ABOUT DLW

(DIESEL LOCOMOTIVE WORKS)

ORGANISATION A flagship production unit of Indian Railways offering complete range of products in its area of operation with annual turnover of over 2124 Corer. State of the art Design and Manufacturing facility to manufacture 290 locomotives per annum with wide range of related products viz. DG Sets, Loco components and subassemblies. Supply of spares required to maintain Diesel Locomotives and DG sets. Unbeatable trail-blazing track record in providing cost-effective, eco-friendly and reliable solutions to ever increasing transportation needs for over four decades. Fully geared to meet specific transportation needs by putting Price - Value - Technology equation perfectly right. A large base of delighted customers among many countries viz. Myanmar, Sri Lanka, Malaysia, Vietnam, Bangladesh, Tanzania, Angola, to name a few, bearing testimony to product leadership in its category. Staff Status in DLW (As on 1st Oct'2009) Total Staff in DLW 5974,Production Staff 2362 MILESTONES Transfer of Technology Agreement DLW entered in an agreement with General Motors of USA (now EMD) for technology of transfer to manufacture high horse-power 4000HP AC-AC GT46MAC and GT46PAC locomotives in India making India the only country outside North-America to have this leading edge technology. Returns from Transfer of Technology First PKD WDG-4 locomotive turned out in August 1999. First DLW built 4000 HP *WDG-4 Freight loco turned out in March 2000. First DLW built 4000 HP WDP-4 loco turned out in April 2002. Locomotive design projects WDG4 locomotive with IGBT base TCC (Siemens & EMD) turned out. Indigenous AC-AC control for WDG4 (with distributed power controls). Indigenous AC-AC control for WDP4 (with hotel load capability) . WDP4 locomotive with IGBT base TCC & Hotel load capability. *Note: Nomenclature (Naming) of DLW Locomotives: D Diesel Type W Wide (width of gauge)

G Goods P Passenger M Multipurpose x Any numbers in the name represent the horsepower (hp=x1000) A 100 hp B 200 hp C 300 hp ; and so on... Hence WDG-3A stands for Wide Diesel Goods- 3100 hp engine & WDP-4 represents Wide Diesel Passenger- 4000hp 5

LOCOMOTIVES PRODUCED BY DLW

BROAD GAUGE MAIN LINE FREIGHT LOCOMOTIVE: WDG 3A

TECHNICAL INFORMATION
Diesel Electric main line, heavy duty goods service locomotive, with 16 cylinder ALCO engine and AC/DC traction with micro processor controls. Wheel Arrangement Track Gauge Weight Length over Buffers Wheel Diameter Gear Ratio Min radius of Curvature Maximum Speed Co-Co 1676 mm 123 t 19132 mm 1092 mm 18 : 74 117 m 105 Kmph

Diesel Engine HP Brake Loco Train Fuel Tank Capacity

Type : 251 B,16 Cycle.- V 3100 IRAB-1 Air, Dynamic Air 6000 litres

BROAD GAUGE MAIN LINE MIXED SERVICE LOCOMOTIVE: WDM3D

TECHNICAL INFORMATION
Diesel Electric Locomotive with micro processor control suitable for main line mixed Service train operation. Wheel Arrangement Track Gauge Weight Max. Axle Load Length over Buffer Wheel Diameter Gear Ratio Co-Co 1676 mm 117 t 19.5 t 18650 mm 1092 mm 18 : 65

Maximum Speed Diesel Engine

120 Kmph Type : 251 B-16 Cyl. V type (uprated) 3300 HP (standard UIC condition) Electric AC / DC IRAB-1 system Air, Dynamic, Hand Air 5000 litres

HP Transmission Brake Loco Train Fuel Tank Capacity

WDG4 - 4000 HP GOODS LOCOMOTIVE

Broad Gauge freight traffic Co-Co diesel electric locomotive with 16 Cylinder 4000 HP engine, AC-AC transmission, microprocessor controlled propulsion and braking with high traction high speed cast steel trucks.

Diesel Engine 16 Cylinder 710 G3B, 2 stroke, turbocharged after cooled Fuel Efficient Engine

Injection System Direct Unit Injector Governor Woodward Compression Ratio- 16:1 Lube Oil Sump Capacity 950 Lts

Transmission Electrical AC-AC 6 Traction motor ( 3 in parallel per bogie). Suspension Axle hung / taper roller bearing Gear Ratio 90:17

WDP4 4000 HP PASSENGER LOCOMOTIVE State-of-Art, Microprocessor controlled AC-AC, Passenger Locomotive Powered with 16710G3B 4000HP Turbo charged Two stroke Engine. Fabricated rigid design Under frame, two stage suspension, High Traction High Speed 3 axle (HTSC) light weight cast truck frame attribute to high adhesion performance.

