Introduction

 It is a production unit owned by Indian railways , for which it manufactures

diesel–electric locomotive and its spares parts.

 To meet the increased transportation needs of the Indian railways it was

established in collaboration with M\s ALCO( American Locomotive
Company), USA.

 Founded in 1961, the D.L.W. rolled out its first locomotive three year later, on
January 3, 1964. It manufactures locomotives which are variants based on the
original ALCO design dating to 1960s and the GM EMD design of the 1990s.

 It has evolved into an integrated diesel–electric locomotive manufacturing

plant, capable of building all components of the locomotive in-house, including
the engines, super structures, and fabricated bogies and under frames.
 Diesel–electric locomotive were introduced to exploit their versatility, low
maintenance requirements and cost effectiveness as compared to steam
engine.

 Got its first ISO certification in 1997 and ISO-9001 and ISO-14001 in
December 2002.

 With technology transfer agreement from manufacturers such as GM-EMD,

DLW today produces advance locomotives having output range from 2600 to
4000 hp.

 It has supplied locomotives to other countries such as Sri Lanka, Bangladesh,

Malaysia, Tanzania and Vietnam etc.
 Diesel’s advantages over steam

 They can safely be operated by one person, making them ideal for
switching/shunting duties in yards.

 The operating environment is much more attractive, being much quieter, fully
weatherproof and without the dirt and heat that is an inevitable part of operating
a steam locomotive.

 Steam locomotives require intensive maintenance, lubrication and cleaning

before, during and after use.

 The thermal efficiency of steam was considerably less than that of Diesel

engines.
 PRINCIPLE OF DIESEL ENGINE

When the piston is at the top of its travel, the

cylinder contains a charge of highly
compressed air.

Diesel fuel is sprayed into the cylinder by the

injector and immediately ignites because of the
heat and pressure inside the cylinder.

The air in the cylinder is raised to about 500-

600 psi which raises the temperature inside to
about 1000 0 F.

The pressure created by the combustion of the

fuel drives the piston downward. This is the
“power stroke”.
As the piston nears the bottom of its stroke, all
of the exhaust valves open. Exhaust gases rush
out of the cylinder, relieving the pressure

As the piston bottoms out, it uncovers the air

intake ports. Pressurized air fills the cylinder, .
forcing out the remainder of the exhaust gases.

The exhaust valves close and the piston starts

travelling back upward, re-covering the intake
ports and compressing the fresh charge of air.
This is the ”compression stroke”.
 components in diesel engine
1. Valves : For a two-stroke engine, there may simply be an exhaust outlet
and fuel inlet instead of a valve system.

2. Exhaust systems: The exhaust system frequently contains devices to

control pollution, both chemical and noise pollution.

3. cooling systems: Combustion generates a great deal of heat, and some of

this transfers to the walls of the engine. Cooling systems usually employ air or
liquid (usually water) cooling.

4. Piston: It is located in a cylinder and is made gas-tight by piston rings. Its

purpose is to transfer force from expanding gas in the cylinder to the
crankshaft via a piston rod and/or connecting rod. In two-stroke engines the
piston also acts as a valve by covering and uncovering ports in the cylinder wall.
5. Crank shaft: Most reciprocating internal combustion engines end up
turning a shaft. This means that the linear motion of a piston must be
converted into rotation. This is typically achieved by a crankshaft.

6. Starter systems : All internal combustion engines require some form of

system to get them into operation. Most piston engines use a starter
motor powered by the same battery as runs the rest of the electric systems.

