bore vertical. If a table is not available
make a flat plate and clamp it to the side of the gear or pinion.

5. The pinions are made with tapered teeth that are the tooth is thicker at the outboard (small-bore) end
than at the inboard (large bore) end. The pinion should be laid on the flat surface, with the outboard
(small-bore) and face down. Thus the gauge will be moulded to fit the thicker end of the tooth.

6. Place the partial mould in position against the tips of the teeth. Make sure that all the surfaces that will
contact the moulding compound have been coated with wax as described. The partial mould and the
pinion should be clamped in position with "C" clamps to prevent anything from disturbing their position
during the hardening process.

7. Mix eleven (11) parts of Ren Die Surface Coat RP-3260-B with one (1) part of Ren die Surface Coat
Hardner RP-3260-B by weight. These materials can be obtained from Ren Plastic Inc. P.O. Box. 1256,
Lansing 4, Michigan, U.S.A.

8. This is a modified epoxy resin which has a pot life of about 30 minutes at room temperature after the
hardener is added.

OBSERVE THE PRECAUTIONS STATED ON THE CAN, ESPECIALLY

AVOIDING ANY CONTACT WITH THE SKIN.

9. Pour the thoroughly mixed resin into the mould until full. Allow the mould to set for several hours,
preferably 12 hours or more.

10. Remove the parts of the mould the pattern pinion or gear the partial mould and the plate, if one was
used. Care should be taken to slide the plastic off the end of the gear teeth so as not to disturb the
profile surface of the newly moulded gauge.

6. RECONDITIONING AND REPAIRS

6.1 REMOVAL OF PINION FROM SHAFT

Two methods of pinion removal have been arranged

(1) Injection method

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(2) Mechanical

The second method is intended to be used when the injection equipment is not available. When using the
injection equipment, it is not necessary to remove the armature from the magnet.

a. REMOVAL OF PINION USING INJECTION EQUIPMENT

This method is recommended for the withdrawal of the Pinion from the shaft, as it is superior to the mechanical
method of withdrawal.

Special Tools Required: Injection Equipment.

TO PREVENT PERSONAL INJURY, SOME LOCKING DEVICE/PLATES

SHOULD BE USED, TO RETAIN THE PINION AS IT RECOILS DURING
THE RELEASE PROCESS.

Couple up the injection equipment. Prime the pump with glycerine and continue pumping until the pinion
releases.

Disconnect the injection equipment from the shaft and remove the pinion. Blow out the holes in the shaft and
fit the plug for protection.

Glycerine is used by `Brush', but the standard recommended use is oil.

b. REMOVAL OF PINIONS MECHANICAL METHOD

This method is not recommended for the Pinion withdrawal.

Special Tools Required: Withdrawal Tackle, Packing Peg, Hammer etc.

Attach the withdrawal tackle to the pinion, tighten the nuts on the studs and strike the release pawl with a heavy
lead hammer, tightening the nuts until the pinion releases.

IT IS NOT ADVISABLE TO STAND IN LINE WITH THE SHAFT

DURING WITHDRAWAL OPERATION SINCE THE RECOIL, WHEN
THE PINION IS RELEASED MAY CAUSE PERSONAL INJURY.

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6.2 MOUNTING PINION ON SHAFT

When mounting the traction pinion on the shaft, great care must be taken and the following procedure should be
adhered to: -

Ensure that the shaft and bore of the pinion are free from burrs and irregularities; these should be polished out
with grinding paste. Remove any sharp edges from the oil distribution channel on the shaft.

Thoroughly clean the injection holes and fitting surfaces with white spirit.

Check the bed of the fitting surfaces using a light smear of Prussian blue paste. A minimum of 85% bed
uniformly distributed is required and should be obtained without lapping. Remove the pinion and thoroughly
clean the bore and shaft.

Gently "feel on" the pinion ensuring that it is home on the taper.

Using suitable gauges, measure the dimension between the end of the shaft and the face of the pinion. Record
this figure for comparison purposes after final pinion fitting. Suspend the pinion in a thermostatically controlled,
free circulating oven or use Induction Heater to attain the above temperature on Pinion Bore. Heat the pinion to a
temperature of 140 °C to 160 °C above ambient, for at least 6 hours in the Oven.

Remove the pinion from the oven, quickly wipe the bore clean and slam the pinion on the shaft. Allow the shaft
and pinion to cool to room temperature. Measure the distance from the end of the shaft to the face of the pinion
and subtract this dimension from the one previously recorded. The figure obtained is the advance of the pinion
along the taper and must fall between the limits 2.6 mm to 2.9 mm. If the correct advancement is not obtained,
remove the pinion and reheat, making the necessary temperature adjustment. Fit the nylon plug in the injection
hole.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION MOTOR

6.3 WITHDRAWAL OF ARMATURE FROM MOTOR FRAME

Special Tools Required:

 Outer Race Retaining Ring,
 Guide Plug
 End frames Support Tackle

Clean all external parts of the motor before proceeding to dismantle. Lift all the brushes and wrap suitable
protection around the commutator face.

At the commutator end remove the bearing cap, using three M12 forcing off screws, the clamping plate, locating
ring and grease deflector.

Fit the outer race retaining ring and armature guide plug.

Fit the lifting eye adapter, End frame support tackle and the lifting eye. Turn the motor on end, commutator end
downwards, and rest it on suitable packing blocks. Using a spirit level accurately set the motor axis vertically.
Attach crane hook to the lifting eye and raise crane sufficiently to take up the strain.

Unlock and remove the six M20 screws and lock washers securing the pinion end to the motor frame.

Use three M20 screws to jack the endframe spigot clear at the same time raise the crane to take the weight of the
armature.

When the end frame is clear of the motor frame, carefully lift the armature clear and place it horizontally on
timber blocks, approx. 350 mm high.

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 TRACTION MOTOR

Motor raised in vertical condition Armature being lifted from Stator

6.4 EXTRACTION OF PINION END ARMATURE BEARING

Special Tools Required:

 Outer Race Bearing Withdrawal Tackle
 Race Bearing Withdrawal Tackle.
Withdraw the armature from the motor frame, using the procedure described in the previous section.

Dismantle the armature lifting tackle, and remove the pinion from the armature shaft, as described in the relevant
section.

Remove the bearing cover using two M12 forcing-off screws.

Release the grease thrower from the armature shaft using injection equipment.

Remove the grease deflector.

Slide the end frame off the armature shaft. The bearings outer race and roller cage will come away with the
housing, leaving the inner race on the shaft.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION MOTOR

Fit the outer race withdrawal tackle. Ensure that the claws remain correctly located, while extracting the bearing
from the endframe, otherwise the rollers will be damaged.

To remove the bearing inner face from the shaft, the withdrawal tackle should be assembled as shown. Ensure
that the billets remain securely clamped in their correct positions while the withdrawal nuts are progressively
tightened.

Inner race removal (Commutator End)

Inner race removal (Pinion End)

Outer race removal (Pinion and Commutator End)

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 TRACTION MOTOR

6.5 ASSEMBLY OF ARMATURE BEARINGS

Ensure that the bearing housing of End frames is perfectly clean and free from caked grease etc. Check the felt
grease seals in the outer race pressing ring (PE), and replace if necessary. The felts must be cut accurately and
square (6mm x 6mm). When fitting, secure them in the grooves with Anabond binder or some adhesive. Allow
some time for the adhesive to set, then lightly oil the felt seals with lubricant.

NOTE: It is essential that the procedures referring to roller bearings be observed.

1. Fill the bearing housing cavity with grease.

2. Thump grease between the rollers and onto the cage at the back of the bearing.
3. Fit the bearing in to the housing with the identification marks facing outwards.
4. Ensure that the outer race is pressed right home to the locating shoulder.
5. To fit the inner race, heat it to 90 - 100 °C by immersion in an oil bath.
6. Ensure that the shaft seating is clean and unblemished and slip the race into position while hot.
7. The race to be fitted with identification marks outwards.
8. Hold the race in position against its distance collar until it has contracted sufficiently to grip the shaft.
9. Using a tabular drift, tap the inner race when at ambient temperature to ensure that it is hard up against
the distance collar.
10. The PE and CE distance collar may be machined in the assembled condition on the shaft to maintain the
perpendicularity and the bearing to bearing distance (see TECHNICAL DATA) for achieving limited
value of bearing run-outs.

RECOMMENDED BEARING GREASE FOR THE ARMATURE BEARINGS

1. TYPE:-SERVOGEM RR3 OF IOC OR HP LITHION 3

QTY. OF GREASE (FOR INITIAL FILLING)

PINION END : 0.400 kgs approx.

COMMUTATOR END : 0.165 kgs approx.

2. REPLENISHING QUANTITY & PERIOD

PINION END : 0.06 kg approx. (every 4 months)

COMMUTATOR END : 0.03 kg approx. (every 4 months)

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 TRACTION MOTOR

6.6 BEARING ASSEMBLY WITH END FRAME

Special Tool Required: Endframe Support Tackle.

If it was necessary to dismantle the pinion end bearing, fit the Pinion end frame, with outer race and roller cage
assembled, on to the armature shaft, and carefully slide the rollers on the inner race. Thump grease between the
rollers and onto the cages at the front of the bearing.

Fit the grease deflector and pack the space between bearing and deflector with grease.

Heat the grease thrower to 125 °C above ambient and fit it on the shaft to abut against the bearing inner race.
Retain the grease thrower in this position until it has cooled. Ensure that the bearing cover is clean and the grease
drains clear. Apply ‘jointex’ sealing compound & packing (Nitrile Rubber) to the joint faces of the endframe and
bearing cover and secure the cover with M12 screws and spring washers. Fit the endframe support tackle and
lifting eye.

6.7 ARMATURE ASEMBLY INTO MOTOR FRAME.

Special Tools Required:

 Outer Race Retaining Ring
 Guide Plug.

1. Fit the CE endframe spigot, with outer race and roller cage assembled, in to the motor frame.
2. When the end frame is fully – home, secure with M20 screws and bend the locking washers.

3. Fit the outer race-retaining ring to the End frame.

4. Turn the motor frame on end, commutator end downwards, and rest it on suitable packing blocks using a
spirit level, accurately set the motor axis vertically. Fit the armature guide plug to the shaft. Attach a
crane hook to the lifting eye on the armature and lift the armature to a vertical position.

5. Carefully lower the armature into the motor frame, ensuring that the rollers do not damage the inner race
at the commutator end.

6. When the pinion end frame spigot enters the motor frame, pull it fully home by means of the five M20
fixing screws secure the screws by use of locking washers as shown.

7. Carefully turn the motor to the horizontal position, and remove all tools and lifting tackle.

8. At the commutator end, thumb grease between the rollers and into the cage at the front of the bearing.
Fit the grease deflector and locating ring, and fil the cavity between this and the grease deflector with
grease.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 TRACTION MOTOR

9. Secure the clamp plate to the shaft with the M12 screws and locking plate and turn up the corners of the
plate.

10. Fill the outer bearing cap with grease, and apply `Jointex' sealing compound to the joint Surfaces of the
bearing cap and End frame.

11. Secure the cap with M12 screws and spring washers.

12. Remove protection from around commutator face lower the brushes and check bedding. Mount the
pinion on the shaft, using procedure described.

6.8 REMOVAL OF BRUSH GEAR ASSEMBLY

1. Lift the springs and support them on the cylindrical pins on the Brush Holder body. Now remove the
pigtails of the brushes from the Brush holder by loosening the screws then carefully remove the carbon
brushes.

2. Remove Screws and washers from the brush holder mountings and detach the cable terminals from the
brush gear.

3. Remove Screw and washer and detach the brush gear assembly (excluding the Securing block, which is
welded on the frame pads) from the magnet. When the new Brush Gear Assy is mounted on the frame it
should be borne in mind that the brush holder pocket centre line exactly coincides with the main pole
centre lines.

4. Unlock and remove the Screws and spring washer securing the insulating support spindles with sleeves,
to the support block.

5. Remove the insulating support spindles from the brush holder. The support spindles (insulating rods) are
fixed in the support block counter bore dia for better grip.

6.9 ASSEMBLY OF BRUSH GEAR

To assemble the brush gear to the magnet frame as per procedure explained above but in reverse order. Ensure
that the insulating rods are clean and dry and the set screws are secured.

Remove protection from around commutator face.

Fit and lower the carbon brushes and retains them with the pressure springs. Also screw the pigtails of the
Carbon brushes on the provision made on the Brush holder body. Carry out the bedding of the brushes, as per the
standard practice followed in the Conventional Motors of Railways.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION MOTOR

6.10 REMOVAL OF FIELD POLES FROM MAGNET FRAME

The main pole coils and interpole coils are resin bonded (Potted) onto their respective pole bricks, & if required
to be replaced, must be essentially replaced by a wound brick assembly.

DO NOT DISTURB THE POLES AND CABLES UNLESS

ABSOLUTELY NECESSARY. BEFORE DISTURBING THE POLES,
MEASURE AND RECORD THE MAIN POLE AND INTERPOLE AIR
GAPS TO ENSURE THAT THE MOTOR IS REBUILT WITH THE
ORIGINAL GAPS.

The air gap is half the difference between the armature and pole face diameters. The tolerance allowed on the air
gaps (armature side) is ± 5 % approx. from the nominal value Remove the insulation tape from the coil
terminals. Remove the set screws and washers and detach the cable terminals. Remove the set screws and
washers and detach the poles.