Diesel Engine 16 Cylinder 710 G3B, 2 stroke, turbocharged after cooled Fuel Efficient Engine Injection System Direct Unit Injector Governor Woodward Compression Ratio- 16:1 Lube Oil Sump Capacity 1073 Lts

Transmission Electrical AC-AC 4 Traction motor ( 3 in parallel per bogie) Suspension Axle hung / taper roller bearing

TAS: TRACTION ASSEMBLY SHOP

TAS is the unit in which all the locomotive parts are assembled that include: 1. CP (Control Panel) 2. Alternator 3. Traction Motors 4. 16 cylinder Diesel Engine 5. Master Control 6. Cab 7. Auxiliary Generator & Exciter 8. Governor 9. Crank Case Exhauster 10. Mechanical Assembly 1. Control Panel The CP or the Control Panel (w.r.t. WG3A loco) consists of: Control Switch Display Unit LED Panel Microprocessor based Control Unit Reverser BKT Valves Hooter CK1/CK2/CK3 The top portion of CP has sensors and relays connected to the microprocessor unit. The display unit of microprocessor shows working condition of items in engine (electrical equipments apart from engine). The LED Panel displays the overload, auxiliary generator failure, hot engine, rectilinear fuse blown, etc. The battery ammeter shows the charging state of the batteries. REV: Field wiring goes to reverser (REV) and hence it is used to control the polarity of the field which in turn controls the direction of train. BKT: It is a switch which in one direction is used to motor the loco while in other it is used for dynamic braking. Microprocessor based Control Unit: On-board microprocessors control engine speed, fuel injection, and excitation of the alternator. These computers also interconnect with improved systems to detect slipping or sliding of the driving wheels, producing faster correction and improved adhesion. An additional function of the microprocessor is to monitor performance of all locomotive systems, thereby increasing their reliability and making the correction of problems easier.

Dynamic braking It is the use of the electric traction motors of a railroad vehicle as generators when slowing the vehicle. It is termed rheostatic if the generated electrical power is dissipated as heat in brake grid resistors, and regenerative if the power is returned to the supply line. Dynamic braking lowers the wear of friction-based braking components, and additionally regeneration can also lower energy consumption. During braking, the motor fields are connected across either the main traction generator (dieselelectric loco) or the supply (electric locomotive) and the motor armatures are connected across either the brake grids or supply line. The rolling locomotive wheels turn the motor armatures, and if the motor fields are now excited, the motors will act as generators. For a given direction of travel, current flow through the motor armatures during braking will be opposite to that during motoring. Therefore, the motor exerts torque in a direction that is opposite from the rolling direction. Braking effort is proportional to the product of the magnetic strength of the field windings, times that of the armature windings. In DLW Locomotives the braking method used is rheostatic, i.e. the traction motors behave as generators (separately excited) and their electrical power is dissipated in brake grid resistors. This method is used for minimizing speed of the loco. The loco actually comes to a halt due to factors like air resistance, friction with the rail, etc. 2. Alternator An alternator converts kinetic energy (energy of motion) into electrical energy. All recently manufactured automobiles rely on alternators to charge the battery in the ignition system and supply power to other electrical equipment. Alternators are sometimes called AC generators because they generate alternating current (AC). Electric current can be generated in two ways: The magnet may rotate inside the coil, or the coil may rotate in a magnetic field created by a magnet. The component that remains stationary is called the stator, and the component that moves is called the rotor. In alternators, the coil is the stator and the magnet is the rotor. A source of mechanical power, i.e. the diesel engine turns the rotor. In WDM-3D and WDM-3A locos, the diesel engines mechanical output is used to run the shaft of the Alternator. The alternating output of the Alternator is then rectified to DC via solid-state rectifiers and is fed to traction motors (DC) that run the loco wheels. Thus they operate on ACDC Traction mechanism. WDG4 and WDP4 locos have AC-AC traction with microprocessor control, i.e. AC Traction motors are used thus eliminating the motor commutates and brushes The result is a more efficient and reliable drive that requires relatively little maintenance and is better able to cope with overload conditions.