7. Lubrication Systems: Internal combustions engines

require lubrication in operation that moving parts slide smoothly over each
other. Insufficient lubrication subjects the parts of the engine to metal-to-
metal contact, friction, heat build-up etc.
 Diesel-electric locomotive
 In a diesel-electric locomotive, the diesel engine drives an electrical
generator or alternator whose output provides power to the traction motors.
There is no mechanical connection between the engine and the wheels. The
important components of diesel-electric propulsion are :

 Diesel engine ( 16 cylinder , two stroke )

 The main generator or alternator
 Traction motor
 Control system consisting of the engine governor
 Electrical or electronic component to control or modify the electrical supply
to the traction motions
 Inverters
 basic concepts

Diesel Alternator rectifier

engine

Traction
governor
control

Front Rear
traction traction
motor motor
bogie bogie
 alternator

Alternators generate
electricity by the same
principle as DC generators,
namely, when the magnetic
field around a conductor
changes, a current is induced
in the conductor according
to faraday’s law of
electromagnetic induction.
 Typically, a rotating magnet called the rotor turns within a stationary set of
conductors wound in coils on an iron core, called the stator. The field cuts
across the conductors, generating an electrical current, as the mechanical
input causes the rotor to turn.

Alternating voltage may be generated by rotating a coil in the magnetic

field or by rotating a magnetic field within a stationary coil. The value of
the voltage generated depends on -
 the number of turns in the coil.
 strength of the field.
 the speed at which the coil or magnetic field rotates.
Synchronous speed
 The output frequency of an alternator depends on the number of poles and
the rotational speed. The speed corresponding to a particular frequency is
called the synchronous speed for that frequency.
Poles Rpm at 50 Hz Rpm at 60 Hz
2 3000 3600
4 1500 1800
6 1000 1200
8 750 900
10 600 720
12 500 600
14 428.6 514.3
 The relation between speed and frequency is given by
N = 120f / P 

where  f is the frequency in Hz (cycles per second)

 P is the number of poles (2,4,6...) and 
N is the rotational speed in revolutions per minute (RPM)
 Governor
 A device used to measure and regulate the speed of an engine.

 The microcontroller based governor consists of a control unit mounted in

the drive cab and an actuator unit mounted on the engine.

 The governor controls the engine speed based on throttle handle position.

 Engine RPM is measured by a Tacho generator or engine speed sensor

mounted on the engine.

 Digital PID control is used to control the fuel rack position dynamically ,
based on the selected notch on throttle handle and measure engine RPM .
A steeper motor drive is used to control the fuel rack of diesel engine .
 A PID controller attempts to correct the error between a measured
process variable and a desired set point by calculating and then
outputting a corrective action that can adjust the process accordingly
and rapidly, to keep the error minimal.

 The governor also controls the electrical load on the engine, so as to

limit horsepower at each notch to a present level, through an electrical
interface with the excitation system of the locomotive.

 Air pressure is measured through a pressure sensor mounted in air

manifold, and movement of fuel rack is limited as a function of this
pressure so as to prevent incomplete combustion, black smoke,
excessive engine temperature, fuel wastage etc.

 Lube oil pressure is continuously monitored and engine is shut down if

the lube oil pressure is less than the specified pressure so as to protect
the engine from damage due to malfunctioning of lube oil pump etc.
 Control unit features

•No need of regular maintenance.

•Effective control for complete

combustion of fuel improves fuel
efficiency and reduces pollution.

•Continuous display of engine status

parameters.

•Online fault diagnostics and fault

message display.
 Actuator unit features

•16 bit microcontroller based design

•Steeper motor used for high

precision position control of fuel
rack

•Digital PID control.

•Tuning for each individual engine

is not required.
 THROTTLE
 It is the mechanism by which the flow of a fluid is managed by constriction or
obstruction.

 An engine's power can be increased or decreased by the restriction of inlet gases.

 A throttle position sensor (TPS) is a sensor used to monitor the position of

the throttle in an internal combustion engine.

 The sensor signal is used by the engine control unit (ECU) as an input to its
control system. The ignition timing and fuel injection timing are altered depending
upon the position of the throttle, and also depending on the rate of change of that
position.

 Engine control units control engines by determining the amount of fuel, ignition
timing and other parameters, by monitoring an engine through sensors, and
reading values from multidimensional maps.
 Throttle handle position
 Idle position :
1. The prime mover will be receiving minimal fuel, causing it to idle at
low RPM.
2. The traction motors will not be connected to the main generator and the
generator's field windings will not be excited . the generator will not
produce electricity with no excitation. Therefore, the locomotive will be in
"neutral".

