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Submitted By:Name Dhananjay Karmakar Naresh Kumar Univ. Roll No 09ENG238200383 09ENG238200373

Dept.: - Electrical & Electronics Engineering Batch: - 2009-2013 R. V. S. College of Engineering & Technology, Edalbera, Bhilai Pahari, Jamshedpur.

Submitted By:Dhananjay Karmakar Univ. Roll No.: 09ENG238200383 & Naresh Kumar Univ. Roll No.: 09ENG238200373 Branch: E.E.E., Session: - 2009-13 6th Semester, B. Tech. R.V.S. College of Engg. & Tech, Jsr.

At very outset of the prologue it becomes imperative to insist that vocational training is an integral part of engineering curriculum. Training allows us to gain an insight into the practical aspects of the various topics, with which we come across while pursuing our B. Tech vocational training gives us practical implementation of various topics we already have learned and will learn in near future. Vocational training always emphasizes on logic and commonsense instead of theoretical aspects of subject. On my part, I pursued four weeks training at Electric Loco Shed, Tatanagar. I got maximum exposure to the working environment of maintenance work in various sections. The rotation in various sections was necessary in order to get an overall idea about the working of the organization.

We are the students of 3rd year of Electrical & Electronics Engineering of R.V.S. College of Engineering & Technology, Jamshedpur, visited Electric Loco Shed, Tatanagar for vocational training dated on 28th May12 to 28th June12.

First of all we would like to thanks our college Dean and Head of Training & Placement Prof. (Dr.) N.K. NARAIN, to conduct this training successfully.

We are thankful to the organization Electric Loco Shed, Tatanagar for providing necessary facility to carry out our vocational training successfully. Its our duty to record sincere thanks & gratitude to Mr. ABHIMANYU SETH (Sr. DEE) and Mr. KIRAN MUKHERJEE (Sr. Sec. Engineer/ OFFICE).

Also we are highly obliged to Mr. RAMNARESH MAHTO (Jr. Sec. Engineer) & Mr. B.N. KARMAKAR (Tech. I) and extend our gratitude towards the engineers and technical staffs, who helped us in bringing this project to its present form by their vital and variable information

1. Introduction to Electric Loco Shed, Tatanagar 2. Description of various Section of Loco Shed 3. Description of equipment used on Locomotive according to sections Section -E5 Section-E4 Section-E3 TM Section-E3 AUX Section-INSPECTION

25 KV AC Traction was introduced for the first time in Indian Railways in the Dangoaposi section of CKP division during 1959. Consequent upon the electrification, electric locomotives imported from France (SNCF). Railways were inducted for hauling freight traffic. For the maintenance of these locomotives (WAG-1 Class locomotives). The electric loco shed, Tatanagar was established in the year 1962 under the supervision of SNCF Railway. Tata Electric Loco Shed then became the second loco shed of Indian Railway. The Shed started functioning with a holding of 69 locomotives.

Loco Holding of ELS / TATA as up to 19th June 2012

WAM 4 43 WAG - 5A 34 WAG - 5 HA 0 WAG - 7 81 WAG - 9 8 Total 166

A locomotive is a rail vehicle that provides the motive power for a train. Loco means from a place Motive means causing motion. A locomotive has no payload capacity of its own. It is used to move a train. The trains which have self propelled pay load carrying vehicles are called Multiple Units (MU) or rail cares. By their use: CLASSIFICATION OF LOCOMOTIVE Passenger Locomotive Fright Locomotive

By their source of energy Steam Locomotive Diesel Locomotive Diesel electric Diesel hydraulic Electric Locomotive Magnetic Levitation Hybrid Locomotive

1. SECTION: PPO/ TR. Supervisor In- Charge: SSE/ PPO

PPO is responsible for Reception& Releasing of TR or Inspection due Locos. PPO issues the job-card of the locomotive to the concerned Section to its Failure & inspections. Maintaining the Loco Position, whether the Loco is due for inspection (i.e; IA, IB, IC, AOH). PPO also maintains the Loco History of Home Shed or Foreign Locos, as what sort of work has been done at ELS/TATA. Co-ordinates with other sections and with other sheds regarding the repair & forecasting of their Locomotives.

