Southern Railway Electric Loco Shed
Southern Railway Electric Loco Shed
Southern Railway Electric Loco Shed
INTERNSHIP REPORT
Submitted by
ANEESH P [2014501]
DINESH PRASANTH S [2014506]
SIBI CHAKRAVARTHI C [2014518]
THARUN B [2014520]
VISHVANATH B [2014521]
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K.S.R. COLLEGE OF ENGINEERING
BONAFIDE CERTIFICATE
Certified that this internship report on “ELECTRIC LOCOMOTIVE” is the bona fide work of
ANEESH P [2014501] DINESH PRASANTH S [2014506] SIBI CHAKRAVARTHI C
[2014518] THARUN B [2014520] VISHVANATH B [2014521] who carried out the internship
at ELECTRIC LOCOMOTIVE SHED,ERODE.
SIGNATURE SIGNATURE
Dr.V.Ravi,M.E.,Ph.D., Dr. S. Ramesh M.E., Ph.D.,
INTERNAL GUIDE HEAD OF THE DEPARTMENT
Associate Professor, Professor,
Department of EEE, Department of EEE,
K.S.R. College of Engineering, Tiruchengode – K.S.R. College of Engineering, Tiruchengode
637 215. – 637 215.
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K.S.R. COLLEGE OF ENGINEERING
DECLARATION
I affirm that the internship report on “ELECTRIC LOCOMOTIVE” is the original work carried
out by me. It has not formed the part of any other Institutional training report submitted for
ANEESH P [2014501]
THARUN B [2014520]
VISHVANATH B [2014521]
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ACKNOWLEDGEMENT
I would like to place my sincere thanks and gratitude to our Deiva Thiru Dr.K.S.RANGASAMY, MJF,
K.S.R. Group of Institutions and Thiru R.SRINIVASAN B.B.M., MISTE., Chairman and Managing
Trustee, K.S.R. College of Engineering for providing me the needed facilities to do Internship.
I express my sincere thanks to our Principal Dr. P. SENTHILKUMAR., Ph.D., for his support
given to me in carrying out the Internship.
I like to express my sincere thanks to our Head of the Department of Electrical and
Electronics Engineering, Dr. S. RAMESH M.E., Ph.D., for the guidance and support given to me in
carrying out the Internship.
I would like to express my sincere gratitude to my all the faculty and staff members of
Electrical and Electronics Engineering Department for their valuable support, which helped me lot
to establish control over this.
ANEESH P [2014501]
THARUN B [2014520]
VISHVANATH B [2014521]
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TABLE OF SECTION
S.NO TOPIC’S PG.NO
3 TECHINCAL SPECIFICATION 13
4 PANTOGRAPH 18
5 ROOF LAYOUT 23
6 AXILE WHEELS 25
7 BONAFIDE CRETIFICATE 27
8 ATTENDANCE 28
9 PHOTOS 29
10 INTERNSHIP CRETIFICATE 34
INTRODUCTION :
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As a crucial infrastructure, railways have an important responsibility to participate in
providing linkages to the upcoming centers of growth. In view of the rapid growth in the
industrial and port sector, the State Government is looking for strategic options to improve
transport facilities. This includes conversion of existing railway lines from narrow/metre
gauge to broad gauge, establishment of new railway lines to connect the industrial growth
centres, logistic hubs and ports. In this area, the State Government is looking for private
sector participation in general as also foreign direct investments
Indian Railways, the prime movers of the nation, is pivotal to the development of the
country. It is the third largest network under a single management. It carries largest number
of passengers (approximately 6.7 billion in a year) and one of the largest volumes of cargo
(794 million tones in the year 2007-08) among the worlds major rail systems.
OBJECTIVES:
Locomotives with on-board fuelled prime movers, such as diesel engines or gas turbines, are
classed as diesel-electric or gas turbine-electric and not as electric locomotives, because the
electric generator/motor combination serves only as a power transmission system.
Additional efficiency can be gained from regenerative braking, which allows kinetic energy to
be recovered during braking to put power back on the line.
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Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative
braking. Electric locomotives are quiet compared to diesel locomotives since there is no engine
and exhaust noise and less mechanical noise.
Power plant capacity is far greater than any individual locomotive uses, so electric locomotives
can have a higher power output than diesel locomotives and they can produce even higher
short-term surge power for fast acceleration.