 To set the locomotive in motion, the reverser control handle is placed into
the correct position (forward or reverse), the brake is released and the
throttle is moved to the run 1 position (the first power notch).
 The first power position :

1. this cause the traction motors to be connected to the main generator and the
latter's field coils to be excited.
2. It will not, however, increase engine RPM.
3.With excitation applied, the main generator will deliver electricity to the
traction motors, resulting in motion. Thus the locomotive will easily
accelerate.

 As the throttle is moved to higher power notches, the fuel rate to the prime
mover will increase, resulting in a corresponding increase in RPM and
horsepower output.
 Traction
 Traction refers to the maximum frictional force that can be produced
between surfaces without slipping.

 Coefficient of traction: The coefficient of traction is defined as the usable

force for traction divided by the weight on the running gear (wheels, tracks
etc) i.e.
Usable Traction = coefficient of Traction x Weight

As the coefficient of traction refers to two surfaces which are not slipping
relative to one another it is the same as Coefficient of static friction.
 factors affecting tractive coefficient
Traction between two surfaces depends on several factors including:
1. Material composition of each surface.
2. Macroscopic and microscopic shape .
3. Normal force pressing contact surfaces together.
4. Contaminants at the material boundary including lubricants and
adhesives.
5. Relative motion of tractive surfaces

 In the design of wheeled or tracked vehicles, high traction between wheel

and ground is more desirable than low traction, as it allows for more
energetic acceleration (including cornering and braking) without wheel
slippage.
 Traction control system
 A traction control system (TCS), also known as Anti-Slip Regulation (ASR),
is designed to prevent loss of traction of the driven road wheels, and
therefore the control of the vehicle, when excessive throttle is applied by the
driver.

 The intervention can consist of one or more of the following:

1. Retard or suppress the spark to one or more cylinders

2. Reduce fuel supply to one or more cylinders
3. Brake one or more wheels
4. Close the throttle, if the vehicle is fitted with drive by wire throttle.
 Traction motor
•  Electric motor providing the primary rotational
torque of a machine, usually for conversion into
linear motion.

•DC series-wound motors, running on

approximately 600 volts.

•The availability of high-powered

semiconductors such as thyristors has now made
practical the use of much simpler, higher-
reliability AC induction motors.
 Usually, the traction motor is simply suspended between the truck (bogie) frame
and the driven axle; this is referred to as a "nose-suspended traction motor".

 The problem with such an arrangement is that a portion of the motor's weight is
unsprung, increasing forces on the track.

 By mounting the relatively heavy traction motor directly to the power unit rather
than to the truck (bogie), better dynamics are obtained allowing much-improved
high-speed operation.

Rating : In diesel-electric the horsepower rating of the traction motors is usually

81% that of the prime mover. This assumes that the electrical generator converts
90% of the engine's output into electrical energy and the traction motors convert
90% of this electrical energy back into mechanical energy.
 Types of traction
1. DC Traction: employed until the late 20th century in diesel-electric traction
units.

 With DC, the most popular line voltages for overhead wire supply systems
have been 1,500 and 3,000.

 The disadvantages of DC are that expensive substations are required at

frequent intervals.

 The low-voltage, series-wound, DC motor is well suited to railroad traction,

being simple to construct and easy to control.
2. AC Traction:
 Three-phase AC motor traction became practicable in the 1980s.
 With AC, especially with relatively high overhead-wire voltages (10,000
volts or above), fewer substations are required.

 With commercial-frequency, AC systems, there are two practical ways of

taking power to the locomotive driving wheels:

1. By a static rectifier on the locomotive to convert AC supply into DC at low

voltage to drive standard DC traction motors
2. By a converter system to produce variable-frequency current to drive AC
motors
 Thyristor or chopper are used to control the current supply to the motor.
 For railroad traction the AC motor is preferable to a DC machine on several
counts. It is an induction motor with a squirrel-cage rotor , and it has no
commutator or brushes and no mechanically contacting parts except bearings,
so that it is much simpler to maintain and more reliable.