Supervisor IN- charge : SSE/Investigation

Analysis of Loco Failure and arising. Compliance of all reports & analysis to the headquarter GRC. Action plan to be made to stop the loco failure & Arising. Maintains the history of failed equipments . Comprehensive Maintenance of books of performance & history of each every locomotive.


Supervision In- Charge: SSE/ES

EQUIPMENTS: Loco Main Transformer, Tap changer (i.e. SMGR, GR, CGR,
etc), MP, ALL Rotary Switches, All Electro-Magnetic (EM)(i.e.:C101, C118 etc.) & Electro-pneumatic(EP) contactors (i.e.: L1 to L6 & etc), Reverser(J1/J2), CTFs, Smoothing Reactor (SL), Rectifier unit (RSI1/RSI2), total cabling etc.

Dismantling, inspection, rectification of faults, overhauling & assembling of above equipments. GR Flushing being carried out in required inspection period. Transformer oil filtering done here. New overhauled equipments being replaced IOH & AOH.


Supervisor InCharge: SSE/E4

E4-Secton is responsible for inspection & rectification of failure, dismantling & assembling & overhauling of DJ (VCB), static Converter(INV), all types of Relays, UA, UMT, Micro-processors, Speedometer(ESMON), 3-phase locomotives (WAG-9), OHE-Sensor, Flasher Control unit , Vigilance Control Device/ Anti Collision device(VCD/ ACD).


Supervisor In- Charge: SSE/E3-TM

Inspection, Minor & Major Rectification and Overhauling of all types of Traction Motors(TM) during minor and major, inspections (i.e; CC, IA, IB, IC). Dismantling and assembling of all TAO/HA (Hitachi)/ TAOCHI TMs.

All TMs would be changed with overhauled TMs during AOH/IOH of the Locomotive. Disconnection & reconnection of all TMs with below will be done during lifting of any Loco either for mechanical or electrical faults. Run-testing of TMs done with No Load and On Load(with wheels) at 50 volts and 110 volts respectively. Run-Testing of motorized Bogies would be done.


Supervisor In-Charge: SSE/ E3-AUX.

Inspection, minor and major rectification and overhauling of all types auxiliary motors during minor and major inspections (i.e; CC, IA, IB, IC). Dismantling and assembling of all auxiliary motors (i.e; ARNO, MCP, MVMT, MVRH, MPH, MVSI, MVSL, MVRF, etc.). All auxiliary motors would be changed with overhauled one during AOH/IOH of the locomotive. Run-Testing of auxiliary motor done with No Load and On Load.

TYPE Phase Cooling Primary Voltage

HETT 3900 A single OFAF 25 KV (Nominal) 22.5 KV (min) 27.5 KV (max)

Secondary No Load Voltage

2* 865 V

At 32 taps under catenary Voltage 22.5 KV Load Voltage Primary Input Secondary Output Auxiliary Circuit No. of taps 4170 KVA 3900 KVA 270 KVA 32

Main Transformer TFWR is feed from the catenary through DJ. It comprises of an auto-transformer with 32 taps and a Step- down Transformer (TFP) with two separate secondaries. Primary of step- down transformer is connected to one of 32 taps of the auto- transformer by means of tap changer (GR) , driven by a electro pneumatic servo motor. For feeding the auxiliary circuits, auxiliary winding TFWA is provided. It feeds auxiliaries at a voltage of 380 22%.

Figure: - Main Transformer (TFP)

The Tap changer is provided on 25 kV (HT) regulating winding of locomotive transformer for controlling the voltage input to main transformer. The Tap Changer operates with the help of elaborate mechanism using an air driven Servo Motor (SMGR) and a bevel gear arrangement. Through precision adjustment and provision of transition resistance (RGR) it is ensured that there is no break of load current in-side the selector (GR) which is oil filled and the load current is broken by load switches known as CGR1, CGR2 and CGR3.

The SMGR is the motor which drives the mechanism of tap changer and it consists of four cylinders which contain pistons driving a common crank-shaft. Depending on the sequence under which compressed air enters the cylinders the motor can run in each direction as required. In turn the entry of the compressed air into the cylinders is governed by valves provided above the motor. These valves are operated by a camshaft which ensures that the valves operate with proper timing and sequence. This camshaft itself is connected to the crank-shaft of the SMGR and is thus self-perpetuating. It only requires a nudge in either direction to start the motor running in that direction. Hence, no complicated external control is required to run the motor. The Crankshaft also has a heavy flywheel at its other end which enables the motor to run smoothly when required. The above mentioned 'nudge' that I have mentioned is provided by two electro-valves placed opposite each other. One valve is for progression and one for regression. These valves are directly controlled by the master controller (MP) and are designated SMGR VE UP and SMGR VE DOWN, respectively.