6.11 ASSSEMBLY OF FIELD POLES FROM MAGNET FRAME

ENSURE THAT THE MAIN POLE ON THE SUSPENSION TUBE

SIDE IS MOUNTED WITH SPECIAL REDUCED HEAD BOLT. ONLY.

Also proper recommended torque level should be applied on the Main pole & Compole mounting bolts. Also,
proper recommended torque level should be applied on the M.P. and C.P. Mounting bolts. After assembly,
mounting bolts shall be locked with the help of the rectangular locking pieces in the counter bore dia. & then the
RTV compound should be filled to avoid any dust ingress through the counter bore area.

Secure the main poles and interpoles in their correct positions in the magnet frame, with Mounting Bolts and
washers. Measure the armature air gaps and ensures that the dimensions previously recorded are maintained and
the pole spacing equalized. When the poles are correctly positioned and secured, tack weld the locking bar in the
counter bore to lock the Main Pole & interpole Mounting Bolts.

Secure the cable terminals with Screws and washers (Plated only), and tape the terminals with Silicon rubber
Tape - two layer half lap to overlap the cable insulation by 50 mm followed by one layer half lap glass tape. Now
MAINTENANCE MANUAL FOR SPIC‐AC/US
 TRACTION MOTOR

shrink the Silicon Rubber tubes on the exposed portions. Apply insulating varnish over the connections and
cable. Check the cable insulation with a 1000-volt Megger. This should not be less than 2 Megaohms when cold.
Check field system polarities with a compass.

CABLES AND CONNECTIONS MUST BE INSULATED FROM EACH

OTHER AND HELD CLEAR OF THE ARMATURE.

6.12 REMOVAL OF GEAR CASE

1. Remove all the old lubricant and dirt from used gear case with a steam lance or a caustic solution.
2. Do not burn gear compound from the Gear case as warping will result.
3. Rinse the Gear case thoroughly in boiling water to remove all traces of caustic solution.
4. Dry and repaint the Gear case.
5. Renew all felt seals.
6. Check that the two halves of the Gear case fit together, that is the groove in the top half fits over the
groove of the bottom half and that the semi-circles of each opening are in reasonable alignment.
7. If the two halves do not fit together properly it may be because they were not originally assembled and
machined together.
8. Each half of Gearcase is stamped with the same number.
9. Check these numbers (the number will be found at the pinion end of the Gear case on the road wheels
side, near the horizontal joint).

6.13 ASSEMBLY OF GEAR CASE

1. Lift the bottom half gear case up around the gearwheel until the felt seals around the motor shaft opening
and the axle openings rest on the bearing cap and gearwheel hub respectively.

2. Insert one M36 mounting bolt, fitted with new lock washers, and screw down to support the gear case,
but do not tighten.

3. Heat about 3.5 kg of gear lubricant to about 85 °C and pour it over the pinion and gearwheel or
alternatively paint this lubricant onto the teeth.

4. Lower the top half Gear case over the gears until the felt seal rests on the bearing cap and insert and
screw down the M30, M36 mounting bolt. Do not tighten bolt.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION MOTOR

5. Fit two M30 joint bolts and nuts, using new lock-washers and tighten with torque value at 35 kg-m.

6. Tighten the two M36 mounting bolts at specified torque of 65 kgm.

7. Top up Gear case with lubricant-use dipstick.

7. MAINTENANCE SCHEDULE

Maintenance scheduling is very important and critical for the efficient performance of the electrical machines.
During periodical inspections, incipient faults or defects can be located and rectified. Such attention definitely
reduces the cost of repair and lengthens the life of the equipment. The most suitable intervals between service
maintenance occasions can only be determined by actual service experience. Initially, the intervals should be as
specified until it becomes possible to change them as experience is gained. In the case of lubricants, the
quantities and frequency of lubrications specified should similarly be treated as guide only. The actual interval
between lubrication and quantity of lubricant should be determined from experience and individual duties of
each machine.

A complete history of each machine, detailing the maintenance effected, lubricant consumption, list of renewals,
replacement etc. is therefore of the utmost importance and is thus advised to maintain such records.

7.1 PUTTING INTO SERVICE

After putting new or reconditioned machines into service for the first time, the following checks should be
carried out, during or at the end of first week of operation:

Check that after the motor has been mounted backlash exists between pinion and gearwheel. New gears are
manufactured to have a nominal backlash of 0.2 to 0.7mm, as measured on the outer i.e. non-relieved end of the
gears.

Check tightness of all bolts, particularly axle caps, gear case and brush gear bolts. Examine commutator and
brush gear and check that skin on the commutator is being formed and carbon brushes are bedded correctly.

Check that after a load run, temperatures of axle Suspension Taper Roller Bearings are not excessive.

Check for leaks of gear lubricant. Measure and record gearcase compound.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION MOTOR

7.2 ROUTINE MAINTENANCE

a. Monthly

1. Before removing the commutator covers, brush off loose dust or dirt.
2. Examine the commutator and clean the outer, have a well-polished surface and free from bar marking or
bar edge burning.
3. Remove any copper beads from the commutator surface with fine carborundum cloth. Deposits from
dirty or greasy hands should be removed by a solvent.
4. Examine the brush gear and clean the insulating rods.
5. Checks that the brush springs sit correctly on the brushes and that the springs are in good condition.
6. Check carbon brushes for wear.
7. Fit new brushes in place if any brush is unlikely to last until the next inspection.
8. See the Technical Data for minimum length and brush grade.
9. Bed all new brushes to the curvature of the commutator.
10. Check the brushes for mechanical damage, breakage of flexible, etc. Fit new brushes if necessary.
11. Check that the flexibles are firmly secured to the brush holder.
12. Check brushes for freedom in the brush-holder and if stick ring cleans both the brush and brush-way in
the holder.
13. Do not soak the brush, as the solvent will eventually ooze out, affecting the commutator and causing the
brush to jam in the holder.
14. If the brush appears to be excessively slack in the brush-holder, check the brush size and discard
the brush or the holder as the case may be.
15. If brush holders have to be removed from the machine, slip thin; clean press board between each brush-
holder and the commutator to avoid damaging the commutator surface.
16. On replacing brush-holders check the clearance between the underside of the brush-holder and the
commutator. See Technical Data.
17. Look carefully for any signs of flash over, overheating, loose connections or damaged insulation.
18. Top up Gear case to the level of gear oil filler unit. See Technical Data for Grade of lubricant.
19. Top up axle Suspension bearing Grease - See Technical Data & Suspension unit arrangement
Assembly & Disassembly for grade of grease.

b. Three monthly

1. Monthly service plus blow out machines using clean dry compressed air.
2. Take particular care to direct air under the commutator in order to remove dirt lodged in the armature
core ducts.
3. Check tightness of all brush gear bolts.
4. Check tightness of bolts securing Suspension Tube and gear case.
5. Check air inlet bellows for cracking tearing or collapsing. Renew if necessary.
6. Check for leakage from the Gear case and Axle caps. Top up the bearings with the recommended
quantity of bearing grease. Top the roller suspension bearing with grease.
7. Top the armature bearing with grease. Refer to the recommended quantity of the bearing grease.

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 TRACTION MOTOR

c. Six Monthly

Three monthly services plus: -

Clean outlet provided on PE End Shield in bottoms.

d. Annually
Six monthly services plus:-

1. When motors are removed from bogies for wheel turning etc. clean pinion and gearwheel and check for
tooth wear.
2. Before fitting the gear cases, clean out old lubricant to avoid the possibility of gears running
subsequently in contaminated lubricant.

e. Overhaul-Three yearly
1. Remove traction motors from the bogies for overhaul and run on no load at about 1000 rpm and check
for noisy bearing rough commutator, vibration and brush chatter.
2. Dismantle the motor and clean the armature and field system. Dry out to remove any detrimental
moisture.
3. After drying out, check the hot insulation resistance of the traction motor & if found more than 1 Mega
ohm applies a high voltage test at 1.5 kV.
4. Check the armature for open and short circuits by a commutator bar-to-bar test at 600 V.
5. Remove the brush holder from the machine. Clean and inspect for brush clearance in the holder-spring
pressure and damage Recondition as necessary.
6. If the field coils and connections are in good condition then dry paint the interior of machine with
insulating varnish such as E-233 red of Dr. Beck or equivalent. If the field coils require repair, remove
and recondition individually. Check the armature bearing details for damage & renew as necessary.
7. Inspect the shaft for damages to pinion and bearing seating and ensure that it is straight.
8. Inspect the armature for loose bands, solder throwing etc. Recondition as required. If the commutator is
worn or damaged, skim the commutator and undercut the mica. It should be ensured that the
Commutator is turned only upto the safe wearing depth diameter i.e. 260 mm
9. Varnish impregnates the repaired or reconditioned armature with the polyester VPI Resin FT2005 of Dr.
Beck.
10. Inspect the axle bearings for wear, distortion and cracks. Also ensure the intactness of the suspension
tube bolts.
11. At the end, dynamically balance the armature ensuring that the maximum unbalance does not exceed
3gm-mm, reassemble the machine and paint the exterior of the machine.
12. Run the machine on no load at about 1000-RPM for 120 minutes to ensure correct operation of the
bearings. When installing the motor in the bogie ensure that all bolts are tightened to the specified torque
values. Fill the Gear case with the correct lubricant to the maximum specified level.
13. After assembly with the bogie, run the motorized bogies for 240 minutes to ensure proper alignment of
the gears and proper seating of gear case felts over axle.

Initially, it is expected that the temperature of the areas near to the felts will go upto 100°C but, after
excess felt has been worn off, the temperatures of these areas will return back to normal temperature
zone of 50-60° C.

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 TRACTION MOTOR

8. TROUBLE PHENOMENON AND REMEDIES

TROUBLE
TROUBLE POSSIBLE
PHENOME INSPECTION AND REMEDY
PART CAUSE
NA
Commutati 1. Carbon a. Grade or Form Examine if different grade is used and inspect the actual
on brushes brush spring pressure, if some abnormality is found
Trouble adjust as designated.
b.Excessive wear Check for spring pressure, should be within specified
limits
c. Chattering Remove oxygenated film of commutator surface or
vibration change grade of brush
d.Brush Sticking Clean the brush holder pocket, check for any
deformation in the pocket, use a new carbon brush
e. Copper picking/ Machine is running over loaded for periods more than
spotting the specified limits
f. Sticking of oil Unequal oxygenated film causes excessive wear, replace
film with a new one.
g. Unbalance of Looseness of pig tail, insufficient contact of brushes
brush current with commutator. Replace carbon brushes.
h. Brush wear Lift up of carbon brushes causes spark and damage.
Replace with a new one.
2. a. High-bar, low-bar, Color change, unequal oxygenated film, abnormal wear
Commutator deformation, ovality of brush may cause the flashover. Polish commutator
surface with lathe.
b. Joggle wear and Wear of brush. Polish commutator surface with lathe
roughening of surface
c. Bad chamfering or Reform
bad undercutting
d. Shorting of bar by Inspect and clean
dust and foreign
material between
grooves
e. Abnormal temp. rise Color would change at abnormally high temperatures.
Examine ventilation and load.
f. Black bar Adjust commutation

g. Vibration Examine radial and lateral clearance of bearings.

Vibration of truck and unbalance of armature.