3. Multi system: Because of the variety of railway electrification systems,

which can vary even within a country, trains often have to pass from one
system to another. One way this is accomplished is by changing locomotives at
the switching stations.
bogie

 A bogie is a wheeled wagon or trolley. In

mechanics terms, a bogie is a chassis or
framework carrying wheels, attached to a
vehicle.

 Usually the train floor is at a level above the

bogies, but the floor of the car may be lower
between bogies.
 Bogies serve a number of purposes:
1. To support the rail vehicle body
2. To run stably on both straight and curved track
3. To ensure ride comfort by absorbing vibration, and minimizing
centrifugal forces when the train runs on curves at high speed

 Usually two bogies are fitted to each carriage, wagon or locomotive, one at
each end. Most bogies have two axles as it is the simplest design, but some
cars designed for extremely heavy loads have been built with up to five
axles per bogie.
 Key components of a bogie include:

1. The bogie frame itself.

2. Suspension to absorb shocks between the bogie frame and the rail vehicle
body. Common types are coil springs, or rubber airbags.

3. At least one wheel set, composed of an axle with a bearings and wheel at
each end.

4. Axle box suspension to absorb shocks between the axle bearings and the
bogie frame.

5. Brake equipment. Two main types are used: brake shoes that are pressed
against the tread of the wheel, and disc brakes and pads.
 rectifiers

 A rectifier is an electrical device that converts  AC to DC, a process known

as rectification. Rectifiers have many uses including as components of
power supplies and as detectors of radio signals.

 A device which performs the opposite function (converting DC to AC) is

known as an inverter.

 Rectifiers are of two types:

a) half wave rectifier
b) full wave rectifier
 Half-wave rectification

 Either the positive or negative half of the AC wave is passed, while the
other half is blocked. Because only one half of the input waveform reaches
the output, it is very inefficient if used for power transfer. Half-wave
rectification can be achieved with a single diode in a one-phase supply, or
with three diodes in a three-phase supply.
 Full-wave rectification
 A full-wave rectifier converts the whole of the input waveform to one of
constant polarity (positive or negative) at its output. Full-wave rectification
converts both polarities of the input waveform to DC (direct current), and is
more efficient. However, in a circuit with a non- centre tapped transformer,
four diodes are required instead of the one needed for half-wave
rectification. Four rectifiers arranged this way are called a diode bridge or
bridge rectifier:
 Classification of locomotives

 The classification syntaxes:

Locos, except the older steam ones, have classification codes that
identify them. This code is of the form
“ [ gauge ][ power ][load ][ series ][ sub type ][ suffix ] ”

 The first letter (gauge)

W- Indian broad gauge
Y- meter gauge
Z- narrow gauge(2.5 ft)
N- narrow gauge (2 ft)
 The second letter (motive power)
D- Diesel
C- DC electric (can run under DC traction only)
A- AC electric (can run under AC traction only)
CA- Both DC and AC (can run under both AC and DC tractions), 'CA' is
considered a single letter
B- Battery electric locomotive (rare)

 The third letter (load type)

G-goods
P-passenger
M-mixed traffic ; both goods and passenger
S-Used for shunting
U-Electric multiple units (E.M.U.)
R-Railcars
 THE fourth letter (series)

The series digit identifies the horsepower range of the locomotive.

Example for the series letter ‘3’ means that the locomotive has power
over 3000 hp but less than 4000 hp.

 The fifth letter (subtype)

an optional letter or number that indicates some smaller variations in
the basic model.

For ex: ‘A’ for 100 hp,

‘B’ for 200 hp and so on……..
 Telephone exchange
 Provides telephone connections to the D.L.W. administrative blocks and D.L.W.
colony area.

 The exchange is also provided with rack type Main Distribution Frame (M.D.F.). This
has capacity to mount fuse mounting with fuses and test jacks.

 The exchange is designed to perform satisfactorily for a line loop resistance of 1000
ohm for each subscriber.

 The local loop is the physical link or circuit that connects from the demarcation
point of the customer premises to the edge of the  telecommunications service
provider's network.

 The exchange works on D.C. supply of 50 volts obtained from battery set which is
connected in parallel to the charger which is operating on 230 volts A.C.