As the SMGR is driven by air-operated pistons, it has a high inertia. This ensures that its rotation is highly accurate and does not overshoot. This is very important because each transition between notches requires only a half turn of the motor which (through the various gears) translates into a 10-degree rotation of one of the selectors and a 90-degree rotation of the CGR camshaft.

Figure: SMGR

Rated Voltage Main Circuit Control Circuit Rated current Rated Air Pressure

1270 V DC 110 V DC 1000 A 9 Kg/cm2

These contactors are used for forming the circuits of traction motors. Line contactors L-1, L-2, L-3, L-4, L-5 & L-6 are used to connect the motors in circuit. These contactors are designed to open on load. Auxiliary interlocks are provided on the contactors wherever necessary. These interlocks ensure sequence of switching operations of different equipments.

Figure:- E.P. Contactor

Make Type Current No. of coils/reactor Voltage Inductance

CLW SL-42 1000 A/coil 2 1270 V 7 mH at 1000 A For each coil

CLW SL-30 1350 A/coil 2 1270 V 3.35 mH at 1350 A for each coil one blower per Reactor


one blower per Reactor

Resistance at 1100C

0.00707 ohm for each coil

0.00359 ohm for each coil Class H Two

Insulation No. of smoothing Reactors per Loco Weight

Class F Two

1385 Kg.

1400 Kg.

Two coils form a single unit. Two such units are mounted below the under frame of locomotive. Smoothing Reactor is cooled through forced air from blower.

Figure: - Smoothing Reactor

Conversion of the alternating current supplied by the secondary (a3 - a4, a5-a6 ) windings of the main transformer into direct current takes place by means of two silicon rectifiers. The main Rectifier consists of two identical cubicles. Each cubicles houses the diodes, fan, bridge-fuse, etc. The output of each rectifier feeds a group of three traction motors. Each cubicle is provided with six bridges connected in parallel and protected by bridge- fuses. In the of failure of any of the bridges, the bridge-fuse blows, triggering in turn the signaling fuse which lights up a signal lamp LSRSI on the drivers desk. Each cubicle is fitted with one axial flow fan driven by 3-phase motor. No. of cubicles/loco Rated current Max. Starting current No Load Rated Voltage at 22.5 KV Cat. Voltage Connection No. of Bridges No. of Diodes Air Quantity Bridge 6 per cubicle 4 per bridge 57m3/ minute 2 3300 Amps 4050 Amps 750 V. d.c.

Make Rated voltage Rated Current Rated Air Pressure Type of Magnet Valve

CLW Make 1270 V 1000 A 5 Kg/cm2 to 9 Kg/cm2 NC4 (Modified)

The above are essentially cam type of change over switches and are operated electro-pneumatically by two magnets valve each. The C.T.F & J. are similar switches. The reverser is cam type of change over switch. Reverser handle of Master Controller can be turned forward (F) or Reverser (R) position to energises the respective valves. The traction/braking switch has two position Motoring and Braking. It prepares the circuit of traction motors for motoring and braking.

Figure: - Master Control (MP)

Figure: - Reverser

The Vacuum circuit breaker (VCB) is a single phase 25 KV AC circuit breaker used to protect power circuit for application on electric locomotives and electric multiple units (EMUs). This device is used as a line circuit breaker to close and open the power circuit and also to break the circuit under over load, short circuit condition or any other abnormal working conditions defined and implemented for the application. This device is intended for installation on the roof of a traction vehicle. The design and implementation of this circuit breaker are perfectly adapted to the requirements and working conditions of electric traction and service condition on railways. The circuit breaker comprises three main parts which are: 1. The upper part, which is high voltage circuit (HT). 2. The intermediate part, which assures isolation from earth. 3. The lower part with the electro- pneumatic and the auxiliary circuit (LT).