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 TRACTION MOTOR

Abnormality shall be adjusted according to the

maintenance data
3. Brush a. Wear of inside Big gap to brush worsens sliding performance. Measure
Holder of carbon way dimension, replace with new one.
b. Improper Crookedness pitch, gap should be examined and
attaching adjusted.

c. Improper spring Check pressure and adjust pressure as designated.

pressure
4. Other a. Inadequate condition Color of commutator surface may be changed (ex.
parts of riser, shorting of Black)
armature coil

b. Invasion of dust, Roughening of commutator surface. Machine

rain commutator.
Prevent invasion of water.
c. Wheel slip, skid Change current limit

d. Over current, Examine safety relay

Over voltage
Over 1. Bearing a. Bruise, scratch, rust Replace with new one
Heating
b. Improper quantity of Replenish with new grease.
grease Apply proper grease
c. Improper attaching, Check attaching and adjust it.
fitting or clearance of Check clearance and replace it with good one.
bearings
2. Coils a. Layer short, Find trouble part and replace it.
insulation breakdown
Other 1. Insulation a.Insulation breakdown Abnormality in megger
Trouble of coil, commutator. DC component shall be systematically examined so as
breakdown Lead wire.Inner to find troubled part
connection, brush Repair the damaged parts according to insulation.
holder
Oil Leakage 1. Armature a. Improper grease Check the quantity of grease. Refer recommended
bearing quantity quantity of grease
grease
2. Gear case a. Excess charge of gear Check the compound
compound
b. Bad packing and Replace with new packing and oil sealing.
compound sealing

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 TRACTION MOTOR

9. INSPECTION SCHEDULE

INSPECTION INTERVAL
REPAIR
INSPECTION ITEMS AND LIMIT OR TRIP MONTH THREE SIX YEARL TWO
STANDARD OPERATIO LY MONTH MONT Y YEAR
N RANGE LY HLY LY

1. TRACTION MOTOR IN GENERAL

a. Appearance in general 0 0 0 0 0 0
b. Attaching of Inspection cover 0 0 0 0 0 0
c. Loosening of bolts, damage of 0 0 0
lockwashers 0 0 0 0
d. Invasion of dust and water 0 0 0
e. Condition of lead wire, and cleat,
contact of 0 0 0 0
terminals. 0 0 0 0
f. Oil leakage of bearing 0 0 0
g. Grease adding to armature bearing
h. Grease adding to motor suspension
bearing

2. ARMATURE

2.1 Commutator
0
a. Diameter : 280 mm a. 260 mm 0
b. Eccentricity b. 0.03 mm 0
c. Inequality in diameter c. 0.05 mm 0
d. High or low bar d. 0.03 mm 0
e. Under cutting depth : 0.9 to 1.5 0

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 TRACTION MOTOR

INSPECTION INTERVAL
REPAIR
INSPECTION ITEMS AND LIMIT OR TRIP MONT THRE SIX YEARL TWO
STANDARD OPERATIO HLY E MONT Y YEARL
N RANGE MONT HLY Y
HLY

f. Chamfering sharp edge cutting : 0 0

0.3 mm 0
g. Width of riser : 20 mm
(excluding TIG welding) 0
h. Difference of voltage drop
between bars within 5% 0
i. Dielectric test newly
manufactured : 2,500 V/ 1 min
Repaired : 1,500 V/1 min

2.2 Armature Coil

0
a. Cleaning 0
b. Interturn insulation test

2.3 Shaft, bearing and Pinion

a. Diameter of shaft bearing on a. 120 + 0.05 0
pinion side : 120 mm + 0.03

b. Diameter of shaft bearing on b. 70 + 0.04 0

commutator side : 70 mm + 0.02
c. Wrap of shaft (deflection of shaft
end) c. less than 0
d. Taking off, cleaning, inspection 0.03 mm
and oiling of bearing 0
e. Interference fit shall be applied
to inlay of inner ring of roller
bearing and shaft of pinion side. 0
Temperature of heating : 110 –
120º C
f. Interference fit shall be applied
to inlay of inner ring of roller
bearing and shaft of commutator
side 0
Temperature of heating : 110 –
120º C
g. Radial clearance of the roller
bearing on pinion side 0

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 TRACTION MOTOR

INSPECTION INTERVAL
REPAIR
INSPECTION ITEMS AND LIMIT OR TRIP MONT THRE SIX YEARL TWO
STANDARD OPERATIO HLY E MONT Y YEARL
N RANGE MONT HLY Y
HLY

h. Interference fit shall be applied 0

to inlay of pinion.
Interference Heating temperature :
140 – 160º C above ambient

i. Contact degree of armature shaft 80 % 0

and taper of pinion shall be more minimum for
than 90 % used
0
j. Ultra sonic and magnetic particle
testing shall be carried out about
shaft.

3. STATOR

3.1 Magnet frame 0

a. Dimensions of mounting parts

(as shown in drawing)
b. Lead wire with damaged
covering or damaged terminal shall
be replaced. Less than 10
c. Damage of core of lead wire and %
connector may be used

3.3 Brush holder and Carbon Brush 0 0 0 0

a. Cleaning and check
b. Spring pressure (at assembly) at 2.50 to 3.30 0 0 0
At Brush height 57 mm : 3.20 kgf kgf/brush
/brush
At Brush height 32 mm : 2.80 kgf/
brush
c. Dimensions of brush holder 0
0
pocket 20.3 mm
Thickness : 20.00 mm
Width : 40.00 mm 40.3 mm

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TRACTION MOTOR

INSPECTION INTERVAL
REPAIR
INSPECTION ITEMS AND LIMIT OR TRIP MONT THRE SIX YEARL TWO
STANDARD OPERATIO HLY E MONT Y YEARL
N RANGE MONT HLY Y
HLY
d. Clearance between Brush holder 0 0
Face and commutator surface
Gap : 2 – 3 mm nominal

Distance between brush end face 0

and commutator end face : more 0 0 0 0
than 4 mm
Service length
e. Length of carbon brush : 25 mm
Exchange
f. Chipping of carbon brush limit : 32 mm 0 0 0 0 0

g. Pigtail breaking of brush less than 10 % 0 0 0 0 0

3.4 Gear Case

0
a. Check the gear compound level 0 0 0 0
b. Check the packing of gear case. 0
Worn packing should be replaced.

c. Gear compound leakage 0 0 0 0 0

4. ASSEMBLY TEST AND

OTHERS
a. Bedding of carbon brush 0 0 0 0
b. Dielectric test
New : 2.5 kV, 50 hz for 1 min 1.5 KV/1min
Repaired : 1.5 kV, 50 hz for 1 min (Repaired) 0
c. Insulation Resistance test
d. No – load test
Examine abnormal vibration or More than 1.0 0 0
abnormal noise MΩ
i. 1000 rpm for 1 hour in both 0
directions.
ii. 2000 rpm for 15 min in both
directions.

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 TRACTION MOTOR

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER VII
CONTROL GEAR EQUIPMENT

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 CONTROL GEAR ITEMS

CHAPTER VII
CONTROL GEAR ITEMS

Master Controller

Master Controller is used to select various speed of Diesel Engine as well as to change the direction of
vehicle. It has two handles, which function is explained below:

i) Accelerating Handle:

This handle has nine notch positions i.e. 0-1-2-3-4-5-6-7 & 8. The vehicle will accelerate as the driver moves
the handle from a lower notch to a higher notch.

ii) Reversing Handle:

It has three positions i.e. REVERSE - OFF - FORWARD. The position of this handle decides the direction of
movement of train.

A locking key is also provided. Reverse Handle cannot be operated unless the locking key is inserted in the
keyhole & rotated by 90o clockwise.

Mechanical interlocking is provided to prevent unauthorised operation of either accelerating or reversing

handle. It has following features:

I) Reverse handle can be moved to either “Forward” or “Reverse” position only when the key is inserted
inside the keyhole & rotated by 90o clockwise.

ii) Accelerating handle can be moved only when reverse handle is either at “Forward” or “Reverse" position
i.e accelerating handle cannot move when reverse handle is at “0” position.

iii) Reverse handle can be moved only when the accelerating handle is at “0” position.

iv) A deadman’s mechanism is provided with the accelerating handle. When the accelerating handle is
depressed deadman contact closes & when the handle is released, it opens to cut off the traction control
supply & thus the power to Traction Motors. The mechanism is so designed such that it trips only when the
“Reverse Handle” is either at forward or reverse position.

v) Key can be removed only after the accelerating handle is brought to “off” position and reverse handle is
brought to “0” position.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

Make & Type No : Inder Engg., 9MC-MU-018

Operating Voltage : 110V DC
Current Rating : 10 Amps (Thermal)

Motor Overload Relays

It is used for protection of Traction Motor from current overloading.

The relay has two coils -

a) Operating Coil: It is single turn coil, which passes through the yoke of relay.

b) Resetting Coil: This coil is provided for resetting the overloaded relay to resume normal operation. This
coil is suitable for remote resetting operation.

The relay has six auxiliary contacts (3NO+3NC) for use in control & indication circuits. When the motor
current exceeds the value at which the relay is set to trip, the yoke gets magnetised, which pulls down the
armature of main coil. At the same time armature of reset coil is released and position of auxiliary contacts is
changed.

Thus the supply to E .P .Contactor coil, through auxiliary contacts of overload relay is cut off, which in turn
breaks the power circuit thus preventing the motor from overloading.

Make & Type No : Inder Engg

Current Rating : 900 Amps
Reset Coil : DC 110V, 1 Minute
Reset Coil Resistance : 160 
Calibration range : 600A, 700A, 800A and 900A
Trip Coil Setting : 650A.
Capacity of contact (Auxiliary)
i) Thermal : 3A
ii) Rupturing : 0.5A, 110 V.
Min. operating voltage (Hot) : < 66V

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

E.P. Reverser

E. P. Reverser is used to change the direction of field current of Traction Motor, thus changing the direction
of the coach. It is a 2-Pole off load switch, which carries rated current during its operation. It has two sets of
Magnet valves, one each for forward and reverse operation. It has 2 power contacts and 2 auxiliary contacts
(change over type). When forward coil is energised, all 2 power contacts and 2 auxiliary contacts operate &
make connection in forward direction. Similarly reverse connection is made when reverse coil is energised.

Make & Type : Inder Engg. (P-RP52)

Rating of main contacts : 1000 Amps (Thermal)
No. of main poles : 2 Nos. (Change over type)
Rated Operating Air Pressure : 5 Kg/cm2
Rated coil Voltage : 110 V DC
Rating of Auxiliary Contacts : 10 Amps (Thermal)
Min. operating voltage : 68 Volts
Min. Operating Pressure : 4 Kg/cm2

Electro-pneumatic Contactor

EP Contactors are required to connect / isolate the Traction Motors to / from the power circuit. These
contactors are On-Load Switches and are required to isolate the motors on load from the power circuit.

These EP Contactors are fitted with a cylinder and piston, which operate main contacts of copper with silver
/ silver cadmium oxide tips. These silver tips are protected from damage due to arcing. A blow-out coil is
fitted to extinguish the Arc when the main contacts are open (on-load) and this is assisted by an arc chute.

When the magnet valve is energised, air is admitted to the cylinder. This causes the piston to rise and main
contacts close.

One set of auxiliary contacts are provided, when the magnet valve is energised the auxiliary contact arm
shall move upwards and shall cause the auxiliary contacts to close.

When the magnet valve is de-energised, air exhausts from the cylinder and the piston moves downwards to
open the main contacts and at the same time the auxiliary contact arm also moves downwards and open the
auxiliary contacts.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 CONTROL GEAR ITEMS

Make & type : Inder Engg., (9-24PC2)

Operating Voltage : 110 VDC
Operating pneumatic pressure : 4.5 Kg/Cm2
Main Contacts Rating : 750Volts, 1000 Amps
Auxiliary Contacts Rating : 3Amps @ 110 VDC

Load Ammeter Shunt

Two separate load ammeter shunts are provided one for motor no. 1 and other for motor no. 2 to measure the
motor current.

Rating : 1000A / 75mV

Make : AE, Mumbai

Ground Fault Relay

Ground fault relay operates in the event of ground fault in power circuit. It is a current operated relay. Once
the ground fault has occurred, the relay gets latched & it can be reset manually with the help of reset knob
provided on the relay. A cutout switch is provided in series with the relay coil to isolate the relay from power
circuit.

Trip Coil Setting : 180-280 mA

Rating of Auxiliary Contacts : 5 Amps (Thermal)
Resistance of Coil : 630 at 20 C.

General Purpose Relay - 1

It consists of General Purpose Relays for sequencing, interlocking & protection.

Make & Type No : Schneider
Coil Voltage : 120V DC
Contact Arrangement : 4 NO
Add on Block : 4 Amps; 2NO+2NC or 4NC

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

General Purpose Relay - 2

Make & Type No : Schneider

Coil Voltage : 24V DC
Contact Arrangement : 4 NO
Add on Block : 4 Amps; 2NO+2NC or 4NC

Resistor Panel

Resistor panel provides external resistance to the exciter stator coils of Traction Alternator for limiting the
excitation current to a safe value in the event of failure of excitation control function.

Make & Type No : PEC; PPR 300

Rating : 12  , 300 watts

Bypass switches:

Bypass switches are used to bypass a protection circuit when the corresponding protection circuit is not
working properly or intended to bypass under strict vigilance. The circuits/relays, which can be bypassed,
are listed below with their operating pressure range:

Make & Type No : RGK; 1510.4430

SPST : 15 Amps, 250V AC/DC

Driver’s Control Switch Box:

Driver’s control switch box contain switches for various control operations. It has spring-loaded switches as
well as change over type switches.

All the switches in the top row are mechanically interlocked with Driver’s Control Switch removable handle.
The switches can be unlocked by pressing the handle down by 10mm and turning it clockwise by 45 degrees.
The handle can be inserted/removed in OFF position only. Moreover, the top row switches are automatically
reset to normal position when the handle is removed.
10 Auxiliary switches are also provided, which operate when the Key is inserted and kept in ON position.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

Make : Inder Engg.

Thermal Current rating of contacts : 10 Amps
Breaking Capacity of Contacts : 2Amps inductive Load at 110V DC
Main Switches : 2NO + 1NC
Driver’s Control Switch : 8NO + 2NC
Lamp rating : 125V, 10W
Wire wound Resistor : 250   3%, 3W

Engine Control Switch

Engine control switch has two positions namely ‘IDLE’ & ‘RUN’. The switch put-off the excitation of
Traction Alternator there by preventing Power to Traction Motors unless it is switched to ‘RUN’ position &
Master Controller is taken to notch 1 or higher notches.

Make : JSL
Brand Name : JMP
Rating (Thermal) : 25 Amps, 500V AC
Contact Arrangement : 3NO + 3NC

Load Ammeter and Ammeter selection switch

Ammeter and Selector Switch is provided for indication/measurement of load current. Using selector switch
load current of Traction Motors 1 & 2 can be selected. Motor current of rest of the motor currents cannot be
measured with the selector switch & Load ammeter. Load Ammeter has a basic rating of 75 mV and is
shown in 1000 Amps DC range.