Why not feed direct DC to the traction motors via DC generators? In a DC generator, the rotor is the coil. Alternators normally rotate the magnet, which is lighter than the coil. Since alternators are built to spin the lighter component instead of the heavier one they generally weigh only one-third as much as generators of the same capacity. DC generators, in particular, require more maintenance because of wear on the parts that brush against one another in the commutator switch and the stress of rotating the heaviest component instead of the lightest. Also, when generators are run at higher speeds, electricity tends to arc, or jump the gap separating metal parts. The arcing damages parts and could make generators hazardous to touch. Alternators can run at high speeds without arcing problems. 3. TRACTION MOTOR Its an electric motor providing the primary rotational torque of the engine, usually for conversion into linear motion (traction). Traction motors are used in electrically powered rail vehicles such as electric multiple units and electric locomotives, other electric vehicles such as electric milk floats, elevators and conveyors as well as vehicles with electrical transmission systems such as dieselelectric and electric hybrid vehicles. Traditionally, these are DC series-wound motors, usually running on approximately 600 volts. 4. 16 Cylinder Diesel Engine It is an internal-combustion engine in which heat caused by air compression ignites the fuel. At the instant fuel is injected into a diesel engines combustion chambers, the air inside is hot enough to ignite the fuel on contact. Diesel engines, therefore, do not need spark plugs, which are required to ignite the air-fuel mixture in gasoline engines. The Diesel engine has 16 cylinders. Pistons inside the cylinders are connected by rods to a crankshaft. As the pistons move up and down in their cylinders, they cause the crankshaft to rotate. The crankshafts rotational force is carried by a transmission to a drive shaft, which turns axles, causing mechanical output. Eight 8V and four 2V Batteries are used in series to run a more powerful starter motor, which turns the crankshaft to initiate ignition in a diesel engine for the first time. 5. Master Control Its the unit that has the handles to regulate the speed of the loco as well as the direction of motion. It has numbering from 0-9 and each increment causes rise in speed in forward direction. It can also be used to reverse the direction of motion by pushing the handle in the opposite sense. It is present on the control desk of the cab.

6. Cab Its the drivers cabin with 2 control desks, the Control Panel (CP) and chairs for the driver. The Cab is at one end of the locomotive with limited visibility if the locomotive is not operated cab forward. Each control desk has the Independent SA9 brake for braking of the engine alone and Auto Brake A9 for the braking of the entire loco. It also has the following components: LED Panel Buttons of various engine LED lights (front and side) Automatic sand throw button (to prevent sliding of wheels on inclined tracks) Master Control Gauges to monitor booster air pressure and fuel & lube oil pressures. Speedometer Service Brakes (Independent and Auto brakes described above) Emergency Brake (Type of Air brake to halt the train in the distance nearly equal to the length of the train, to be used only during an emergency) 7. Auxiliary Generator and Exciter The Alternator has these two components. The exciter and the auxiliary generator consist of two armatures on a single shaft. The auxiliary generator supplies a constant voltage of around 72V for supplying power to charge the battery for the control equipment and to power the locomotive lights. The Exciter supplies excitation for the main generator. Starting of Engine The supply from the batteries is given to the exciter. The exciter has armature and field windings. Hence it starts rotating as it receives the supply voltage. The Exciter is coupled with the rotor of the alternator which in turn is connected with the propeller shaft. When the propeller rotates at a particular rpm, the engine gets started. Its just like starting a bike. The kick must be powerful enough to start its engine. Later the engine runs on diesel oil (fuel). As soon as the engine starts, the auxiliary generator also coupled with the alternator starts charging the batteries. Its potential is maintained at ~72V. 8. Governor It is the device that has the following functions: 1. To control engine speed 2. Deliver fuel (Diesel oil) according to load 3. To mediate electrical demand and diesel engine output 9. Crank case exhauster It is the device used to evacuate the diesel engine chamber. 10. Mechanical Assembly

All mechanical parts on the engine apart from the above mentioned units may be grouped in this category. It essentially consists of: Base frame Wheels Air Brakes Batteries Sand Box Vacuum brakes Fuel tank (Loco fuel oil tank capacity is 3000L) etc Air Braking System of Locomotives: On a train, the brake shoes are pressed directly against the wheel rim. A compressor generates air pressure that is stored in air tanks. Air hoses connect the brakes on all the train cars into one system. Applying air pressure into the system releases the brakes, and releasing air pressure from the system applies the brakes.