Type Current Voltage Maximum Pressure Minimum Pressure Opening Time Rupturing Capacity Make

20 CB6 B2, Vacuum 600 A 25 KV 10 Kg/cm2 4 Kg/cm2 45 Milliseconds 250 MVA (Max) M/s general Elec. Co. of India Ltd.

Electrical equipment of the locomotive is connected or disconnected from supply by means of circuit breaker. Compressed air is used to operate the

breaker. The control and operating mechanism of the circuit breaker are adequately separated from high voltage side. Circuit breaker is tripped in case relays QOA, QOP, QLM, QRSI 1 & 2, Q44 & Q118 pressure switch QPDJ operate. The circuit breaker can also be tripped by opening of switch BLDJ.

Figure: - Vacuum Circuit Breaker

1. High Voltage Over Load Relay (QLM): The relay QLM is fed by means of the high voltage current transformer TFILM(250/5 A) which causes the high voltage circuit breaker DJ to trip out, if the current taken in by the main transformer exceeds the setting value of the relay (300 A). 2. Over Load Relays for Silicon Rectifiers (QRSI 1 & 2): The relays QRSI 1 & 2 are fed by means of the rectifier current transformer RSILM 1 and 2 (4000/ 5A) which cause the high voltage circuit breaker to trip, if the current taken in by the rectifier exceeds the setting value of relays (3600 A). 3. Braking Excitation Over Load Relay (QE): The relay QE is fed by means of the excitation current transformer ELM (1000/5A) which causes the breaking excitation contactor C145 to trip out, if the current taken by the excitation winding of the motors exceed the setting value of the relay(900 A). 4. Braking Overload Relay (QF-1 & QF-2): The relay of QF1-2 are connected to the shunts SHF-1-2, which cause the braking excitation contactors C-145 to trip out , if the current taken in by braking resistance RF-1 and 2 exceeds the setting value of the relays (900A). 5. Main Circuit Earthing Relay (QOP 1-2):In case of failure of insulation of traction power circuit to earth, the battery supply available to relay trips the relay through the earth fault and in turn opens the HV circuit breaker DJ. The switch HQOP 1 2 MAKES it possible to isolate the relay QOP 1 & 2 and replaces it through a resistance RQOP in order to limit the fault current. Now it will be possible to switch on again the circuit breaker DJ in order to bring the locomotive to the shed.

6. Traction Motor Relay (Q-20): Relay Q-20 which is connected via resistance RQ-20 across rectifier output causes buzzer SONI-2 to work, if the voltage exceeds 854 V. When the voltage falls to 740 V, buzzer stops working. 7. No Voltage Relay (Q-30): The relay Q-30 drops out if the single phase auxiliary winding voltage drop below 215 V. Its contacts switch of relay Q-44, there by tripping DJ. Relay Q-30 is switched on the directly via the contacts of the relay Q-45 and is fed via resistance RQ-30 after the relay Q-45 open/drops. 8. Arno Starting Relay (QCVAR):Relay QCVAR has been put across W phase and neutral of arno to ensure proper starting. This cuts out arno starting contactor C118. This is English Electric Relay. It picks up at 155 -160 V AC. 9. Battery Charging Signaling Relay (QV-61):This relay which has been provided across the battery charger CHBA, indicates the working of the charger. This relay is English Electric make and operates at a voltage of 68-136 V dc.

Figure: - Relays

1. Traction Motor Voltmeter (U 1-2): The meter indicates the voltage applied to traction motor armature during traction. During rheostatic braking also the generating voltage can be read through the meter. It is a moving coil type having range of 0 900 V.

2. Traction Motor Ammeter (A1/1, A1/2 & A2/1, A2/2) :These ammeters are provided to the traction motor currents during service. These are moving coil type instruments having a range of 1500-0-1000A. Braking current can also be read on 0-1000 A range.

Vigilance Control Device (VCD) that supervises the alertness of the driving crew during train movement. This device can be installed in diesel electric and electric locomotives/EMUs as a standalone unit. Salient Features: 1. Normal driving activities function like throttle, master controller, horn, sander, loco brake, train brake, dynamic brake, headlight etc. are taken as input signals for VCD operation. 2. Improves vigilance, and provides warning and brake application signals in a predefined manner. 3. Records data of penalty brake application event, VCD By pass, VCD suppression in a non-volatile memory for management reviews, if required. 4. Windows-based data extraction and analysis software for report generation. 5. User friendly data analysis software allows to configure the unit with predefined timing cycle parameters. Applications: 1. Safety of train in case of absence of driving crew. 2. To create alertness in driving crew for safe train movement. 3. Data analysis for management review in case derailment/accident.