Load Ammeter
Make & Type No : AE; SM144
Rating : 0-75mV/0-1000 A
Dimension : 144 x 144 mm
Ammeter Selection Switch
Make & Type No : KAYCEE; RP125B
Rating : 16 Amps AC/DC, 2 way with off

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

Motor cutout switch

2 Nos. switches are provided in Control Cubicle to isolate either a single motor or a pair of motors in the
event of fault on Traction Motors. The operational sequence of switches is listed below.

1) MCS-1: ALL in /Motor 1 out / Motor 3 Out / Motor 1 & 3 Out

2) MCS-2: All in /Motor 2 Out / Motor 4 Out / Motor 2 & 4 out

“Off” position indicates normal/healthy operation.

Make : KAYCEE (programme Switch)

Rating : 16 Amps, 250V AC/DC
No of Poles & Positions : 4 Pole & 4 Way

Voltmeter and voltmeter switch

One no. Voltmeter and one no. Voltmeter switch is provided in Control Cubicle, for measurement of system
control voltages 110 V DC & 24 VDC. Voltmeter switch is connected in series with the voltmeters. The
indication on voltmeter is available only when the switch is turned on.

Voltmeter
Make & Type No : AE; SQ96
Rating : 0-150V DC
Dimension : 96 x 96 mm
Voltmeter switch
Make & Type No : RGK; 1510.4430
Rating : 15 Amps, 250V AC/DC

Battery (110V) Isolation switch fuse unit:

This switch is provided to isolate entire control and auxiliary circuit from 110 V battery. 63 Amps in-built
fuses are also provided in the switch.

Make : Scheider
Contact Rating : 63 Amps

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

Reverse Current Diode

Reverse current Diode is provided for protection of batteries against discharging, when the supply is not
available.

Make : Ruttonsha
Average Forward Current : 150 Amps
PIV at rated junction temperature : 1000 V

Battery (24V) Isolating Switch

Make & type : Inder Engg.

Rating : 250 Amps, 415V, 50 Hz

Timers

Make & type : ETR650, Siemens

No. of Changeover Contacts : 4 Nos.

Local/Remote Switch

Type & Make : Kaycee (Program Switch)

Rating : 16 Amp, 2-pole, 3-way

Light Selection Switch

Type & Make : Kaycee (Program Switch)

Rating : 16 Amp, 2-pole, 3-way

Instrument Lamp

Type & Make : Siemens, 3SB0420-2A

Rating : 110 VDC
Lamp : 110 VDC, 2W
MAINTENANCE MANUAL FOR SPIC‐AC/US
 CONTROL GEAR ITEMS

Auxiliary Fuse Panel

Type & Make : Siemens, 3NH3 030

Rating : 125 Amps
Fuse Rating : 32Amps, 3NA1001
Fuse Rating : 63 Amps, 3NA1015

Hand Lamp socket

Ratings : 10 Amps, 3-pin

Miniature Circuit Breaker (MCB)

MCB’s are used to protect electric circuits against overloading caused by excessive currents due to sustained
overloads or short circuits. MCBs are used in CAB-1 and CAB-2.

Make : Schneider
Specification : SPEC/E-12/1/04 & SKEL-3700
Ratings : 5A, 10A, 15A & 30 Amps

LED Indication Panel

16 LED Module indication panel is mounted on the Driver’s Desk-DPC. The LED indications are provided
to identify various fault & healthy features of the vehicle.

Make & Type : Inder Engg & 16 LED

Voltage of operation : 110 VDC

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR ITEMS

NOTES

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MAINTENANCE MANUAL FOR SPIC‐AC/US

2 POLE E.P. REVERSER

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 2 POLE E.P. REVERSER

2 POLE E.P. REVERSER

INDEX:

* DESCRIPTION

* CONSTRUCTION

* RATING

* LUBRICATION

* OVERHAUL

* REPAIRS & REPLACEMENT

* TEST & ADJUSTMENT

* CONTACT GAP

* TERMINAL DETAILS

DESCRIPTION:

The E.P. Reverser is remotely controlled off-load operated switch used for reversing the direction of
rotation of traction motors.

CONSTRUCTION:

The E.P. Reverser assembly consists of the following main parts, power contact blocks interlocks
and cylinder assembly. These main parts along with other components are mounted on an end
frame, cylinder and end frame have special mounting feet to bolt the reverser in position. When a
command from master controller is given either to the forward or reverse direction, the
corresponding interlock on the reverser closes to activate either the forward or reverse magnet valve
MAINTENANCE MANUAL FOR SPIC‐AC/US
 2 POLE E.P. REVERSER

which in turn operate the main reverser contacts to switch traction motor fields to correspond to the
position of the master controller command.

MOUNTING:

The E.P. Reverser is mounted with the help of four holes provided in the mounting feet in the
cylinder and end frame at centre distance of 504.8mm.

RATING:

The reverser is rated for carrying 1000Amp. D.C. continuous, the insulation level is 750 volts D.C.
and the nominal operating air pressure 4.0 Kg/cm2.

LUBRICATION

Cylinder Assembly

Once in a year, remove the cylinder caps at the ends of the cylinder and apply several drops of
delvac 930 or equivalent oil to the cylinder walls.

OVERHAUL:

1. Immerse the piston washer along with the rack in delvac 930 or equivalent oil.

2. Remove the piston washer and rack from the oil and insert them in the cylinder.

3. Operate the reverser manually to distribute the oil over the cylinder walls.

INSPECTION & MAINTENANCE:

Inspect the contact main blocks. If the contacts are excessively worn, burnt, or pitted, they must be
replaced. Contacts that are pitted less than 0.8mm may be dressed with a fine file. It should be
ensured that, on the stationary contact, the curvature is not destroyed by filling.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 2 POLE E.P. REVERSER

Inspect the operation of the reverser by pressing the armature of the magnet valve. Sluggish
operation indicates either of the following:

a. Dry cylinder walls or leaking piston washer. If the piston washer shows signs of wear or
deterioration or if air leakage persists replace the piston washer.

Sticky or leaking magnet valves

b. See instructions for attending to the MAGNET VALVES

Maintain gap, over-travel and contact pressure of contacts and fingers as given under
DATA. Check for air leak by applying soap water to the cylinder caps.

TESTING BEFORE DISASSEMBLY:

Measure the contact pressure, contact gap and over-travel on both the main and auxiliary interlock
fingers. For values see DATA.

2. High Voltage tests:

a. Apply 1500 volts a.c. for one minute between interlock contacts and ground.

b. Apply 4000 volts a.c. for one minute between adjacent main contacts and main
contacts to frame with interlocks and magnet valves earthed.

3. Check for air leaks at piping joints and magnet valves with soap solution.

4. Check air pressure required for operation in either direction. Minimum air pressure is 3.85
Kg/cm 2.

5. Check condition of the contacts. Identify contacts those are pitted or burnt for repair or
replacement.

6. Check the condition of the terminal bars and spacers. Identify terminal bars or spacers that
are cracked, burnt or broken for replacements.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 2 POLE E.P. REVERSER

REPAIR & REPLACEMENT:

Power fingers can be replaced or repaired without disassembly of the reverser. Proceed as follows:

1. Remove the screws holding the terminal block and shunt of power finger to the terminal bar.

2. Remove the nut holding the spring location plate on the pillar.

3. Remove the finger and repair or replace it.

4. Reassemble the Reverser in the reverse order.

5. Check the finger operation as mentioned under FINAL TEST AND ADJUSTMENTS

ADJEUSTMENT:
Stationary contacts can be replaced or repaired without disassembly of the reverser in the following
manner:

1. For outside contacts, remove the bolts holding the terminal bars to the end frame remove the
two terminal bars and stationary contacts from the cylinder. Slide the spacers and contacts
from the terminal bars and inside surface of spacers to remove dirt accumulation, if any.
Reassemble the Reverser in the reverse order.

Check the operation of the reverser as mentioned under FINAL TEST AND
ADJUSTMENTS.

2. For inside contacts, remove the two bolts holding the terminals bar end frame and cylinder.

Lift the terminal bar with the contacts and slide them from the terminal bar. Repair or
replace the contacts and assemble the Reverser in reverse order.

1. Remove the bolts holding the end frame to the terminal bars

2. Slide the end frame off the shaft. Care should be taken so as not to damage the insulated
spacers between the end frame and the finger blocks.

3. Remove the power fingers from the block.

4. Replace the block and reassemble the Reverser in reverse order.

MAINTENANCE MANUAL FOR SPIC‐AC/US
 2 POLE E.P. REVERSER

MANUAL OPERATING LEVER:

Remove the springs from the lever and remove the four bolts holding ratchet, pinion and bracket
subassembly to the cylinder.

2. Remove the pinion from the Reverser. Care should be taken not to damage the pinion teeth.

3. Disassemble the pinion as follows. Remove the circlip cotter pinion from the pinion and
press the shaft out of the castings.

4. Reassemble the Reverser in reverse order

CYLINDER:

1. Remove the cylinder caps and then remove the complete rack assembly from the cylinder.

2. Check the appearance of the cylinder. Remove small ridges or scoring with a suitable cloth.

3. Check the piston washer and replace, if necessary,

TEST & ADJUSTMENT:

Contacts Alignments

1. Edges of the mating contacts should not be more than 2.0 mm out of alignment when the
contacts are closed.

2. All main contacts should close in such a manner that no contact closes in advance of any
other by more than 1.2 mm.

3. Test the self-alignment of the fingers as follows:

a. Force the fingers out of alignment as far as they will normally go.

b. Operate the reverser at least 10 complete cycles with nominal air pressure (4.0
Kg/cm 2).

MAINTENANCE MANUAL FOR SPIC‐AC/US

 2 POLE E.P. REVERSER

c. Align fingers so that a 0.05 mm feeler gauge cannot be inserted more than 25% of
the contact width Maximum gap between the silver contacts should not exceed
0.254mm at the open side.

d. Force the fingers out of alignment in the opposite direction to step "a" and repeat
steps "b" & "c", above.

Contact Gap

Contact Gap is the distance between the contact finger and the inside stationary contact when the
contact finger is fully wiped with the outside stationary contact.

Contact Pressure

Contact pressure is the amount of kg force the contact finger spring applies to the contact finger as
it rests against the stationary contacts.

Measure the contact pressure follows:

1. Use a spring balance and a measuring arm.

2. With air on the reverser and contact fingers fully wiped, place the measuring arm on the
contact fingers. Pull the spring balance until the contact finger just breaks away from the
stationary contact.

3. Read spring balance when the contact finger just breaks away.

a. On the outside contacts the reading should be between 4.0 and 4.5 Kg

b. On the inside contacts the reading should be between 5.8 & 6.5 Kg.

INTERLOCK ADJUSTMENT:
Main contacts should make contact before and open after the interlock fingers. This is
accomplished by setting the interlock contacts in the following manner.

1. Loosen the lock nuts on the stationary contact screws.

2. With air on the reverser and the main contacts fully wiped, hold the lock nut and turn the
contact screw towards the contact finger until it just touches the finger.
MAINTENANCE MANUAL FOR SPIC‐AC/US
 2 POLE E.P. REVERSER

3. Turn the contact screw four more turns towards the contact finger to obtain the proper over-
travel.

4. Hold the contact screw and tighten the locking nut.

5. Repeat steps 1 to 4 on all fingers

OPERATION TEST:

1. Minimum air pressure to operate the reverser is 3.80 Kg/cm sq. To perform the air pressure
test, use a tank, which is having the minimum air pressure. Then check the operation of the
reverser in either direction. If a regulator is available, air pressure may be set with the
regulator.

2. Check the piping and magnet valves for leaks with soap water.

3. Check visually to see that no fingers are bent.

TERMINAL DETAILS

The holes provided for power cables are suitable for 12.7 mm diameter bolts.

The control cables should have M5 terminals.

MAGNET VALUE FOR E.P. REVERSER:

* DESCRIPTION

* MOUNTING

* RATING

* INSPECTION & MAINTENANCE

* DISASSEMBLY

MAINTENANCE MANUAL FOR SPIC‐AC/US

 2 POLE E.P. REVERSER

* RE-ASSEMBLY

* TESTING

* TERMINAL DETAILS

DESCRIPTION:

Reverser magnet valve is an Electro-pneumatically operated valve, which controls the flow of
compressed air to and from Electro-pneumatic apparatus.

This is a metal to metal seat valve and it consists of the following parts: Valve body, coil, armature,
armature support, valve stem, valve seat, spring and plug.

When the coil is energised, the armature is pulled down towards the core causing the valve stem to
close the exhaust port and the valve to open the inlet port thus admitting compressed air to the
apparatus.

When the coil is de-energised, the valve stem is pushed up by the spring, thereby closing the inner
port and opening the exhaust port enabling the compressed air from apparatus to escape.

MOUNTING:

The magnet valve is mounted on the apparatus with the help of two holes provided on the valve
body at a distance of 27mm. The overall dimensions of the magnet valve are approx. 80 x 80 x 128
mm. This magnet valve is supplied mounted on the Electro-pneumatic apparatus.

RATING:
Operating voltage for coil (Nominal) : 110 VDC

Minimum : 66 VDC

Normal operating air pressure : 4.0 Kg/Cm sq.