HARNESS SECTION
With the help of the harness board, we can have layout of wires which are required for control of loco. If it were not there then will be great difficulty in connecting the diffrent wires. There are three types of harness boards, 1. Group 1 2. Group 2(e.g. GroupWDG-3A) 3. Group 3 In terms of voltage level there the harness boards can be divided into two categories. 1. High voltage 2. Low voltage

BATTERY SECTION
IN THE LOCO batteries are used only for starting purpose. Two types of the batteries are used: 1. Lead Acid Battery 2. Nickel Cadmium battery LEAD ACID BATTERY

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Sulphuric acid (H2so4) of specific gravity 1.25 is used. There are 8 batteries 8v each; total 64v is required for a loco. Each battery has 2 cells of 2v each. Each battery is charged for 72 hours and discharge for 10 hours through grid Through heat dissipation. After this again 10 hours charging is required. After having completed this process the battery is ready for use.

In the loco the battery is charged through auxiliary circuit which is provided by alternator. NICKEL CADMIUM BATTERY This battery is called as no maintenance battery because no maintenance is required because of absence of any acid part. The rating of this battery is 150A-H BATTERY CHARGER Charging of the Battery is done at 15 A and 70 V. Rating of the charger used: Input- 360-460 V.

LTS: LOCOMOTIVE TESTING SHOP

It is the shop where the final testing of the engine is performed before the engine is dispatched for use by the Indian railways. The important electrical inspections and tests performed are: FIR Impulse Insulation Registering (IR) High Potential Test Battery Connection Digital I/O checking (for microprocessor control unit) Fuel pressure adjustment Engine Cranking Auxiliary Generator Check AC Voltage Check Temperature switch check Load cable connection and load test Loco Normalization test (In which load cable is disconnected) Traction Motor boot application

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DM Boot application Track test and dynamic brake checking Running operation Brake safety devices Static air pressure (SAP) test for motor cooling Rotary machine inspection Locomotive Brake Systems a) Charging b) Pressure gauges c) Compressor governor d) Main Reservoir Leakage e) Reservoir Check Valve f) Brake Pipe Leakage g) Air Compressor Check h) Auto brake valve i) Brake Pipe Maintaining Feature j) Independent Brake k) Cut off Valve l) Lead or Trail Selector m) Dynamic Interlock n) Brake Cylinder Leakage o) Brake-in-two p) Main Reservoir Safety Valve q) Vigilance Control r) Remote Control Locomotives

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AN OUTLINE OF LOCO TESTING:

Electric locomotives must be tested at normal line voltage. A general outline of loco testing is as mentioned below. However, its a mere picture of whats actually done. The actual no. of tests is very large and it was out of the scope of the training. 1. Engine is brought to the shop LTS 2. its inspected properly for any visible locomotive errors. 3. Fuel Oil tank is tested for leakage. 4. This is done by filling it with water. 5. Indene solution (0.68 kg in 1000L of water) is filled in expansion tank 6. Lube oil filling 7. Air compressor/expresser setting is tested 8. Crank shaft deletion and lube oil circulation tests are performed. 9. Initial working and temperature checking is done:

Lube oil pressure: 4-5 kg/cm Fuel oil pressure: 3.5-4.5 kg/cm

10. Load Test:

All load connections are made Crank case vacuum is checked U tube water manometer is used to measure the pressure of fuel oil. At full load, a) Lube oil pressure: 6.5-7.5 kg/cm b) Fuel oil pressure: 2.8 kg/cm c) Turbo Discharge pressure should be the same both in driver cab gauge and Mercury manometer in testing centre. d) Booster Air pressure: 1.6-1.6-1.79 kg/cm for 46"-52" DWM2 loco 1.7-9.0-1.79 kg/cm for 52"-59" DWDG2 loco e) Temperature of engine cooling water is 80C

11. Air Brake tests:

The Independent and auto brakes as well as the emergency brakes are tested. Also the brake pipe and brake cylinders are tested for leakages. At the same time compressors are tested either by orifice test or by the time taken to charge the main reservoir from 0 KPa to 550.

INSULATION RESISTANCE AND HIGH-POTENTIAL TEST

CAUTION: Before making a high potential test, the insulation resistance should be checked with a 500V megger. Do not conduct high-potential test on a circuit with a megger reading of less than 1M as the circuit may be damaged.