ABSTRACT:
We focus on a valuably consequential idea to design an energy storage system for electric
locomotive which only know two requirements, required energy and required the minimum
voltage
Select the type of batteries suitable for use and design for load requirement. Second
calculating the value of capacitors suitable for start period and regenerative braking
After that simulation batteries and supercapacitor to see if the voltage and power enough
for the system
Finally, the experiment shows the simulation results for both battery and supercapacitor in
accordance with the condition designed according to the load requirement
E3 SECTION
APPARATUS REQUIRED:
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APPARATUS REQUIRED RANGE
Capacity 630kw
Voltages 750V
Current 900A
Speed 895rpm
Rating CONT
Excitation SERIES
Cooling air 80m3/mm
Poles 6
PROCEDURE:
These provide a speed-torque characteristic useful for propulsion, providing high torque at
lower speeds for acceleration of the vehicle, and declining torque as speed increases
(figure no.1)
By arranging the field winding with multiple taps, the speed characteristic can be varied,
allowing relatively smooth operator control of acceleration.
Where higher speed is desired, these motors can be operated in parallel, making a higher
voltage available at each motor and so allowing higher speeds.
A variant of the DC system is the AC series motor, also known as the universal motor, which
is essentially the same device but operates on alternating current
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Since both the armature and field current reverse at the same time, the behavior of the motor
is similar to that when energized with direct current. To achieve better operating conditions,
AC railways are often supplied with current at a lower frequency than the commercial supply
used for general lighting and power.
special traction current power stations are used, or rotary converters used to convert 50 or
60 Hz commercial power to the 25 Hz or 16+2⁄3 Hz frequency used for AC traction motors.
Because it permits the simple use of transformers, the AC system allows efficient distribution
of power down the length of a 02222rail line, and also permits speed control with switchgear
on the vehicle.
Advantages:
Disadvantages:
Induction motors for electric drives of rail vehicles are equipped with squirrel-cage rotor
winding
These motors are supplied from inverters and used for traction drives of rail vehicles such as
tram cars, metro cars, electric multiple units (EMUs) electric railway locomotives and mine
locomotives. (Figure no.3)
Drives using induction motors are characterized by high power efficiency and good control
properties in two zones of speed control.(Figure no.10)
one, where load torque is constant and the other, where load power is constant.
Motors rated up to 100 kW (tram motors) are fitted with cast Aluminium rotor winding
The rocker arm comprises a first portion disposed on the first side of the rocker shaft for
receiving a force in a first direction from a brake actuator.
Rocker arms in automobiles are typically made from stamped steel, or aluminum in higher-
revving applications.
Type of damage:
Crack defect in rotor
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Fig.6;Crack defect in rotor Fig7;
Fig 8;CE breaking lock failure Fig 9;Evolute side coil short circuited
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E5A SECTION
s. TRANSFORMER RATINGS
No
1 Windings Bushing Power (KVA) VoltageV) Current (A)
THE TRANSFORMER TANK ALSO CONTAINS 02 SERIES RESONANT CHOKES (ONE FOR EACH
CONVERTER) & 06 AUXILIARY CONVERTER CHOKES (TWO FOR EACH OF THE 03 AUXILIARY
CONVERTERS)
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Fig13:Shows the cooling system of 3 phase loco parameters
TABULATION:
LOCO TRANSFORMER
S:NO EQUIPMENT/ACTIVITY PARAMETER TO INSTRUMENTS STANDARD
BE VERIFIED TO BE USED VALUE
1 TFP OIL BDV BDV TEST KIT >35KV
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Transformer is an important equipment of three phase electric locomotives Proper upkeep
of transformer is necessary to ensure trouble free operation of three phase electric
locomotives
locomotive has been prepared by CAMTECH with the objective of making our maintenance
personnel aware of correct maintenance and overhaul techniques
The transformer is a static device, which transforms power from one AC circuit to another
AC circuit at same frequency but having different characteristics. These circuits are
conductively disjointed but magnetically coupled by a common time varying magnetic field
It can raise or lower the voltage with a corresponding decrease or increase in current(Figure
no.13)
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(Figure no.14)
INTRODUCTION :
The transformer is a static device, which transform power from one AC circuit to
another AC circuit at same frequency but having different characteristics(Figure no.14)
These circuits are conductively disjointed but magnetically coupled by a common time
varying magnetic field
It can raise or lower the voltage with a corresponding decrease or increase in current
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In all the electric locomotives, limiting the value of current during starting, speed
control is achieved by supply of variable voltage to the traction motors
This variation of applied voltage can be carried out easily by the use of transformer
along with tap changer provided in the locomotive
The windings which form the electrical circuit must fulfill certain basic requirements,
particularly the di-electric, thermal and mechanical stresses imposed on it during
testing as well as in service and cater for over loads under adverse conditions
E5 B1 SECTION
PANTOGRAPH
AM-12 PANTOGRAPH:
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Fig 15; Shows the Electric locomotives, pantograph WAM-4, WCAM-1/AC, WCAM-2/AC, WCAM-
3/AC, WAG-5, WAG-7, WAG-9 Faiveley type AM-12.