 The voltage required when two subscriber talks is 12 volts.

 Important parts in exchange

1. Battery charger :
Charger operates on 230volts A.C. supplied to it
and provides 48-50 V D.C. to the exchange. Charger is attached with a
battery in parallel. Whenever electricity goes off the charger is attached
to the battery and it starts working on battery.

2. Battery:
In the exchange batteries are used to operate it. Batteries are
connected in parallel as soon as electricity goes off the exchange gets
connected to the battery.
 Lead acid battery:
 Invented in 1859 , are the oldest type of rechargeable battery.

Construction : In a complete battery there is a negative and positive plate.

All negative plates are joined with the help of solder at the terminal post,
which is called negative terminal and vice-versa for the positive terminal.
 The negative and positive plates are kept in such a manner that every
positive plate is in between two negative plates. In this way the number of
negative plates is more than the positive plates. Positive plate and negative
plate are very close to one other.
 There is a doubt of mixing of the plates that’s why separator is used
between them of wood rubber, glass, ebonite to keep them at a distance.
 There are 4 batteries 12 V each; total 50 V is required for exchange. Each
battery has 6 cells each of 2.15 V each.

 Electrochemistry: When load is given , current flows the highest side of

H2SO4 burst and by this action H+ ions goes to the positive plate (PbO2) and
SO4- - ions goes to the negative plate (Pb). Then the equation formed at
 
 Positive plate:
PbO2 + H2 +H2SO4  PbSO4 + H2 O
(Lead sulphate)
 Negative plate:
Pb + SO4  PbSO4 (Lead sulphate)
 Intermediate distribution frame
 A frame that
(a) cross-connects the user cable media to individual user line circuits and
(b) may serve as a distribution point for multi pair cables from the main
distribution frame (MDF) to individual cables connected to equipment in
areas remote from these frames.

 The cables that come out of the exchange line cards are installed in the
crown type on the wall are called I.D.F.
 Main distribution frame
 It is a signal distribution frame for connecting equipment to cables
and subscriber carrier equipment.

 termination point within the local exchange .

 exchange equipment and terminations of local loops are connected by

jumper wires at the MDF.

 The fuse is attached on the back side of the tag block for the safety. As
when thundering or vibrations occurs the fuse gets blow off making the
circuit break and thus we can prevent further damage.
Jumper wire

 Each jumper is a twisted pair.

 Twisted pair cabling is a form of wiring in

which two conductors are twisted together
for the purposes of cancelling out
electromagnetic interference (EMI) from
external sources.
Electromagnetic interference :
It is a disturbance that affects an electrical circuit due to either
electromagnetic radiation emitted from an external source. 
  The disturbance may interrupt, obstruct, or otherwise degrade or limit the
effective performance of the circuit.

 In balanced pair operation, the two wires carry equal and opposite signals
and the destination detects the difference between the two.

Distribution pole

 DP is much nearer to the consumer where it is easier to take cable from the
consumer.
Distribution board
 In telecommunications, a distribution
frame is a passive device which terminates
cables, allowing arbitrary interconnections to
be made.

 It is a box type board in which cable pads

are distributed according to the number
which are to be provided near the
distribution.

 D.B. is installed after a certain interval of the

distance make the proper distribution of the
cable easier to reach the consumer.
 faults

 Line contact: It means that the drop wire has connected either with pole or a
tree and a busy tone is obtained when we ring the number.

 Line earth:
It means that the wire which is broken is in touch with a
pole or earth and there is a soft humid sound is coming when we dial
the number.

  Line disc:
The wire has been broken down.
 Electric maintenance shop
Types of machines
1. Conventional machines
2. NC machine
3. CNC machines

1. Conventional machine:
It is a simple machine which is now an old technique.
2. Numerical control machine:
Numerical control is defined as a system in which
the actions of the machines are controlled by the insertion of the numerical data.
In other words number controls the action.
 elements of numeric control

1. Control unit
2. Machine
3. Axis drive unit
4. Operators control unit
5.Tape reader unit

The manufacturing information on the drawing is converted into punched

holes on a paper tape. The preparation of the tape can be on manual fluxo
writer or by a post processor. The tape thus prepared is fed through the
control unit tape reader. For the control units with memory, the tape
information is preserved in the memory. The tape serves like a guide for the
machine movement and other machines related functions.
Classification of numeric control
1. Point to point system:
This feature is only useful for drilling and boring
operations. The machine operations are possible at specified positions.