INSULATION RESISTANCE (NEW LOCOMOTIVE)

Have multi conductor plugs attached to the governor and tachometer generator. Open battery switch ,BS

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Open ground cut-switches GRCO1 & GRCO2 Disconnect the battery leads in the battery compartment then close the battery switch -BS. Close all switches and circuit breaker in the control compartment and on the control stand (or gauge panel). Move engine control switch ECS to RUN Position. Move reveres handled to forward or reverse position. Breaking switch must be in motoring. Move main handle to 6th Notch position. Remove EXCP, TRP PANEL CARDS. Tie all high- voltage terminal points together on the excitation panel. These points are 34B,34T,34S,34A,34C,34,D,34E,34F34G,34F,36,R23 and 40V. Tie all control-Voltage terminal point together on the transition panel, voltage-regulator and engine control panel. On the engine-control panel, 34S and 34T are high-voltage points. In the power circuit of rectifier unit, short AC terminal(R,Y &B) and DC terminal (GA11&GA2) Put jumper between AC and DC terminals(R & GA11). Measure insulation resistance between blower motor terminal R-28 and locomotive frame. Measure insulation resistance (1 m ohm) between power circuit and locomotive frame.(The braided shunt of a "P" or "s" Contractors is a convenient place to clamp megger lead). Tie a jumper from the braided shunt of CK-1 to braided shunt of CK-2 & CK-3. Measure insulation resistance between control circuit and locomotive frame. Connect megger to a CK contactor and ground. Measure insulation resistance between power and control circuit to be sure that they are not tied together. Before making a high potential test be sure that the indicated insulation resistance of item

HIGH-POTENTIAL TEST-POWER CIRCUIT:

Ground control circuit to locomotive frame. Short out load ammeter with hi-pot wire. Attach one terminal of high-potential transformer to locomotive frame and the other side to any convenient point in the traction motor circuit such as the main contact of a P and S contactor.

Apply high potential: New locomotive Locomotive in service : Apply 2000V for one minute. : Apply 1050 for one minute.

HIGH POTENTIAL TEST- CONTROL AND AUXILIARY CIRCUITS:

Check wiring and terminal boards. Correct loose connection and faulty insulation. Close all switches and breakers. Remove temporary ground. Short out the battery charging ammeter with high potential wire. Also short out Led panel terminal with high potential wire. Attach ungrounded side of high-potential transformer to main movable contact of CK contractor. Apply high potential of 680 for one minute. Open all switches, set main handle and Engine control switch(ECS) to idle .close Ground cutout switches GRCO1 & 2 . Remove all ties on all control voltage terminal point And insert back EXCP TRP & VRP panel cards. Remove all shorting/jumpers.

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Reconnect battery leads. Make sure that leads are connected correctly with respect to battery polarity.

AUXILIARY AND ALARM CIRCUITS SEQUENCE AND RELAY SEQUENCE CHECK:

PRELIMINARY: Have all switches of battery switch open controller handles in off and idle and ECS switch in idle. Block CK1 ck2 ck3 contractors open with a 1/16 inch thick rubber sheet placed between contacts with the arc chutes removed. Insulation must allowed sufficient movement of contact armature to open and close interlocks. Ring out train lines from coupler sockets to terminal boards. Charge locomotive air system with at list 70 PSI shop air. If locomotive has safety control use foot pedal to hold safety control off and make a full independent application to keep safely control suppressed. Close battery switch BS. Close master battery breaker MB1 and main control breaker and MB2.

DIESEL ENGINE SPEED CONTROL SEQUENCE (Motoring Dynamic Breaking):

PERLIMINARY (MOTORING): Close master battery breaker MB1 & main control breaker MB2.close master circuit breakers MCB_1 &2 close master fuel-pump breakers MFPB_1 &2 and fuel pump breaker FPB14. Have main handle in idle and reverse handle in off the safety control relay DMR should be energized. Have M.U. stop button in the RUN position.

SEQUENCE CHECK (MOTORING): Move the main handle from idle to 8th notch .noting the operating of the operation of the diesel engine speed set relays.ESR1, ESR2, ESR3 and ESR4 at each notch. With main handle in 6th notch keep (the switches MUSO) &2 in "STOP" position-diesel engine speed set relay ESR4 should be the only relay energized. Reset MUSD & 2 in RUN position. Open all miniature circuit breakers-MB, MB MCB1, MCB2. "DMR" should drop off. Open MEPB1 2 and FPB.

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MAIN RECEIVING SUBSTATION (MRS)

Substation generally consist of pump, DG sets, and control panels .The control panel is used to Control the supply .It is the point from where load is monitored. Different parts of sub statio are as follows : Transformers control panels Bus coupler Relays circuit breaker Capacitor Capacitor bank Switch board attendant

DIFFRENT TYPES OF TRANSFORMERS USED IN DLW

1. Distribution transformer 2. Power transformer 3. Potential transformers

DISTRIBUTION TRANSFORMERS:
These transformers are used for the distribution purposes. They are basically step down transformers. The load on the distribution transformer. The load on the distribution transformer varies over a wide period of 24 hours. The primary of distribution transformer is always energized so core losses are designed to have very low value of core losses.