Speedometer is a device which is used to measure the seed of any moving body. In electric locomotive a special type of speedometer is used, which not only measure the but also measures the energy, voltage and current supplied to the loco from OHE and also dynamic braking data and costing is also recorded. A memory card is being provided in the device to store all such necessary data.

It contains three IC cards: 1. CPU Card 2. Power Supply Card 3. Display Card

Speedometer has mainly two parts, namely: a) Master Recorder: records energy, voltage, current and dynamic braking data. b) Indicator: Only to indicate the speed.

Name of the companies which supply the speedometer to the ELS/Tatanagar I. II. III. IV. Medha Servo Autometers Laxman Setfite

Figure: Speedometer

Flasher light is a safety device, which is used at the time of locomotive run and also when train parting occurs. It is mounted on the top of roof on each side to give signal to the coming train. It has two parts: 1. LED lamp Make - Matsusi and Altos. 2. Control Unit

Make Type Continuous output Volts Starting Current Current (cont.) Speed Max. Service Speed Number Field

CLW HS 15250A 630 KW 750 V 1350 A 900 A 895 Rev/min 2150 Rev/min 6 /Locomotive Series field with Commutating poles

CLW TAO 659 585 KW 750 V 1350 A 840 A 1060 Rev/min 2500 Rev/min 6/Locomotive Series field with commutating

poles Insulation No. of Poles Class C (200) Main 6, Commutating 6 Ventilation 90 m3/min Class H Main 6, Commutating 6 90m3/min

These motors are axle-hung, nose suspended type and are provided with grease lubricated roller bearings for the armature as well as for suspension for Hitachi motor and roller bearing for the armature and journal bearing for suspension for TAO 659 motors. Special provision has been made in design of the motors to ensure that locomotive operates satisfactorily on flooded track, to a maximum flood level of 20 cm. above rail level.

Figure: - armature of HITACHI T/M

Figure:-HITACHI Traction Motor

Arno converter is a single-phase to three-phase rotary converter, it is used extensively in a.c. locomotive to drive the auxiliary 3-phase induction motors used for cooling, exhaust and vacuum etc. its analysis has been carried out using both modified symmetrical components and rotating field concept. Three-phase output voltages from it are slightly unbalanced because of its inherent limitation due to constructional features. To improve the performance on load, two methods such as additional number of turns in its auxiliary winding and a capacitor connected between auxiliary phase and one of input supply terminals are employed. These have been implemented here. The steady state temperature rise of stator windings of indication motor may exceed safe limits is there is unbalance in input three-phase voltage supply. The pattern of temperature rise of stator windings in the worst case of un symmetry (in this case both positive sequences and negative sequence are in phase) with degree of voltage unbalance has been studied. In addition, to ensure that temperature rise of stator windings do not exceed safe limit. The extent to which the motor should be derated has been estimated. Effects of surges, either switching or lighting, on the induction motor have been studied and the use of capacitor, connected to the machine terminals reduction of rate of rise of step fronted voltage can be obtained. Make Single phase I/P KVA 150 Volts 380 +_ 221/2 % Amps 395 JYOTI Three phase O/P KVA 120 Volts 380221/2% Amps 190

Connection Star Speed 1495 RPM

Fig :- Arno Converter

Fig: Arno Converter Circuit.

2.1. Smoothing Reactor cooling blower (MVSL 1 & 2) Blower Make Type Speed Air Delivery Impeller Dia Weight including motor Motor KW Voltage Insulation Speed 2.2 415 V F 2860 RPM SF INDIA LTD, SAMAL HARAND Axial flow 2860 RPM 75 m3/min at 80 mm WG 496 mm 81 Kg

This blower is used for cooling the smoothing reactor by blowing air through it. Supply is given to it by the auxiliary winding of main transformer.