2. Straight line system:

In this system the control can command a path operation
in a single axis at a time.

3. Continuous path system:

In this system the control instructs the machine to
make movements like 2 or 3 axis at a time. The machine may be directed to
make helical or circular path.
Computerized numerically controlled machine
 In CNC the control system further energized with a mini computer or a post
processor.

 The control unit stores the programmed information of the work piece, the
travel limits, collisions zones and the diagnostic information etc. it also
gives a feedback to the operator about the current position and distance to
be travelled etc.

 CNC machines have the ability to edit or alter the existing program in no
time.
Comparison between machine conventional, NC
and CNC machines
NO. CONVENTIONAL NUMERICAL CNC
CONTROLLED
1. Occupies more space Depends upon design Occupies less
space

2. Run by operator Run by paper tape Run by paper tape

or memory

3. Cycle time is more Cycle time is less Cycle time is less

4. Operator has to clamp Partially automatic Fully automatic

tools manually clamping tool changing,
indexing
NO. CONVENTIONAL NC CNC

6. Prone to human errors, Flexibility to some extent High degree of

design modification is flexibility in design,
difficult modification and
editing

7. No facility of program Some NCs have Program storage,

storage and diagnostics backup memory with editing and fault
limited input storage diagnostic are possible

8. Repeatability depends Partially depends on High repeatability

upon operator operator

9. Limitations in selecting Selection of optimum Selection of any

specific cutting speed is possible to specific cutting
parameters some extent parameters is possible
 machines in area B
Flame cutting CNC Laser cutting
 The laser beam is typically 0.2
mm (0.008 in) diameter at the
cutting surface with a power of
1000 to 2000 watts.
 Lasers work best on materials
Steel plates are ultrasonically tested such as carbon steel or stainless
before being precision cut by steels because these are difficult
numerically controlled flame to cut due to their ability to
cutting machines or by CNC reflect the light as well as
LASER machine. absorb and conduct heat. This
requires lasers that are more
powerful.
Angular Boring Machine
Fabrication of Engine Block
 This special purpose machine has  Components after flame cutting
two high precision angular boring and various machining operations
bars. are fit and tack welded before
 Boring bars are mounted on high taking on rollovers. Heavy Argon-
precision bearings which provide CO2 welding is done on these
control on size during angular rollovers
boring.
 CNC milling machines

CNC mills can perform the functions of

drilling and often turning.
CNC Mills are classified according to
the number of axes that they possess.
A standard manual light-duty mill is
typically assumed to have four axes:
Table x.
Table y.
Table z.
Milling Head z.
 Breakdown maintenance
Break down of machine can occur due to the following two reasons:
 
 Due to unpredictable failure of component which cannot be prevented.
 Due to gradual wear and tear of the parts of the machine which can be prevented
by regular inspection known as preventive maintenance.

Preventive maintenance
 Also termed as “planned maintenance” or “systematic maintenance” .

 An extremely important function for the reduction of the maintenance cost

and to keep the good operational condition of equipment.
 objective of preventive maintenance

 To obtain maximum availability of the plant by avoiding break down and

by reducing shut down period to a maximum.

 To keep the machine in proper condition so as to maintain the quality of the

product.

 To ensure the safety of the workers.

 To keep the plant at the maximum production efficiency.

 To achieve the above objectives with most economical combination.

 Electric repair shop
Meter section
Calibration of meter is done and the fault in the meter is detected.

Calibration
Calibration is a comparison between measurements-one of known
magnitude or correctness made or set with one device and another
measurement made in as similar a way as possible with a second device.
The device with the known or assigned correctness is called the standard.
The second device is the unit under test (UUT), test instrument (TI).
 Overhauling section

Induction motor

 The most common motors used in industrial motion control systems, as

well as in main powered home appliances.