MAIN CHARACTERSTICS OF DISTRIBUTION TRANSFORMERS:

1. Low core losses 2. Low on state losses 3. Good voltage regulation 4. Low leakage reactance 5. High day efficiency The rating of different distribution transformers used in DLW are 150 KVA, 250 KVA,400 KVA,750 KVA. These transformers are used according to the shop requirement or colony requirement.

POWER TRANSFORMER:
Power transformer are used at the sending and receiving end of a long transmission line for stepping down and stepping up voltages.

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MAIN CHARACTERSTICS OF POWER TRANSFORMER:

1. Low losses at full load 2. Very poor voltage regulation 3. High full load efficiency 4. Low on status losses 5. Leakage reactance is variable The power transformer which is used in DLW gets 33 KV supply from UPPCL and this supply is step downed to 11 KV. This supply is fed to different feeders of DLW. The three phase transformer which is used has following properties. Primary side i.e. HV side the winding are delta connected. Secondary side i.e. LV side the winding are STAR connected.

POTENTIAL TRANSFORMER:
This is an instrument transformer which is used to measure the voltage of a line. Mostly they take record of line voltage whether it is proper or not. In DLW it is used in control panels.

CONTROL PANEL
This unit controls the rating of the transformer. From here one can control the switching of transformer And also the charging of transmission line. From control panel the DC set is also controlled.800KW and 1700KW DC sets are used in DLW as an alternate source of supply. There are 25 control panels in the MRS each of capacity 350 MVA. With each panel there is wattmeter, ammeter, voltmeter attached.

BUSCOUPLER
This is used to couple two buses incomer and outgoing one.bus coupler is the main device so it is generally protected from overloading. The maintenance of this device is not easy so for maintenance of this duplicate bus coupler is used.

RELAYS AND CIRCUIT BREAKERS RELAYS:

Relays and circuit breaker are used for the protection of the power system from different faults which are occurring in the power system. A relay is simple electromechanical switch made up with electromagnet and set of contacts. Relays are found i all sorts of devices.

The relays which are used in the substation are follows,

1. over current relay 2. under voltage relay 3. Different relays

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4. Directional relay (Reverse power relay).This relay is used for the protection of bus coupler because it senses the direction of power flow. These relay does not anticipate the fault but come in to action when the fault has happened .When faults occur it sends a trip a signal to circuit breaker finally breaks the circuit and isolates the faulty part of power system.

CIRCUIT BREAKERS: Circuit breaker, electrical device that cuts off the electric current through a circuit under abnormal
conditions. The most familiar household circuit breaker protect circuit, Against overloading or over heating to prevent and electrical shock. Circuit breaker also provides protection against short circuits. A short circuit is caused by a contact between the neutral and grounded, side of the electrical line and the live side of the line. Defective insulation or other parts can cause shorts. Shorts circuit offer very low resistance to current which allows large current to flow through the circuit sometimes melting the wires or causing a fire. Circuit breakers in the live side of the electrical line can stop short circuits by cutting connection when the current gets too high. Circuit breaker is used to break the circuit at a point in transmission .The rating of circuit breaker depends on the current handled by transmission network .This also depends on transient response of the system .some of circuit breaker are microprocessor based. They automatically controlled by closed loop system. Circuit breaker that deals with high level of current especially direct current, have methods of getting rid of the energy in the arc and stopping the current. In oil breakers the design of the circuit breaker forces the arc of broken circuit through a sealed container of oil or gases .The arc heats the oil around it. The hot oil begins to circulate in the tank, carrying heat and energy away from the arc. Air-blast circuit breaks send the arc through compressed air, which is immediately released to the outside carrying the heat and energy of the arc with it.

TYPES OF CIRCUIT BREAKERS USED IN DLW:

1. Oil circuit breaker 2. Air circuit breaker microprocessor based 3. Vacuum circuit breaker of maintenance less circuit breaker

CAPACITOR BANK
In the electrical system the power factor plays very important role because by improving the power factor one can losses and tariff. Generally power factor should not be brought below 0.8 for industrial loads.

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The main reason for the reduction of the power factor is due inductive loads primarily induction machines which is low power factor machine. It reduces power factor because it draws huge demagnetizing current from supply. To improve factor capacitor banks are placed in parallel with power supply.