Resistance of operating coil : 939  at 20 C.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 2 POLE E.P. REVERSER

INSPECTION & MAINTENANCE:

The following procedure will assist in the inspection and maintenance

1. Check magnet valve operation by depressing the armature. If the valve sticks, it must be
cleaned.

2. Check for leaks by applying soap water to the pipe connections and exhaust port. Tighten
all leaky connections. Small amount of leakage through the exhaust port is acceptable, if the
locomotive leakage test can still remain within limits. If excessive leakage is found,
disassemble the valve for cleaning as indicated below.

DISASSEMBLY:
a. Remove the valve bolt to release the valve and spring.

b. Remove the armature stop and armature to release the valve stem.

c. Remove the coil from the valve body using a suitable spanner.

d. Thoroughly clean the upper and lower interior. Clean the valve stem seat etc. by dry
compressed air.

e. Clean the body of valve.

RE-ASSEMBLY:
a. Install the valve stem, spring and valve bolt at the bottom.

b. Install the washer, the coil and lock the coil with a circlip.

c. Install the exhaust valve stem, armature and armature stop.

TESTING:
1. Apply soap water & check that there are no air leaks.

2. Check the operation of the magnet valve at minimum operating voltage with nominal
operating air pressure.

TERMINAL DETAILS:
The control cables should have M5 terminals.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 2 POLE E.P. REVERSER

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MAINTENANCE MANUAL FOR SPIC‐AC/US

GROUND FAULT RELAY

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 GROUND FAULT RELAY

GROUND FAULT RELAY

INDEX:

* INTRODUCTION

* MOUNTING

* DATA

* RATING

* MAINTENANCE & REPAIR

* ARMATURE AND CONTACT ADJUSTMENT

* TERMINAL DETAILS

INTRODUCTION:

The ground fault relay is a remotely controlled Electro-magnetic device used for opening power
circuits in the event of electrical grounds. It incorporates a latching mechanism and adjustable
springs for setting the pick-up current.

Any ground in the system completes the circuit and energises the operating coil of the relay, the
relay picks up and its auxiliary contacts open the main power contactors. An indicator provided on
the relay base points to a red dot when the relay is in the tripped condition and it must be mutually
reset after the ground fault has been cleared.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 GROUND FAULT RELAY

DATA:
Contact Pressure - 105 to 180gm

Over-travel - 2.7 mm minimum

Armature Gap - 4.5 to 6.5mm

Operating Coil

- Resistance - 63.0 ohms at 20 C

- Pickup current - 180 to 280 mA.

The primary parts of the relay are an operating coil mounted on a pole piece, an armature that is
spring loaded and supports the movable contacts, and both normally closed and open contacts.

MOUNTING:

The relay is mounted on two holes at a centre distance of 138 mm with interlock fingers vertical and
contacts pointing downwards. The overall size of the relay is 152.4 (W) x 182.6 (D) x 157.2 (H)
mm.

RATING:

The relay contacts are rated for carrying 5A DC continuously, the insulation level being 120 V DC.

MAINTENANCE & REPAIR:

General repairs and replacement of contacts can be done without removal of the relay. However, if
the core or the coil is to be replaced, the relay must be removed from the base. For doing it, remove
the four screws holding on the reset button and give access to the two screws holding relay to the
base. Remove the screws and washers and remove relay from the base.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 GROUND FAULT RELAY

DISASSEMBLY:

i. Remove screws and washers to release coil leads. Remove screws and washers to separate
the interlock assembly portion of the relay from the pole piece and core.

ii. Remove screws and washers which attach the armature and finger support assembly to the
spring bracket. This will also free springs. Remove screws and washers to release finger
support from the spring bracket.

iii. To release NC & NO contacts, remove nuts and washers. With the NC & NO contacts
removed the armature can be separated from the finger block after ends of the movable
contact finger shunts have been taken off the screws. Finger can now be slid out of the
spring bracket along with the spring.

RE-ASSEMBLY:

Re-assemble the relay in the reverse manner of disassembly.

CONTACT MAINTENANCE:

As the contact tip wear out or burns away, the contact gap become progressively greater and the
contact over-travel decreases. Therefore, periodic inspection and adjustment of the fixed contacts is
necessary to restore normal contact gap and over-travel. If the contact tips have worn or burnt
through or if experience shows tips will be worn through prior to the next inspection period, replace
the contacts
ARMATURE & CONTACT ADJUSTMENT:
The following special tools are required in adjusting the contact and armature gaps.

1. Contact adjuster.

2. Contact over-travel gauge.

3. Armature gap gauge.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 GROUND FAULT RELAY

Checking the armature gap

Remove No.3 normally open contact and insert the armature gap gauge. The proper gap gauge to
be used can be determined from the minimum and maximum gap limits. If the gap is excessive,
check for a cracked or broken finger block or bent pole piece. Correct by replacing the damaged
parts. If the gap is less than allowable tolerance, check for any obstructions at the armature pivot
knife edge or where the armature extends through the finger block.

Normally closed contact adjustment

Install over-travel gauge. Use the contact adjuster gauge the N.C contacts at right angle util a 0.0 to
0.1mm gap is obtained between all. Use a feeler gauge for checking gap. Remove the gauges and
operate the armature by hand. See that all contacts make at the same time.

Normally Open Contact Adjustment

Install the overtravel gauge as shown in fig.8. Block the relay armature in the closed condition to
hold the gauge in position. Use the contact adjuster gauge and bend the N.O. contacts at right angle
as shown in fig.9 until 0.0 to 0.1mm gap is obtained between all contacts. Use feeler gauge to
check the contact gap. Remove the gauges and the block from the relay and operate the armature
by hand. See that all contacts make at the same time.

TERMINAL DETAILS:

The control cables should have M5 terminals

MAINTENANCE MANUAL FOR SPIC‐AC/US

 GROUND FAULT RELAY

NOTES

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPETR VIII
MAINTENANCE INSTRUCTIONS
CONTROL GEAR EQUIPMENT

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 CONTROL GEAR EQUIPMENT

CHAPTER VIII

MAINTENANCE INSTRUCTIONS
CONTROL GEAR EQUIPMENT

1. INTRODUCTION

ELECTRIC TRACTION EQUIPMENT must be reliable in order to avoid failures, traffic delays and loss
of revenue due to lack of public confidence. The equipment must also operate cheaply for economical
operation in service.

These requirements can only be fulfilled if preventive measures are taken, in the form of periodical
Service Maintenance and Overhaul, which must be thoroughly organised and meticulously and
conscientiously carried out at the times recommended in this Maintenance manual.

The intervals, at which Service Maintenance and Overhaul are carried out, are calculated on the basis of
either time or distance travelled and will depend upon the type of equipment, the nature of service, and
climatic conditions. In the case of diesel-electric equipment, the intervals may depend upon the number of
hours the engine runs.

If the weekly mileage is regular and approximately constant, a time-period basis of maintenance is
probably more satisfactory; but if the weekly, monthly or seasonal mileage is subject to wide variations,
the use of the time period basis would introduce differences in the distance travelled, in which case the
distance basis of maintenance would be preferable.

1.1 Service Maintenance

This is carried out on a regular basis in order to maintain the equipment in sound condition and to prevent
service failures. If maintenance is carried out efficiently at the established periods, the equipment will
operate reliably between overhauls.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

Maintenance is usually carried out in the running shed and comprises examination, cleaning, lubrication,
any necessary adjustments for wear, and changing worn consumable parts such as carbon brushes,
contacts, arc chutes etc. fitting new or re-conditioned parts.
Consumable part must not be allowed to wear beyond the specified minimum dimensions. If it is
estimated that a part will become fully worn before the next maintenance occasion, it must be replaced by
a new or reconditioned part. In addition, a sufficient margin for wear should be allowed in case a normal
maintenance occasion is missed, due to the hazards of severe weather or other unusual traffic conditions.

The intervals at which the various maintenance operations are carried out can only be determined by
observation and experience. At first, the intervals should be about one week or 3200 km, and they should
be lengthened gradually as experience is gained without, of course, endangering the reliability of the
equipment. Eventually, when the maximum intervals have been established, they should, if possible, be
arranged to fit the occasions when the vehicle visits the running shed for maintenance of the mechanical
parts of the vehicle.

1.2 Overhaul

This is carried out in the workshop, and comprises repairing and reconditioning the equipment; that is,
dismantling, replacing worn or defective parts by new or reconditioned components, re-assembling the
equipment and testing it for correct operation.

The periods between overhauls are best determined by withdrawing the equipment for service after a
period of two years or 160,000 km, and subjecting it to a detailed examination, which will also necessitate
a certain amount of dismantling. If it is found that the equipment has not reached the Overhaul state, it
should then be returned to service.
In general, periods between overhaul should not be less than three years. These periods are, however,
capable of being extended to five years or more provided.

a) Modern high-grade lubricants are used.

b) Maintenance is efficiently carried out.
c) Thorough attention is given to cleanliness.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

Experience on many railways, in different parts of the world, has shown that more frequent maintenance
and overhaul are necessary for the mechanical parts of the vehicle than for the electrical equipment. As
the program for the electrical work must be built up gradually, and the periods extended as experience is
gained, every endeavour should be made to fit the electrical program into the mechanical program, in
order to minimise the time that the vehicle is out of service.

1.3 Records
Accurate records should be kept of the maintenance and overhaul work carried out in order to determine
the amount by which the Maintenance and Overhaul periods may be extended. "Cardex" is a suitable
system for this purpose, and it would contain card for each of the items on which records are to be kept,
for example, armatures, machine stators, gears, pinions pantograph wearing-strips (if fitted), cleaning
filters and radiators, etc.

2. CLEANLINESS
Cleanliness is essential to good maintenance and trouble-free service, and the work of cleaning must be
thoroughly carried out at the established intervals.
Metallic dust from the wheels and brake shoes is detrimental to equipment and, if the dust is allowed to lie
on insulation surfaces or to penetrate coils, it can cause electrical failure.
This dust, when dry, is usually easy to remove, but if it becomes bound with water or oil, its removal is
more difficult. Operators must, therefore, avoid leaving deposits, which have this binding action.
The degree of cleanliness, which can be maintained, depends to a large extent on the location of the
equipment and whether it is totally enclosed, ventilated, or outside-mounted.
When no ventilation is required because the production of heat is low, apparatus is enclosed in dust-proof
cases, compartments or cupboards; ensure that the rubber or felt jointing of the covers or doors is
maintained in good condition.
Ensure that the devices for keeping covers and doors closed are also well maintained and lubricated when
necessary.
Compartments, which cannot be seated easily, for example when they are provided with sliding doors, are
sometimes pressurised with filtered air. When this is the case, it is important to ensure that any failure of
air supply is restored without delay, and the filter is cleaned regularly, or changed when necessary.
Although the frequency of cleaning totally enclosed apparatus is much less than that required for
ventilated or roof-mounted apparatus, it must not be neglected if failure is to be avoided.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

Apparatus such as resistors and rectifiers, etc., which have to dissipate heat to avoid excessive
temperature, are either free-ventilated or force-ventilated with unfiltered air and require frequent cleaning,
as they readily become contaminated with dirt and brake shoe dust.
On electric vehicles on which roof-mounted apparatus is fitted, there are large porcelain insulators, which
may collect much falling dirt and therefore must be kept clean. Rubber hose for the pantograph air supply
must also be cleaned and kept free of oil and grease. Examine all roof equipment and check for
mechanical damage; remove any debris that may have lodged on the roof.

3. LUBRICATION
In general, lubricants should be used sparingly to avoid contaminating insulation and other parts of
apparatus. Clean the electrical sliding contacts of knife switches, drum switches and reversing switches
etc., periodically, then lightly smear them with 4 x grease (supplied by Dow Corning, USA)
Pivots for contactors and hinged contact fingers, etc., are lubricated during assembly, chiefly as rust
inhibitor prior to being placed in service. Do not add lubricant at periodical maintenance because the
pivots have an extremely long life, even when operating dry, and if lubricants were added it would tend to
contaminate other parts of the apparatus, thus forming a dirt-collecting surface. Lubricate pivots only at
overhaul with grade SAE 30 oil.
Lubricate cylinders, piston, rods, sliding parts and solid (no oil-impregnated) rollers, etc., periodically
with grade SAE 30 oil.
Do not add grease to ball bearing between overhauls, unless otherwise specified in this manual; clean and
re-pack them at overhaul with Shell Alvania 3 or other approved grease. Also use this grease for smearing
the teeth of racks and pinions, and for lubricating sleeve-bearings.
Lubricate oil-impregnated rollers and bearing bushes with grade SAE 30 oil only an overhaul.
Lubricate the hinges on pantograph current-collectors with no-water-soluble grease or oil.
The foregoing information is given as a guide, and it is recommended that operators discuss with an oil
company's local representative, the lubricants best suited to the particular climatic conditions under which
the equipment will operate.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

4. TIGHTNESS OF BOLTS SCREWS AND NUTS

It is essential that all bolts, screws and nuts are kept tight, because any loosening can cause failure of the
vehicle as well as damage to adjacent or associated apparatus. There is also the possibility of fire being
caused by arcing at loose terminals.
Suitable locking devices are provided in the form of high grade spring locking-washers, locking plates,
grub screws or prick-punching etc., and when dismantling take place these locking devices must be
replaced by devices of the same grade of material and in the same form as originally supplied.
Contactor contacts, which are subjected to repeated impacts, connections, which are subjected to severe
heating cycles such as those, associated with resistors, and the smaller sizes of cable terminals, are items
which are most liable to loosen.