 Advantage of AC induction motor:

1. Simple and rugged design,
2. low-cost,
3. low maintenance and
4. direct connection to an AC power source.
BASIC CONSTRUCTION AND OPERATING
PRINCIPLE
 An AC induction motor has a fixed outer portion, called the stator and a
rotor that spins inside with a carefully engineered air gap between the
two.
 The rotating magnetic field is created naturally in the stator because of the
nature of the supply.

formula : the relation between supply frequency f, the no of poles p, and

the synchronous speed is Ns = 120f /p.
 Rotor speed: Nr = Ns(1 – s) , where s is the slip.

 A synchronous motor always runs at synchronous speed with 0% slip.

 stator
• Made up of several thin laminations of aluminium.

• Punched and clamped together to form a hollow

cylinder with slots .

• Coils of insulated wires are inserted into these slots.

• Each grouping of coils, together with the core it

surrounds, forms an electromagnet on the application of
AC supply.

• The number of poles of an AC induction motor

depends on the internal connection of the stator
windings.

• The stator windings are connected directly to the

power source. Internally they are connected in such a
way, that on applying AC supply, a rotating magnetic field
is created.
 rotor
• Made up of several thin steel laminations with evenly
spaced bars, of aluminium or copper.

• In the squirrel cage rotor, these bars are connected at

ends mechanically and electrically by the use of rings.

• Squirrel cage rotor has a simple and rugged

construction.

• The rotor consists of a cylindrical laminated core with

axially placed parallel slots for carrying the conductors.

• Each slot carries a copper, aluminium, or alloy bar.

These rotor bars are permanently short-circuited at both
ends by means of the end rings.
 Single-Phase Induction Motor
 only one stator winding and operates with a single-phase power supply, the
rotor is the squirrel cage type.

 It is not self-starting.

 When the motor is connected to a 1-ф supply, the main winding carries an
AC and produces a pulsating magnetic field.

 Due to induction, the rotor is energized but the torque necessary for the
motor rotation is not generated and s will cause the rotor to vibrate, but not
to rotate.
 The start winding can have a series capacitor
and a centrifugal switch.

 When the voltage is applied, current in

the main winding lags the supply voltage due to the
main winding impedance.

 At the same time, current in the start winding

leads/lags the supply voltage depending on the
starting mechanism impedance.

 Interaction between magnetic fields generated

by the main winding and the starting mechanism
generates a resultant magnetic field rotating in
one direction.

 At 75% of its rated speed the centrifugal switch

disconnects the start winding and the 1-ф motor
can maintain sufficient torque to operate on its
own.
 Capacitor Start AC Induction Motor
• The capacitor start motor also has a centrifugal
switch which disconnects the start winding and the
capacitor when the motor reaches about 75% of the
rated speed.

• Capacitor is in series with the start circuit, creates

more starting torque, typically 200% to 400% of the
rated torque.

• And the starting current, usually 450% to 575% of

the rated current.

• They are used in applications like small conveyors,

large blowers and pumps.
 Capacitor Start/Capacitor Run AC
Induction Motor
This motor has a start type capacitor in series with the
auxiliary winding like the capacitor start motor for high
starting torque.

it also has a run type capacitor that is in series with the

auxiliary winding after the start capacitor is switched out
of the circuit. This allows high overload torque.

costly due to start and run capacitors and centrifugal

switch.

Can be used for woodworking machinery, air

compressors, high-pressure water pumps, vacuum pumps
and other high torque applications requiring 1 to 10 hp.
TORQUE-SPEED CURVES OF DIFFERENT TYPES OF
SINGLE-PHASE INDUCTION MOTORS
 THREE-PHASE AC INDUCTION MOTOR
 widely used in industrial and commercial applications.

 classified either as squirrel cage or wound-rotor motors.

 These motors are self-starting.