REASONS FOR IMPROVEMENT OF POWER FACTOR:

1. Reduced losses 2. Reactive power decreases active power increases 3. Reduction in tariff 4. Efficiency of machines increases

ADVANTAGES OF USING CAPACITOR BANK:

1. Easy to increase the capacity of bank 2. Reliability of the system is high 3. Controlling the bank is easy 4. Maintenance is easy 5. No flow of circuiting current In DLW, 600 KVAR capacitor bank is used for the improvement of power factor.

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MAINTENANCE SERVICE SHOP (MSS)

Winding Shop

Electronics lab

Meter Lab

O.H.

WINDING SHOP

In this shop motor winding, taping, wiring of motor is done.

MATERIAL COMMONLY USED IN WINDING: 1. Film Leatheriod paper: The leatheriod paper covered with film layer is called film
leatheriod paper. It is available in sheets and weight having thickness of 5 mile to 15 mils. it is costly and better than leatheriod paper. it is also used for insulating the slots of motor.

2. Empire cloth: it is yellow color cloth having a layer of wax to protect it from moisture. It
is available in meters having the width of one meter with thickness of 7 mils to 10 mils. It is highly flexible, good mechanical and dielectric strength. It is also non-hydroscope. It is used for insulating the slots of the motor.

3. Pressphan Paper: it is also used for insulating the slots of the motor. Its surfaces lightly
glazed and available in thickness of 3 mils and 5 mils 10 mils. it is in brown in color.

4. Micanite: it is a combination of soft mica, shellac and adhesive pasted on paper or cloth
known as micanite paper or micanite cloth.ir is available in thickness of 2 to 6 mm in the

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form of sheets. it has good dielectric strength and can withstand, very high voltage before using it is required some preheating. it is used in high voltage machines.

5. Fiber: it is coffee brown color sheets having thickness of 1 to 15 mm. it is used for
making wedges for covering the coils in the slots and makes bobbins, panel board etc.

6. Cotton Tape: it is white cotton cloth having width of 12, 20, and 25mm and length of 25,
50 meters rolls.

7. Empire Tape: it is made of empire cloth having length of 12, 20, and 25mm and length
of 25 and 50 meters rolls. It is not affected by moisture. It is also used for taping the coils.

8. Glass tape: made of glass and cotton. Used for taping the high temperature machine. 9. Solder, soldering flux, winding thread: solder is made of with lead and tin. Soldering
flux is helping agent during soldering, it also prevent oxidation. Winding thread is used for winding the coils and available in balls.

Data during dismantling the winding Number of slots Number of coils Types of winding Number of poles Number of coil groups Number of coils per group Coil pitch Group connection Phase connection

Data after dismantling the Winding

Size of winding Size of coil Number of turns per coil Weight of coil Type of insulation

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SHAPE OF COIL:
Mush Coil: A coil having both active sides is equal in shape and size is called mush coil. This coil is prepared on single formal in the shape of V or U. these types of coils are commonly used in the winding. Skew coil: A coil having one active side bigger than other is called skew coil. These coils are providing more cooling for winding. These types of coil are mostly used in higher capacity machines. Diamond Coil: First the coil is prepared and then its both sides pulled up to give proper shape. Involutes coil: This types of coil made of with strips and bars. it is used where less space is available. Combination Coil: Combination of diamond and involutes coil is called combination coil. This coil has one side like diamond and other side like involutes type coil.

Types of winding

Single layers winding Double layers winding Concentrated winding Distributed winding Whole coil winding Half coil winding Flat loop winding Chain winding

Meter section
Calibration of meter is done and the fault in the meter is detected. Calibration Error detection of any meter is called 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). RTD (Resistance temperature Detector): it is a type of temperature sensor .its range is 0400 C. it is k type.

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Thermocouple: Two different type of metal are join at one end is called thermocouple .it shows partial different. Substandard Meter: In this type of meter there is no any error. Error tends to zero.

ELECTRONICS LAB
In this lab only repairing of control panel, PCB, transistor checking, IC checking is done.