2.2 Traction Motor blower (MVMT 1 & 2):Blower Make Type Speed Air delivery SF INDIA Ltd/ACCEL Centrifugal 2910 rpm 278 m3/min at 308mm WG

Impeller dia Weight including motor Motor Make KW Speed Voltage Current Insulation

528 mm 490 Kg

SIEMENS/ABB 26 2910 rpm 415 V 49 A F

Traction motor blower is used for cooling purpose of the traction motor while at start. During running condition traction motor becomes quite hotter due to friction. Thus it is necessary to regulate this heat, preventing any kind of damage such of wear and tear and distruction of winding.

2.3 Transformer cooling blower (MVRH):Blower Make Type Impeller Dia. Speed Air Delivery Weight including Motor SF India Ltd/ACCEL Centrifugal 750 mm 1450 rpm 370m3/min at 190 mm WG 675 Kg

Motor Make KW Speed Voltage Current Insulation SIEMENS/ABB 22 1450 rpm 415 V 43 A F

To regulate the heat developed in the main transformer, air forced cooling is provided. Thus transformer cooling blower MVRH is used to force the air into the transformer to regulate the heat.

2.4. Oil Pump:Pump Make Speed Pumping Capacity Motor Make Speed KW Best Co. Pvt. Ltd., Madras 2865 rpm 3.3 Best & Co. Pvt. Ltd., Madras 2865 rpm 750 Lit/min at 11 mm WG

Voltage Current Insulation

415 V 6.6 A B

In transformer, oil forced cooling is also used. For this purpose oil pump is provided at the top of TFP. It collects the oil from one end and forcely pump back to the transformer. Thus the continuous regulation of transformer oil absorps the heat generated in the transformer and prevents it from further heating up.

1. TRANSFORMER BLOCK:1. Check the condition of power bushing for any flash marks or oil leakage & tightened bushing cable connections. 2. Check oil level, A0 to earth connection, condition of silica gel & aux. winding conditions. 3. Check TFP oil draining cock condition & leakage. 2. CGR: 1. Check the condition of arc chutes of CGR 1, 2, 3 & tightness of contact fixing screw. 2. Check the operation of CGR by manual operation of SMGR. 3. Check the arc horn for any abnormal sound. 4. Check back side of Cgr for any splash mark or damage . 3. SMGR:1. Check tightness of SMGR foundation bolts & condition of SMGR cover and operation of SMGR by manual handle. 2. Check proper cabling, any roll pin broken or NR shaft and for air leakage.

4. Miscellaneous:1. All equipments working is checked by external air supply. 2. Check RGR for any continuity/ any over heating marks, conditions of its foundation & insulation.

3. Check connection & over heating marks of RPGR.

1. TAP CHANGER:1. Check the condition of RGR for over heating flash mark & cracks. 2. Check the foundation of RGR 7 condition of insulators. 3. Check connection of CGR to RGR & CGR to A34 & tightness of pole bushing or any leakage. 4. Check condition of RPGR and CGR back plates for cracks and play of vertical shaft bevel gear. 2. SMGR:1. Check the foundation tightness, condition of cover and manual operation of SMGR. 2. Check the auxiliary interlocks, air leakage and condition of journal pin & its bolts. 3. Check the condition of flywheel & other gear play. 4. Check the angle of SMGR 75 degree 4. 5. Lubricate gears by graphite oil. 3. CGR:1. Check the condition of arc chutes CGR1, 2,&3 and the tightness of contact fixing screws. 2. Check the condition of CGR plate, cam, lever, roller, shunts & bus bar & any play of cam. 3. Check operation of CGR by manual operation of SMGR. 4. Check any breakage of CGR guide pin, spring retainer, gude spring and any over heating mark of CGR.

4. MP: 1. Check the proper operation of MP< interlocks condition and foundation of MP. 2. Check slackness of MP and proper bunching of cables. 3. Check proper tightness of connection & couplers and lubricate the points of articulation of interlocking mechanism and interlocking cams.

5. Reverser: 1. Tightened all nuts & bolts and check the connection of shunt & tightness of connection. 2. Check the condition of contact for any flash mark. 3. Check the reverser drum & bar and also check the condition of servo motor bucket & lubricate by grease. 4. Check the condition of roll pins, connection of auxiliary interlocks, foundation of reverser & reverser servo motor. 5. Ensure the free movement of reverser and for any cable rubbing with frame. 6. Check proper fixation condition & connection of QF shunt.