 They produce medium to high degrees of starting torque.

 applications include grinders, lathes, drill presses, pumps, compressors,

conveyors, also printing equipment, farm equipment etc.
 Starting of motor

Variable-frequency drives

A VFD can easily start a motor at a lower frequency than the AC line, as
well as a lower voltage, so that the motor starts with full rated torque and
with no inrush of current. The rotor circuit's impedance increases with slip
frequency, which is equal to supply frequency for a stationary rotor, so
running at a lower frequency actually increases torque.
 TORQUE-SPEED CURVE OF 3-PHASE AC INDUCTION
MOTOR
 Transport section

 In transport section there are basically two types of machine are used for
transportation purpose of the different jobs from one shop to other.

 Different machines used are

1. fork lift truck
2. cranes
 Fork lift truck

forklift  is a powered
industrial truck used to lift
and transport materials.
Counterbalanced forklift components

  Truck Frame - is the base of the machine to which the mast, axles,
wheels, counterweight, overhead guard and power source are attached.

 Cab - is the area that contains a seat for the operator along with the
control pedals, steering wheel, levers, switches and a dashboard containing
operator readouts.

 Overhead Guard - is a metal roof supported by posts at each corner of the

cab that helps protect the operator from any falling objects. 

 Power Source - may consist of an internal combustion engine or battery.

 cranes
A crane is a lifting
machine, generally
equipped with
a winder (also called a
wire rope drum), wire
ropes or chains and sheav
es, that can be used both
to lift and lower materials
and to move them
horizontally.
 General characteristics
 Used to move loads over variable (horizontal and vertical) paths within a
restricted area

 Used when there is insufficient (or intermittent) flow volume such that the
use of a conveyor cannot be justified

 Provide more flexibility in movement than conveyors

 Engine testing

types of testing

Lubricating oil testing

 Lubrication is done for better performance of the engine parts.
 testing is done by checking the circulation of lubricant oil.
 For rotating parts checking is done by seeing the returning path of the oil
i.e. checking not only the forward path but also the returning path.
 RR40 is used as lubricating oil.
 water testing

 Water acts as a coolant for moving part of the engine because constant
movement or rotation causes various parts to heat up and water working as
coolant cooled down the concerned part.

Load testing
For load testing electrical load is provided to the engine. If there is any
abnormal sound then the engine is again tested for lubrication so that any
flaw which is there can be removed.
 DWG2

 DWG2 class 3100 hp diesel electric locomotive AC-DC transmission,

powdered with D.L.W. built 16 cylinder ALCO251C diesel engines is
exclusively designed for heavy freight service.

 High adhesion two stage suspension design trucks minimize weight transfer
and provide a higher traction effort and excellent riding quality.

 WDG2 is popular for the low and easy maintenance at extended periods,
reduced noise and exhaust emission, fuel saving safe operation.
 General characteristics

 Installed 3100 hp
 Power input to traction under site condition 2750 hp
 Gauge 1676 mm

Principle dimension
 Locomotive weight 123000 kg
 Nominal axel load 20500 kg
 Wheel diameter 1092 mm
 Maximum starting tractive effort 37884 kg
 Fuel tank capacity 6000 liters
 Max speed 100 km/hr
 Basic features
 
Diesel engine

 Model 16 cylinder ALCO251C , DLW built

 Medium speed, 4 strokes
 Fuel efficient

Transmission system
 Electrical AC-DC
 Electronic excitation control
 Traction alternator – BHEL TA10102DW
 Traction motor – BHEL TM4907 AZ – roller suspension bearings
 Engine test operation sequence
 Base inspection under screen and fitting over screen.
 Water circulation.
 Lube oil filling and check deflection crank shaft.
 Lube oil circulation.
 Pre run on no load 3 to 5 times of duration 10 to 30 min each 400 rpm.
 Intermediate runs 12 runs of 30 min duration each from 400 to 1000 rpm.
 Check over speed trip of recheck 3 times.
 Check bake in nozzles and set tapped clearance.
 Inspection before fist hour performance.
 First hour performance on full load.
 Base inspection.
 Second hour performance on full load.
 Attend defects of first hour performance.
 Final base inspection.
 Check engine deficiencies.
 Engine clearance.
Thank you