Rectifiers/Inverters The output from the main alternator is AC but it can be used in a locomotive with either DC or AC traction motors. DC motors were the traditional type used for many years but, in the last 10 years, AC motors have become standard for new locomotives. They are cheaper to build and cost less to maintain and, with electronic management can be very finely controlled. To see more on the difference between DC and AC traction technology. To convert the AC output from the main alternator to DC, rectifiers are required. If the motors are DC, the output from the rectifiers is used directly. If the motors are AC, the DC output from the rectifiers is converted to 3-phase AC for the traction motors. QT-200(PCB DIAGNOSTIC AND FUNCTIONAL TEST SYSTEM) Qmax is a global leader in the field of Automated Test Equipment PCB Repair, Diagnostic and Board Functional Test Systems. TheQT-200 Mixed Signal Functional Test System is a proven model being used by thousands of users world over for varied applications.QT-200 Can effectively test Digital, Analog and Mixed Technology ICs in In-Circuit, as wired condition and gives clear PASS-FAIL results. Hybrids, ASICs and house-coded ICs can be checked using QSM signature method. Optional IDDE software makes new device test program generation easy with graphical user interface.

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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.

TELEPHONE EXCHANGE
There is BSNL network inside the D.L.W Provides telephone connection to D.L.W administration block and their local colony area. The exchange is design to perform satisfactory for a line loop resistance of 1000ohm for each subscriber

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The local loop is the physical layer or circuits that connect from demarcation point of customer premise to the edge of telecommunication service providers network. The exchange work of D.C. voltage supply of 50V obtained from battery set which are parallel connected through the charger which operate on 230V A.C. supply The voltage required when two subscriber talk is 12V IMPORTANT PART IN EXCHANGE 1. BATERRY CHARGER:

Charger operates 230 V A.C. supplied to it and provided to 48-50V D.C. to exchange. Charger is attached with battery in parallel. When power supply cut then charger connect with battery and start working on battery. 2. BATTERY: In the exchange, batteries are used to operate it. The multiple batteries connected in parallel with each other as soon as electricity goes off then exchange works with these battreis.Battery which used for exchange is Lead acid battery which can be Rechargeable. LEAD ACID BATTERY: Invented in 1859, are the oldest type of rechargeable battery. CONSTRUCTION In complete battery there is positive and negative palate. All negative plate are joined with the help of solder at the terminal post. This is called negative terminal and viceversa positive terminal for positive plate. The negative and positive plate are kept in such a manner that every positive plate placed in between two negative plates. In this way the no. of negative plate is used more than positive plate. Positive and negative plates are kept nary closed to each other. There is doubt of mixing of the plates thats why separators are used between them wood rubber, glass, ebonite to keep them in distance. There are 4 batteries of 12V each; total 50V voltage is required for exchange. Each battery has 6 cells each of 2.15V each.

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Electrochemistry: when load is given, current flows through highest side H2SO4 burst and by this action H ion goes to positive plate(PbO2) and SO4-- ions goes to negative plate(Pb). Then the equation formed at Positive plate: PbO2 + H2 + H2SO4 Negative plate: Pb + SO4

=> PbSO4 + H2O (Lead sulphate) (Lead sulphate)

=> PbSO4

INTERMEDIATE DITRIBUTION FRAME

A frame that (a) Cross-connect the user cable media to individual user line circuits and (b) May serve as a distribution point for a multi pair cable from the main distribution frame (M.D.F) to individual cable connected to equipment area remote from these frame. The cable that come out from exchange line are installed in the crown type on the wall are called I.D.F. MAIN DITRIBUTION FRAME

It is signal distribution frame for connecting equipment cables and subscriber carrier equipment. Termination point within the local exchange. Exchange equipment and terminations of local loops are connected by jumper wire at the MDF. The fuse is attached at the back side of the tag block for safety. As when thundering or vibration occurs the fuse gets blow of making the circuits break and thus we can prevent further damages.

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JUMPER WIRE

Each jumper is a twisted pair. Twisted pairs is cabling is the form of wiring in which two conductors are twisted together for the purpose of Cancelling out electromagnetic interface (EMI) from external source ,or twisted pair is also used to avoid unwanted noise from the signal.

ELCTROMAGNETIC INTERFACE (EMI) It is an disturbance that affect an electric 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 balance pair operation, the two wires carry equal and opposite signal 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 telecommunication, a distribution board is a passive device which terminates cable, alloying arbitrary interconnection to be made. It is box type boards in which cables pad are distributed according to the no. which are provided to the nearer distribution. D.C. is installed after the certain interval of the distance make a proper distribution of the cable easier to reach the consumer.

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Distribution board FAULTS Line contact: It means that the drop wire has connected either with pole are tree and a busy tone is obtained when we dial the number. Line earth: It means the wire which is broken is in touch with a pole or earth and there a soft humid sound is coming when we dial the number. Line disc: The wire has been broken down.

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