INTRODUCTION :
In electric locomotives, pantograph acts as mobile current carrying equipment which is
mounted on the roof. It collects power from the overhead equipment under both static
and dynamic conditions and transfers it to locomotive. On electric locomotives WAM-4,
WCAM-1/AC, WCAM-2/AC, WCAM-3/AC, WAG-5, WAG-7, WAG-9 Faiveley type AM-12
(make of M/s Stone India Ltd.) Fig 15.
And similar design pantographs (IR 01 of M/s Contransy & PAN 01 of M/s General stores
and engineering) are being used. The whole assembly of pantograph is mounted on the
four foot insulators on locomotive roof. It is operated for its raising/ lowering positions
with compressed air through servomotor.
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used for driving is raised i.e. rear to the direction of movement of the locomotive (if rear
is defective or damaged, front can be used to work.
The design of pantograph and its electromechanical interaction with OHE contact wire is
very significant. To improve the reliability of the pantograph, life of the OHE contact wire
and to reduce the cases of panto entanglements with OHE, RDSO has carried out
continuous study and issued various modification sheets, special maintenance
instructions and technical circulars etc.
Time to time, some of them are as under : i. RDSO Modification Sheet no. 0265, Rev. 1
dtd. May, 2000 & Technical Circular no. 071 dtd. July 2001 for adoption of metalised
carbon strips. ii. RDSO Modification Sheet no. 0333, dtd. Dec., 2004 for Standardisation of
Panto Pan assembly of AM 12 or similar design. iii. RDSO Technical Circular no. 0094 dtd.
June 2007 for Components to be changed during AOH/ IOH and POH. iv. RDSO
Investigation report No. 0147 Rev.0 dtd. July 2011 for Pantograph for Electric
Locomotives.
TABULATION:
2 Normal pressure,kg/cm2: 9
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3 Raising time second 6-10 for 1.5m ht
6 Weight 203
AM-92 PANTOGRAPH:
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Fig 16;Shows the pantograph of AM-92
TABULATION:
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Analysis of pantograph entanglement cases:
The date of manufacture of failed pantograph commonly were not available in records.
Most of the zonal railways did not have data of service period of component or sub
component of a particular pantograph(Figure no.16)
The pantograph is subjected to shock and vibration which are transferred to it because of
movement. The factors which contribute to these shocks and vibrations on these
pantographs are
The pantograph is designed to cater to shocks and the vibrations. To reduce the shocks and
vibrations so transferred by loco on pantograph, the main raising system, dampers and pan
suspension have been provided on pantographs as shown in Fig1, 2 & 3 of different types of
pantograph.
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E5 B2 SCTION
Roof layout:
E4A SECTION
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AXLE WHEELS:
A train wheel or rail wheel is a type of wheel specially designed for use on railway tracks
The wheel acts as a rolling component, typically press fitted onto an axle and mounted directly
on a railway carriage or locomotive
Wheels are initially cast or forged and then heat-treated to have a specific hardness. New
wheels are machined using a lathe to a standardized shape, called a profile, before being
installed onto an axle. All wheel profiles are regularly checked to ensure proper interaction
between the wheel and the rail(Figure no.17)
Incorrectly profiled wheels and worn wheels can increase rolling resistance, reduce energy
efficiency and may even cause a derailment
The International Union of Railways has defined a standard wheel diameter of 920 mm (36 in),
although smaller sizes are used in some rapid transit railway systems and on ro-ro carriages
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BRAKE SYSTEM:
Automatic Train Brake:
Emergency 0
In both the cabs one Driver’s Brake Controller (DBC) is provided which is the electrical
switching equipment (Figure no.18)
The function of the driver’s brake controller is to generate a variable voltage code in
accordance with the position of the controller handle and to perform a number of ancillary
electrical functions
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This brake is utilized for charging and discharging the B.P. Pressure to apply/release train
brake and also loco brake in conjunction working
This A-9 is remaining active in active cab only. Once the BL key is rotated from D to OFF, this
handle will not function, but its emergency position will act.
The brake pipe pressure is then held constant at a reduced level, which corresponds to the
particular braking requirement, against any normal leakage by the self-maintaining feature.
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