Before the equipment enters service, carefully check every electrical connection and contact. Repeat this
check after a week and then every three months for the first twelve month's operation. If at the end of
twelve months, no further loosening is detected, it can be assumed that all connections will maintain their
tightness for an indefinite period and the checking may be discontinued.
The reason why certain contacts and connections become loose is due to the copper deforming slightly
when under pressure, and the repeated tightening causes it to become compacted and work hardened.

5. ELECTRICAL INSULATION

Insulation can fail either by puncture through the body to the material, or by surface breakdown.
Puncture depends upon the quality and thickness of the material and the voltage across it. It follows,
therefore, that if insulating material has suffered damage, it must only be replaced by material of the
original thickness and quality.
Surface breakdown depends upon the quality of the surface of the material, its cleanliness and freedom
from moisture, the surface length, and the voltage across it.

If the surface is contaminated by dirt and/or moisture it becomes slightly conducting and a minute current
will flow along a very narrow track. This current will produce heat along the track, which may cause the
dirt and/or the surface of the insulation to carbonise and the "tracking" current to increase. The action

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

then becomes cumulative and if the surface is not cleaned, a flashover of power current will occur sooner
or later.
The insulation surface between two points at different voltage level is known as the "creepage distance"
while "tracking" is the term applied to the visible evidence of the passage of minute currents along
irregular tracks on the insulation surface.
The top surface of horizontal insulation is, of course, mere prone to contamination by dirt and moisture
and requires more frequent cleaning than vertical surfaces.
When an insulation surface becomes damaged by tracking or has deteriorated with age, it can be
reconditioned by painting it with good anti-tracking enamel. Such as grey insulating enamel which can be
supplied by brush and which is air-drying.
When apparatus is being overhauled, take the opportunity to recondition the insulation surface, if this
appears to be necessary. If porcelain insulation suffers surface damage, fit new porcelain; however, the
surface of Mycalex insulation or resin-bonded asbestos can be reconditioned by cleaning it with fine glass
paper.
Porcelain insulators which are exposed to the weather may become encrusted with a hard surface of
carbon, copper and brake-shoe dust, etc., which is difficult to remove. By coating the surface with
Metroarc-17 or Silicone-110 grease, the contaminants may be removed easily at suitable grease intervals;
re-grease the porcelain insulators after cleaning. First, apply the grease thinly on the hands, then run the
hands lightly over the porcelain surface.

6. ARC CHUTES

The arc-chute walls, especially the area adjacent to the contact tips, will exhibit charring and soot from the
arc, and splatter from the contacts dependent on the severity and duration of the arc. Maintenance work is
rarely necessary but it is important to examine the arc chute interior for unusual charring or an unusual
extent or copper splatter on the arc horns or splatters which would indicate a fault on the Contactor or its
associated equipment.

If an arc chute is removed for inspection, always refit it in its original position so that the pattern of its
characteristic wear can continue. To achieve this, mark each arc chute to correspond with its Contactor.
When an arc chute has reached its safe limit to working life on a heavy-duty Contactor it may be
economic to extend its life by interchanging it with the chute from a lightly loaded Contactor.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

Record any such interchanges so that the equipment inspectors understand the reason for wear on the
lightly loaded Contactor, the arc chute of which may normally remain almost as new.
After fitting an arc chute and during any inspection of arc chutes, ensure that the chute is securely in
position and, PROVIDED THAT THE CONTACTOR IS NOT LIVE, manually operate the Contactor and
observe that the moving contact does not foul the chute.
Ensure that spare arc chutes are always available in the running sheds, safely stacked and kept clean and
dry, to enable any damaged or badly-eroded chute to be changed quickly.
Overhaul
Asbestos develops a skin, which would not be disturbed by rough filing. Use a fine file or glass paper to
remove loose dirt and any copper globules, which may foul the moving contact.
Since un-weathered asbestos is hygroscopic, new or freshly repaired arc chutes should be kept warm and
dry. Wet arc chutes can cause low readings of insulation resistance on the power circuits.

Mycalex is not hygroscopic and the surface can be reconditioned by rough filing, if necessary.
Examine the arc chute mounting arrangement. Recondition Starting threads on mounting blocks and
screws.
Examine the arc-chute interior for signs of rubbing or transferred paint due to fouling by the piston
insulator or the blow cut coil.
Erosion in the form of creators in the side plates, and gutters in the top and bottom spreaders can often be
repaired with an arc-resisting cement provided that the erosion has not penetrated too deeply. Clean
thoroughly with glass paper the part to be cemented. The cement can then be applied with a knife and the
repair dried in an oven or air dried before the chute is used again.
Scrape any soot from the joints between side plates, splitters and spreaders and look for penetration by the
arc in to the joint. Fill any such penetration with arc-resisting cement. Use this cement to coat the joints
during re-assembly of any arc chute components, which are prone to severe penetration.
Ensure that any copper inserts in the arc-chute body are securely fixed.
Ensure that incorrect re-assembly does not allow the arc to strike any fixings, especially which pass
through the arc chute.

7. ARCING HORNS

Contactors with un-swept top arcing horns depend upon a good fit between the horn and the chute to
produce a gas proof joint for the protection of the blow-out coil; this close fit must be preserved when a
MAINTENANCE MANUAL FOR SPIC‐AC/US
 CONTROL GEAR EQUIPMENT

new arc chute or horn is fitted. This fit should be equivalent to a clearance not greater than 0.25 mm
between horn and chute.
When arcing horns become badly eroded at their tips and become appreciably shortened, fit new horns.
When unswept top arcing-horns become eroded to half their original thickness, fit new horns.

8. CONTACTS

Copper and silver are in general use as contact materials. Although the resistance values are similar, silver
is an inferior arcing material due to its rapid erosion and is used only for low-voltage control-circuits with
light arcing duty and for heavy-current contacts with no arcing duty.
Silver forms on its surface a low-resistance sulphide, which is brown to black in colour, and need not be
disturbed.

Copper forms an oxide, dark in colour, which has a high resistance. This would cause overheating if it
were left on a contact face.
For Contactors (which interrupt current frequently as distinct from a switch or an isolator) copper is used.
Each contact is formed in the shape of a foot with a distinct heel and toe and the moving contact is spring-
mounted on a pivot. As the Contactor closes, initial contact is made at the toes of the contacts and, as
closure proceeds, the moving contact rolls and slides over the fixed contact until final contact is made at
the heels. The action is reversed when the Contactor opens; the area of contact travels to the toes where
the contacts separate, so that the arcing when current is broken has its roots at the toes of the contacts. By
this means, the transfer of current can take place across well-mated surfaces free from arcing. The action
of the moving contact is termed KNUCKLING and is a combined rolling-and-sliding motion.
Copper contacts for light-duty contactors and for switches do not always have a distinct toe and heel with
a knuckling action, but they are always given a sliding action or WIPE, which promotes a self-cleaning
action of any copper oxide that may have formed.
In general, silver contacts close with a simple butting action and such contacts are termed BUTT contacts.
The term OVER-TRAVEL is used for both wiped and butt contacts with reference to some particular
point on the moving contact or its carrier and denotes the distance that this point would travel after making
initial contact if the fixed contact were then removed. It is therefore an indication of the amount the
contacts can wear before effective contact fails.
In some applications, a Contactor may combine the properties of copper and silver by having a pair of
copper contacts with silver inserts at the current-carrying areas. On other contactors, separate pairs of
MAINTENANCE MANUAL FOR SPIC‐AC/US
 CONTROL GEAR EQUIPMENT

contacts in parallel are used, one pair of copper and one pair of silver, with the silver, contacts closed only
in the fully-closed position of the contractor and the copper contacts making and breaking the current.
DO NOT USE EMERY OR GLASS PAPER to clean contacts, as particles of these materials, which
might adhere to the surfaces, would cause faulty contacts.
DO NOT USE WIRE WOOL to clean contacts or any other electrical apparatus.
When contact tips are being fitted, tighten them lightly, and then finally tighten them with the Contactor
energised or firmly held in its closed position. This will give the best possible bedding of the contacts.
Some contact carriers have a ledge on which the contact locates, so that no movement can take place
during the repeated closing of the Contactor and such contacts must be seated fully with the fixing screw
and tightened before finally tightening with the Contactor fully closed.

On a rebuilt Contactor, the fixed-contact holder may be askew, thus preventing good bedding of the
contacts. Correct the contact holder by slackening its fixings, then tightening with the Contactor closed.
If the contact tips are discoloured by overheating, examine them for dirt or a coating of copper oxide on
both the front and rear conducting surfaces; check also the tightness and bedding of the contacts with each
other and with their holders. Overheating may also be caused by low contact-pressure due to worn
contacts, lack of over travel, or a weak knuckling-spring.

Examine knuckling or contact springs periodically to ensure that no stiffness has developed in the hinge,
and that the spring has not weakened. An experienced inspector will quickly discover any abnormality of
the hinge or the spring pressure by manipulating the device.

Fit new contacts in place, if any, which have worn to half their original thickness of copper or silver.
Always fit new contacts in pairs since it is not practical to bed a new contact with a worn one. Except on
small contactors and auxiliary contacts hand filing of badly worn contacts to produce a true surface
capable of being correctly mated, is a highly-skilled operation and is rarely successful. If it is attempted,
the filing should be carried out with the contacts in a vice so that pivots or pistons are not stressed, and no
metal particles fall on the apparatus.

Transference of metal from one contact to the other occasionally occurs in inductive circuits. When this
occurs, file the contacts to their normal contour in a vice, or if the transference is appreciable, fit new
contacts.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

Restrict filing in position to a fine file to remove copper oxide and small high spots on current-carrying
surfaces, also to remove copper beads from contact edges and arc-rupturing areas, since these may foul the
arc chute or may eventually drop into the moving parts of the contactor.

Copper contacts

After a few weeks in service, the appearance of the contacts will indicate where the interruption is taking
place by a rough copper surface and where current carrying takes place by bright copper areas. A dull
surface indicates where the contacts are not mating; such a surface on the heel of a contact would indicate
that the knuckling action is incomplete or that the contacts are misaligned.
A regular inspector will appreciate the condition to be expected from the contacts. Since each pair will
develop contact wear and copper splatter on the arc horns and arc chutes characteristic of its position in
the circuit. As a guide to the amount of wear to expect, the inspector should at first learn whether each
pair of contacts breaks or makes current or both or is simply used for isolation. Note that the contact wear
on some contactors with light duty or infrequent heavy duty under fault conditions, may be largely due to
mechanical hammering and knuckling. The inspector should be able to recognise unusual wear, which
may indicate a fault on the contactor or on its associated equipment.
Current-carrying areas which have a bright appearance, but which have become rough and pitted, indicate
good contact and need not be disturbed.

Silver Contacts

In normal operation only a visual inspection is necessary between overhauls.

On control circuits with inductance, arcing will cause a transfer of metal, but the resulting pip and trough
will not normally warrant attention until the overhaul stage. When appreciable erosion has occurred,
smooth the surfaces with a fine file and readjust the contact gap and overtravel.
The contact pressure of control and auxiliary contacts are not critical, but it is necessary to ensure that they
have adequate overtravel, so that they will be effective even after some wear has taken place.
On power circuits, there will be no arcing unless there is fault condition.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

9. PNEUMATIC PISTONS AND CYLINDERS

9.1 Lubrication
Lubricate the cylinders and piston rods of E.P. Contactors periodically with grade SAE 30 oil, otherwise
their operation will become sluggish, and this will be detrimental to the general operation of the
equipment, particularly to rupture the arc. Lack of lubricant will also cause rapid wear of the cylinder
wall, piston rod and guide.

In order to lubricate the piston rod of an E.P. Contactor, raise the piston in its cylinder (by pressing the
magnet valve button) and add a small quantity of oil to the countersink which surrounds the rod at the top
of the cylinder to lubricate the cylinder, inject a small quantity of oil through the special oil-hole in the
cylinder wall.
E. P. Contactors with horizontally disposed cylinders do not require the piston rod to be lubricated,
because the rod passes through a clearance hole in the end of the cylinder.
Lubricate the cylinders of reversing switches and change over switches with grade SAE 30 oil, through
nipples provided in the cylinder walls. Before adding the lubricant, ensure that the piston is coincident
with its nipple. When one piston has been lubricated, move the piston assembly to the other end of its
stroke (by pressing the relevant magnet-valve button).
Before refitting a piston in to its cylinder, smear the cylinder wall thoroughly with oil.
Lubricate the rack, pinions and levers of reversing switches and changeover switches with Shell Alvania 3
or 4x grease.

9.2 Dismantling and assembling

Cylinder walls have a very fine and smooth finish to avoid wearing out the rubber piston seal. Great care
must be taken, therefore, to ensure that the surface is not damaged.

When dismantling the pistons of pneumatic contactors, it should be borne in mind that the return spring is
under compression. When the nut holding the piston to the rod is released, it will tend to fly out of the
cylinder and might be damaged or cause damage to neighbouring apparatus or injury to personnel.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

Carefully examine rubber seals at over haul; fit new seals if appreciable wear is evident. Seals are slightly
elastic and must be stretched and forced over the lip on the piston in to the groove.

When fitting a piston rod, anneal the copper washer seal in order to ensure an airtight joint, when refitting
a cylinder cover, use a new jointing gasket because the existing gasket is invariably damaged during the
removal of the cover, and pieces of the old gasket adhere to the cylinder and cover. Ensure that all traces
of the old gasket are removed before fitting the new gasket.
Pneumatic cylinders for contactors are sometimes provided with a loose tube on the piston rod which acts
as a piston stop to protect the return spring against over-compression. During re-assembly work, this tube
must not be omitted.
10. RESISTORS

 The following types of resistor are most commonly used on traction equipment
 Expanded metal or metal strip wound on edge
 Wire wound, mica insulated metal tubes
 Vitreous enamelled, wire wound, porcelain tubes
 Flat, wire or metal tape wound mica elements

Maintenance

 Check that all nuts, bolts and screws are tight.

 Ensure that all connections, tapping and terminals are secure and in good condition.
 Inspect resistors for damage and overheating; if necessary fit new units.
 Examine insulators and supports, remove cracked or chipped insulators and fit new ones.
 Wipe insulators with clean, dry cloth-Blow-out resistor banks with dry compressed air.

Overhaul

 Repeat maintenance.
 Re-varnish insulation surfaces, other than porcelain.
 Clean metal support frames and covers, repaint if necessary
 Check resistance values to figures given "Data for Control Apparatus".

MAINTENANCE MANUAL FOR SPIC‐AC/US

 CONTROL GEAR EQUIPMENT

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER IX
DRIVING INSTRUCTIONS

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 DRIVING INSTRUCTIONS

CHAPTER IX

DRIVING INSTRUCTIONS

1. OPERATING INSTRUCTIONS FOR DRIVER

1) Preparation of Vehicle for Service

The driver should be provided with a master controller key and driver's control key. Before taking
a train into service, the driver must check the following points.

1.1 Check that all sealed switches are in OFF position.

1.2 Insert driver's control switch (DCS) key in Driver's Control Switch box (BL box) and turn in ON
& OFF.

1.3 Insert the master controller key and operate FORWARD & REVERSE and keep it in the OFF
position.

1.4 Switch on 24-Volt DC Battery isolating switch in the engine room.

1.5 Switch on 110 Volt DC battery isolating fuse switch behind driver's seat.

1.6 Switch on both battery voltmeter switches and check for

i) Starting battery voltage reads 24V
ii) Control battery voltage reads above 88V

1.7 Switch on all MCBs (control and auxiliary) except rectifier blower motor MCB
i) Switch on 110 V MCB and 24 V MCB in the engine control panel
ii) Throw the local/remote selector switch in the engine control panel to remote side.

1.8 Insert DCS key in the BL box & turn it ON.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 DRIVING INSTRUCTIONS

1.9 Switch ON control switch in the BL box. Control ON indication will come on LED indication
panel.

1.10 Press lamp test switch and see that all LED indications are glowing.

1.11 Keep Engine Control Switch (ECS) in "IDLE" position.

1.12 Press "Engine ON" switch.

“Engine ON” indication will come and “Engine TRIP” indication will go OFF.

1.13 Switch ON rectifier blower motor MCB. Rectifier blower motor will start functioning now.
Rectifier cooling fan failure indication will go off.

1.14 Keep the test sequence switch in OFF condition and ECS continue to be in "IDLE" position.

1.15 Allow the engine to run in IDLE position till feed pipe pressure reaches 7 Kg/cm sq. For fast
build-up of the pressure engine can be notched up accordingly.

Note: Alternator Excitation ON switch on BL box should necessarily be in OFF condition.

2. Instructions for driving

2.1 Ensure that parking brake is released. If not, release the parking brake switch.

2.2 If feed pipe pressure is built up to 7 Kg/cm sq. and guard's key is inserted, driver's interlock relay
(DIR) will operate thereby drive function released indication will come. It is now possible to take
traction.

2.3 Put ECS switch in "RUN" position

2.4 Switch on Excitation ON switch in BL box. Alternator Excitation ON indication will come.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 DRIVING INSTRUCTIONS

2.5 Ensure that brake pipe pressure is 5 Kg/cm sq.

2.6 Move the master controller key in clockwise direction by 90 & set the reverse handle of master
controller to the FORWARD position.

2.7 Depress deadman's handle and move it in the Notch-1 position.

2.8 Now, the master controller can be moved to next notch.

3. Instructions for shutting off the vehicle

3.1 Bring the master controller handle to OFF position & release the deadman's knob.

3.2 Switch OFF the excitation.

3.3 Apply parking brake

3.4 Put ECS switch in "IDLE" position. Switch off engine by pressing Engine OFF switches.

3.5 Switch off the Control Switch in BL box.

3.6 Bring DCS key in off position and remove it from DCS box.

3.7 Switch off control battery and starting battery-isolating switches.

3.8 Close all the doors and windows of the driving cab.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 DRIVING INSTRUCTIONS

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER X
SPICAC_US DRAWINGS

1. Wiring Schematics
2. General Arrangement Drawings

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 SPICAC DRAWINGS

CHAPTER X
SPICAC_US DRAWINGS
A. Wiring Schematics

S. No. Description Drawing No.

1 Power Schematic CG/SPIC/180805 R1
2 Control Schematic Cab - 1 CG/SPIC/180807 R1_S1

3 Control Schematic Cab - 2 CG/SPIC/180807 R1_S2

4 Auxiliary Schematic CG/SPIC/180808 R1

5 Power pack schematic CG/SPIC/180806 R1

B. General Arrangement Drawings

S. No. Description Drawing No.

1 Traction Alternator CGA/101004_R6
2 Terminal box assembly CGA/201101_R4
3 Traction Motor 11290003_R5
4 Power Rectifier CGPR/SPIC/180801 R3_S1 & S2
5 Power Rectifier – Circuit diagram CGPR/SPIC/180802_R1
6 Driver’s Desk CG/SPIC/180803_R2
7 Control Cubicle CG/SPIC/180801_R2
8 Motor Switch Group Cubicle CG/SPIC/180802_R1
9 Resistance Panel CG/SPIC/180804_R0
 CG/SPIC/180805
IF IN DOUBT -ASK SHEET 1 OF 1

MATERIAL :- NA
SPECN :- NA
FINISH :- NA POWER SCHEMATICS
SIGN NAME FOR SPICAC
DRN. BSR
CHD. AU
REVISED AS PER ICF
BSR
APPD. LKT
COMMENTS VIDE ICF Lr. No. DATE :- 20-02-2018
MD/D/SPIC/109 Dt. 12/09/18
14.09.18
SCALE :- NTS
DRG No. - REV.
No. REVISION DATE GEN. TOL. ALL DIMENSIONS IN mm CG/SPIC/180805 01
 CG/SPIC/180807
IF IN DOUBT -ASK SHEET 1 OF 2

MATERIAL :- NA
SPECN :- NA
CONTROL SCHEMATICS
FINISH :- NA
SIGN NAME
CAB I
DRN. BSR FOR SPICAC
CHD. AU
REVISED AS PER ICF APPD. LKT
COMMENTS VIDE ICF Lr. No.
BSR
DATE :- 20-02-2018
MD/D/SPIC/109 Dt. 12/09/18
14.09.18
SCALE :- NTS
DRG No. - REV.
No. REVISION DATE GEN. TOL. ALL DIMENSIONS IN mm CG/SPIC/180807 01
 CG/SPIC/180807
SHEET 2 OF 2
IF IN DOUBT -ASK

MATERIAL :- NA
SPECN :- NA
CONTROL SCHEMATICS
FINISH :- NA
SIGN NAME
CAB II
DRN. BSR FOR SPICAC
CHD. AU
REVISED AS PER ICF
BSR
APPD. LKT
COMMENTS VIDE ICF Lr. No. DATE :- 20-02-2018
MD/D/SPIC/109 Dt. 12/09/18
14.09.18
SCALE :- NTS
DRG No. - REV.
No. REVISION DATE GEN. TOL. ALL DIMENSIONS IN mm CG/SPIC/180807 01
 CG/SPIC/180808
IF IN DOUBT -ASK SHEET 1 OF 1

MATERIAL :- NA
SPECN :- NA
FINISH :- NA AUXILIARY SCHEMATICS
SIGN NAME FOR SPICAC
DRN. BSR
CHD. AU
REVISED AS PER ICF
BSR
APPD. LKT
COMMENTS VIDE ICF Lr. No. DATE :- 20-02-2018
MD/D/SPIC/109 Dt. 12/09/18
14.09.18
SCALE :- NTS
DRG No. - REV.
No. REVISION DATE GEN. TOL. ALL DIMENSIONS IN mm CG/SPIC/180808 01
 CG/SPIC/180806
IF IN DOUBT -ASK SHEET 1 OF 1

MATERIAL :- NA
SPECN :- NA
FINISH :- NA POWER PACK SCHEMATICS
SIGN NAME FOR SPICAC
DRN. BSR
CHD. AU
REVISED AS PER ICF
BSR
APPD. LKT
COMMENTS VIDE ICF Lr. No. DATE :- 20-02-2018
MD/D/SPIC/109 Dt. 12/09/18
14.09.18
SCALE :- NTS
DRG No. - REV.
No. REVISION DATE GEN. TOL. ALL DIMENSIONS IN mm CG/SPIC/180806 01
 1 2 3 4 5 6
CG/SPIC/180803
SHEET : 1 OF 3

*
6"-DUPLEX PRESSURE GAUGE CAB FAN (G)
ISSUE :- 3

*
6"-DUPLEX PRESSURE GAUGE
LED PANEL
BC / PB SPEEDOMETER
AMMETER
CAB FAN (D)
SPARE
CAB LIGHT (D)
MOBILE CHARGING UNIT

262 *
CAMERA UNIT
601
521
FP / BP DCS
SPARE

A A
*

230
WIPER CONTROL

SPARE
*
CAB LIGHT (G)

* WIPER CONTROLLER
IF IN DOUBT -ASK

PRESSURE SWITCH
1110

*
MAGNET VALVE ( HORN)
832

EARTHING POINT

200
MAGNET VALVE (DEAD MAN)

B EARTHING POINT B
EMERGENCY CUT OFF
*
PEDAL OPERATED HORN SWITCH - ELEC.
FOR TB ARRANGEMENT
SEE DETAIL - ''X''
2850
CONNECTORS
25x25 C-CHANNEL ARE LOOSE SUPPLY
(SEE NOTE-1)
438

TB-15
ENGINE OFF HEAD LIGHT 400 536 536 400 'D' BOARD
PAR. BRK RELEASE 65 NOS. TB 53 NOS. TB 64 NOS. TB
80

HEAD LIGHT (D/B)

TB-12 TB-16

315
'A' BOARD CONT TB DESK-I
511
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

TB-13
'B' BOARD
TB-17
AUX. TB DESK-I
STMC

532
HORN AUX. EARTH TB-14
403

*
250

FAULT RESET 'C' BOARD

BRAKE VALVE SPARE ENGINE CONTROL
C CONTROL ASSY SWITCH C
530

DETAIL - "X"
TB ARRANGEMENT DETAIL
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

CHAIR MATERIAL :- - .
SPECN :- -
All information contained in this document

FINISH :- -
OGA OF
is confidential and should not be used

NOTE :- DRIVER DESK FOR

SIGN NAME
1. DETAIL OF LOOSE SUPPLY 25x25 C-CHANNEL TO WELD BETWEEN FLOOR & REVISED AS PER ICF COMMENTS 17/10/18
SPIC
2 DRN.
D BOTTOM 50 SQ. STRUCTURE OF SPIC. BSR
D
2. * MARKED ITEMS ARE IN ICF SCOPE OF SUPPLY. CHD. AU
without piror consent of

CG POWER AND
3. * MARKED ITEMS IS COMPLIED. REVISED AS PER ICF COMMENTS VIDE 18/09/18 APPD. LKT
INDUSTRIAL
1 ICF LR. NO. MD/D/SPIC/109 DATE :- 18-09-2018
4. TO ICF SPEC. - ICF/MD/SPEC-349R0. DT. 07/09/18 SOLUTIONS LTD.
SCALE :- NTS
NOTE : FOR LED PANEL DETAIL REFER SHEET NO. 3. No REVISION DATE GEN. TOL. ALL DIMENSIONS IN mm DRG No. - CG/SPIC/180803 REV.
2
1 2 3 .
4 5 6
 1 2 3 4 5 6
CG/SPIC/180803
SHEET : 2 OF 3
ISSUE :- 3

A A
IF IN DOUBT -ASK

BOTTOM ELEVATION
C

B B
A B
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

BACK ELEVATION C
VIEW B VIEW A
TEST SEQUENCE
INST. LIGHT
EXCITATION ON/OFF FOG LIGHT
MARKER LIGHT
C TAIL LIGHT CL C
NOTE :-
PAINTING :
1. ALL FABRICATED PARTS AND FRP TOP COVER SHALL BE OF RAL-9018 PAPYRUS WHITE.
2. ALL DETACHABLE INTERFACING PLATES SHALL BE OF RAL-5003 OXFORD BLUE.
SPOT LIGHT (D)
FLASHER LIGHT
SPOT LIGHT (G)
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

MATERIAL :- - .
SPECN :- -
All information contained in this document

IGA OF
FINISH :- -
is confidential and should not be used

SIGN NAME
DRIVER DESK FOR
REVISED AS PER ICF COMMENTS 17/10/18
2 DRN. BSR SPIC
D ISOMETRIC VIEWS CHD. AU D
without piror consent of

APPD. LKT
CG POWER AND
REVISED AS PER ICF COMMENTS VIDE 18/09/18
ICF LR. NO. MD/D/SPIC/109 DATE :- 18-09-2018
INDUSTRIAL
1
DT. 07/09/18 SOLUTIONS LTD.
SECTION C-C No REVISION
SCALE :- NTS
DATE GEN. TOL. ALL DIMENSIONS IN mm DRG No. - CG/SPIC/180803 REV.
2
1 2 3 .
4 5 6
 CG/SPIC/180801 1 2 3 4 5 6
1804 SHEET 1 OF 4
1574 ISSUE :-1

36
A A
IF IN DOUBT -ASK

E
PROVISION FOR SPARE
TYCO CONNECTOR(2
Nos.)

MCB SPARE TYCO

G CONNECTOR 1 NO.

MCB

1768.01
B B
1704

1641
CUT OUTS OF
BATTERY 100X170 FOR
CHARGING CABLE ENTRY
SWITCH
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

BATTERY CUTOUT
SWITCH

C C

300
M10 TAPPED HOLE Right view
FOR EARTHING PAD
7 Nos.HOLES 2 Nos.HOLES WITH NOTE-
14 Nos. TYCO CONNECTORS
WITH M32 CABLE M50 CABLE GLAND 3 Nos.HOLES WITH M50 1. PAINTING WILL BE DONE AS
GLAND CABLE GLAND A. PRIMER SYNTHETIC ENAMEL GRAY COLOUR.
CG POWER AND INDUSTRIAL SOLUTIONS LTD.
All information contained in this document

B. OUT- SYNTHETIC ENAMEL SIEMENS GREY RAL- 7032

C. INSIDE PU WHITE THICKNESS 60
is confidential and should not be used

DD1 DD2
MATERIAL :- -
322

SPECN :- -
FINISH :- - OGA & IGA of
CONTROL CUBICAL
A BOARD B BOARD C BOARD D BOARD CONTROL AUX. MSG. RECTIFIER A BOARD B BOARD C BOARD D BOARD CONTROL AUX.

SIGN NAME
without piror consent of

REVISED AS PER 17/10/18

2 ICF COMMENTS BSR
DRN.
D 825 825 CHD. AU
D
REVISED AS PER ICF LKT
CG POWER AND
APPD.
3 HOLES. 15
1
COMMENTS VIDE ICF LR 18/09/18
DATE :- 18-09-2018
INDUSTRIAL
NO. MD/D/SPIC/109 Dt.
07/09/18 SCALE :- NTS SOLUTIONS LTD.
NOTE- FOR DETAIL OF LABELS OF EQUIPMENTS REF. SHEET NO. 3 & 4 REV.
No. REVISION DATE GEN. TOL.ALL DIMENSIONS IN mm DRG No. - CG/SPIC/180801 02
1 2 3 4 5 6
 CG/SPIC/180802 1 2 3 4 5 6
520
SHEET 1 OF 2
RP MOUNTING ARRANGEMENT
10 ISSUE :-1
170

3
13 Nos. CABLE GLAND
13 HOLES OF 41
FOR GLANDS 4X 18
MOUNTING

A A
HOLES
IF IN DOUBT -ASK

540

400
BOLTED SIDE
BOTTOM COVER

1500
B 650 B
1663
1625

1600
Bottom view
WITH COVER PLATE
2 Nos. PMA

200
75 GLAND

144
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

550

5
25
SHUNT CONNECTOR
25
CABLE ENTRY HOLE

600
450
75 4 Nos. M16 TAPPED
C 25 HOLES FOR EYE C
RP CABLE BOLT
ENTRY
HOLE

144
100

50
600
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

M10 TAPPED HOLE TOP VIEW

All information contained in this document

700 FOR EARTHING PAD

is confidential and should not be used

MATERIAL :- -
LOOSE BOTTOM CHANNEL SPECN :- -
FINISH :- - OGA of MSGC
SIGN NAME
without piror consent of

NOTE- 2 BSR (SPIC)

DRN.
D 1. PAINTING WILL BE DONE AS CHD. AU D
A. PRIMER SYNTHETIC ENAMEL GRAY COLOUR. CG POWER AND
DRAWING UPDATED AS PER 13/09/18 APPD. LKT
B. OUT- SYNTHETIC ENAMEL SIEMENS GREY RAL- 7032 1 ICF REQUIREMENT.
DATE :- 27-08-2018
INDUSTRIAL
C. INSIDE PU WHITE THICKNESS 60 SOLUTIONS LTD.
SCALE :- NTS
REV.
No. REVISION DATE GEN. TOL.ALL DIMENSIONS IN mm DRG No. - CG/SPIC/180802 01
1 2 3 4 5 6
 CG/SPIC/180804 1 2 3 4 5 6
170 SHEET 1 OF 1
4X 12 ISSUE :-1
MOUNTING HOLES

TERMINAL BLOCKS

A A
IF IN DOUBT -ASK

3 Nos. RESISTORS
1 NO. POWER DIODE
36 ,300W

B B
540

560
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

C C

50 50

25 HOLE FOR
CG POWER AND INDUSTRIAL SOLUTIONS LTD.

81.5
All information contained in this document

CABLE ENTRY 100

is confidential and should not be used

WITH CABLE
37

GLAND MATERIAL :- -
SPECN :- -
FINISH :- - OGA & IGA of RP
SIGN NAME
without piror consent of

2
(SPIC)
D DRN. BSR D
CHD. AU
CG POWER AND
APPD. LKT
1 DATE :- 27-08-2018
INDUSTRIAL
206 SOLUTIONS LTD.
SCALE :- NTS
REV.
No. REVISION DATE GEN. TOL.ALL DIMENSIONS IN mm DRG No. - CG/SPIC/180804 0
1 2 3 4 5 6
CHAPTER XI
RECOMMENDED SPARES & TOOLS

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 RECOMMENDED SPARES & TOOLS

CHAPTER XI

RECOMMENDED SPARES & TOOLS

LIST OF RECOMMENDED CONSUMABLE MAINTENANCE SPARES FOR

SELF-PROPELLED INSPECTION CAR - US

1. Carbon Brushes for Traction Motor - 4 Sets

2. HRC fuse for Control gear - 1 Set
3. Trip Fuse for power rectifier - 3 Nos.

********

MAINTENANCE MANUAL FOR SPIC‐AC/US

 RECOMMENDED SPARES & TOOLS

RECOMMENDED LIST OF SPARES FOR 2 YEARS FOR 2 SETS OF

SELF-PROPELLED INSPECTION CAR - US

1) TRACTION ALTERNATOR

1.1 Ball Bearing : 1set

1.2 Diodes : 2sets

2) TRACTION MOTOR

2.1 Armature : 1 No
2.2 Stator Assembly : 1 No
2.3 Carbon Brushes : 4 Motor sets
2.4 Brush Holders : 1 Motor sets
2.5 Armature Bearings : 2 Nos. each
(CE & PE)
2.6 Axle Bearings (CE & PE) : 1 Motor sets
2.7 Lubricators (2Nos/set) : 1 Motor sets
2.8 Gear Case felt seals : 1 Motor sets
2.9 Gear Case : 1set
2.10 Bellows : 1 Nos.

MAINTENANCE MANUAL FOR SPIC‐AC/US

 RECOMMENDED SPARES & TOOLS

LIST OF SPECIAL TOOLS

EQUIPMENT QTY

1. TRACTION ALTERNATOR

1.1 Lifting Shackle 1 No

2 TRACTION MOTOR

2.1 Lifting Shackle 1 No

2.2 Extractor for PE Bearing 1 No

inner race

2.3 Extractor for CE bearing 1 No

2.4 CE protecting sleeve and lifting cap 1 No

2.5 Retaining plate for PE Bearing 1 No

2.6 Lifting Cap P.E. 1 No

2.7 Protecting Sleeve PE Bearings 1 No

3. Control Gear No Special Tools required

MAINTENANCE MANUAL FOR SPIC‐AC/US

 RECOMMENDED SPARES & TOOLS

RECOMMENDED LIST OF PRINCIPLE SUB-ASSEMBLIES REQUIRED AS

EMERGENCY STANDBY FOR 2 SETS OF SPICAC

SL. NO EQUIPMENT QTY

1. Traction Alternator 1 No

2. Traction Motors without pinion 2 Nos.

Gear case, GC etc

3. E.P. Line Contactors 2 Nos.

4. Motor Reverser 1 Nos.

5. Master controller 1 Nos.

6. 24-Pin Connector 2 Nos.

7. Overload Relay 1 No.

8. Diesel Engine 1 No

********

MAINTENANCE MANUAL FOR SPIC‐AC/US

 RECOMMENDED SPARES & TOOLS

NOTES

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MAINTENANCE MANUAL FOR SPIC‐AC/US

CHAPTER XII
ANNEXURE: 1

TROUBLE SHOOTING-POWER PACK

Maintenance Manual
SELF‐PROPELLED INSPECTION CAR | UNDER SLUNG TRANSMISSION
 ANNEXURE: 1

Annexure 1
Trouble shooting – Power pack
Sl. No. IN CASE OF CAUSE REMEDY

Drained battery Check & charge battery

Engine does
1
not crank
Incorrect /loosen battery Check the battery connections
connections and rectify

No fuel in tank Add sufficient fuel

Fuel filter clogged Clean the fuel filter
Engine cranks
2 but doesn’t Identify any loose
Improper Fuel connections at pump
starts connections and rectify
Restriction in air inlet / exhaust Check piping and rectify if
any restriction exists
Air entering in the fuel system Check all the fuel
connections, tighten if found
loose

Starts but does Inspect fuel line for any

3 Fuel suction line restricted
not throttle blockage

Inspect fuel sample / verify

Fuel contaminated by connecting a temporary
fuel tank
Remove and clean the filter
Air inlet filter clogged
Excessive element
4
exhaust smoke
Contaminated fuel Check the fuel sample &
replenish with new fuel
Restriction in air inlet / exhaust
Check piping and rectify if
any restriction exists
Low engine
5
output power Check the lube oil level in
Excessive lubricating oil sump with dipstick provided
and reduce if it is high
 ANNEXURE: 1

Check any leakage /

Improper / leakage in fuel flow to
restriction at connections,
fuel pump
rectify if any

Malfunction of throttle solenoid

Check and rectify if any
valves

Malfunction of tachometer Test and rectify

Low engine
Fuel line restricted Check and rectify
6 speed at full
throttle Excessive traction load on the
Reduce the vehicle load
power pack

Release the brake on desk and

Vehicle brakes applied bring brake handle to
‘Release & running’

Vehicle does Check & select master

not moves Controls not engaged in Forward / controller direction selector to
7 Reverse required position, if not
when engine
throttled selected

Release the parking brake

Parking brakes applied with operating switch
provided on desk

Check and open the isolating

cock at air inlet side and
System Pressure not developed Check for proper functioning
of Limiting valve and non-
return valve

No water Check water availability at

Insufficient suction head / inlet
outlet from pipe outlet / inspect for any
8 restricted
water rising block in the pipe
apparatus
Isolating valve at outlet is closed Check and open the valve

Check for proper connections

Hose / pipe joints leaking or
/ routing with respect to
disconnected
drawing
 TIGHTENING TORQUE

Annexure 2

TIGHTENING TORQUE IN N-m FOR THREADED COMPONENTS.

MATERIAL PROPERTY CLASS AS PER IS:1367

8.8 10.9
MIN.YIELDSTRESS N/mm2 640 900
SIZE SCREW BOLT SCREW BOLT
M4 2.5 1.5 3 2
M5 6 3 8 4
M6 10 7 15 11
M8 24 18 34 26
M8x1.0 29 23 41 32
M10 46 38 64 53
M10X1.0 53 41 75 57
M12 76 63 107 89
M12X1.5 93 70 130 99
M14 117 90 165 126
M14X1.5 137 121 193 170
M16 176 139 248 195
M16X1.5 196 156 275 220
M18 245 186 344 261
M18X1.5 264 220 372 310
M20 328 264 461 372
M20X1.5 343 294 482 413
M20X2.0 333 284 468 399
M22 421 343 592 482
M22X1.5 441 392 620 551

M22X2.0 431 362 606 510

M24 549 411 772 579

MAINTENANCE MANUAL FOR SPIC‐AC/US

 TIGHTENING TORQUE

M24X1.5 578 441 813 620

M24X2.0 568 431 799 606
M27 921 539 1296 758
M27X1.5 1078 637 1516 896
M27X2.0 1029 607 1447 854
M30 1264 725 1778 1020
M30X1.5 1539 921 2164 1296
M30X2.0 1470 882 2068 1241
M33 1735 2440
M33X1.5 2059 2895
M33X2.0 1980 2785
M36 2216 3116
M36X1.5 2706 3805
M36X2.0 2608 3668
M36X3.0 2402 3378

The above values apply to bolts of lengths in excess of 5 times the thread diameter. For
smaller lengths the valves are to be reduced by 10%.

To get lb-ft multiply the above values by 0.737

To get lb-inch multiply the above values by 8.85

To get kg-m multiply the above values by 0.102

MAINTENANCE MANUAL FOR SPIC‐AC/US