Summer training project report

On TRACTION MOTOR In Partial fulfilment of the degree of Bachelors of Engineering

SHRI G. S. INSTITUTE OF TECHNOLOGY AND SCIENCE INDORE

Submitted byAnkit Sharma Training ID-EE/002 Batch no.-4 College- S.G.S.I.T.S Indore

Submitted toMr. Santosh Deshpande Cheif Instructor (Elec) Loco Diesel Shed Itarsi (M.P)

PREFACE
This project is the result of two weeks training at DIESEL LOCO SHED, ITARSI from 3 June 2013 to 15 June 2013 . Summer training is an integral part of Bachelors of Engineering course and it aims at providing a firsthand experience of industry to students. This practical experience helps the students to view the real World closely. I am really fortunate of getting an opportunity to pursue Summer Training in reputed, well established, fast growing and professionally managed organization like Diesel shed Itarsi. Project assigned TRACTION MOTOR required a lot of extensive study. It gave me a great deal of exposure and practical experience.

ACKNOWLEDGEMENT
Any accomplishment requires the efforts of many people and this work is no different. I find great pleasure in expressing my deep sense of gratitude towards all those who have made it possible for me to complete this project with success. I would like to express true sense and sincerest gratitude to Mr. Santosh Deshpande Chief Instructor Electrical my guide, for his dynamic and valuable guidance and keen interest in my project work. I am grateful to him for his constant encouragement in the fulfilment of the project work. I would also extend my sincere thanks to Training centre incharge, Mr. Mukesh Dubey, Chief Instructor Mechanical Mr. L.L Bhavsar and all the Staff Members of Diesel loco shed who extended the preparatory steps for this project. I would also like express appreciation and thanks to all our friends who knowingly assisted me with their valuable suggestions and supports, and I am very grateful for their assistance. I would also like to thank those who were directly or indirectly guiding us. Ankit Sharma

TABLE OF CONTENTS

S. no. 1 2 3 4 5 6 7

Contents About the industry Various sections in industry Classification syntaxes Schematic diagram of diesel electric locomotive Traction motor: An overview DC traction motor parameters Conclusion

Page no. 4 5 6 7 8 19 22

1) ABOUT THE INDUSTRY

1. Brief History of Diesel Loco Shed, Itarsi Diesel Loco Shed Itarsi was established in 1964 with beginning of loco holding 40 nos. It is now rated as one of the premier shed of Indian Railways. The Diesel Loco Shed is now homing WDM2, WDM3A, WDM3D and WDS6 class of Diesel Locomotives .The existing holding of the Shed is 172 locos, with a mail link of 97 Locos and goods outage target of 35 Locos. Now Shed is ready to take the challenge of homing WDP4 (4000&4500HP Locos) GM locos. A fullfledged Chemical & Metallurgical Laboratory has been established in this shed. Two Effluent Treatment Plant & Incinerator are also available. A Diesel Technical Training Centre for training the supervisors, artisans and operating/running staff is also functional in the Shed. 2. First Loco Homed in Shed: Loco No. 18043 WDM2 3. Details of Heritage Loco: NIL 4. ISO Certification. First Certification ISO 90012000 Certified From ICS Mumbai. ISO 90012008 13.07.2009 Certified from IQCS Institute of Quality Certifications Services. ISO 140012004 19.05.2007 Certified from JASANZ for Environment. OHSAS 180012007 2ndSeptember 2008 Certified From Certification International (UK) Ltd for Health and Danger. 5. Type Wise Loco Holding: Type of Loco WDM WDM WDM WDS
6 2

Total 48 70 33 18 169+ 3 inferior

3A

3D

TOTAL

6. Maximum Holding (Year Number of Locos) : 177 Locos in 200910 7. Present Loco on passenger links: At present Diesel Loco Shed Itarsi is running 97 prestigious mail/Express trains. 8. Present birthing Capacity: 28 locos 9. Other History: In addition to homing 172 locos, Diesel Shed Itarsi also Maintains and undertakes the complete activities of 140 T Diesel Hydraulic Break down Crane with A class accident relief train.

2. VARIOUS SECTIONS IN INDUSTRY

Heavy repair Mechanical Heat exchanger section Blower section Cylinder Head section Piston section TSC section Expresser section Heavy repair electrical Governor section Electric control section Electric Test room Traction motor Machine shop Auxiliary section Traction generator Boogie Section Mail Section Battery section Minor assembly Heavy schedule LSR section Miscellaneous sections Scrap section Development section Vehicle section Tin/copper smith section Foundry Carpenter Mill right and Fabrication Paint Reclamation and welding

3. THE CLASSIFICATION SYNTAXES

The first letter (gauge) W-Indian broad gauge (The "W" Stands for Wide Gauge - 5 Feet 6 inches) Y-metre gauge (The "Y" stands for Yard Gauge - 3 Feet or 1000mm) Z-narrow gauge(2 ft 6 in) 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 (job type) G-goods P-passenger M-mixed; both goods and passenger S-Used for shunting (Also known as switching engines or switchers in United states and some other countries) U-Electric multiple units (used as commuters in city suburbs) R-Railcars Comparison between WDM-3A and WDP-4 WDM-3A 1994 1564 gm/BHP hour 22 coach 3100 hp 120 km/hr 112.8 tons

Parameters Year of release Fuel Consumption

WDP-4 2001 151 gm/BHP hour 24 coach 4000hp 160 km/hr 119tons

Coach carrying capacity Horse Power Max Speed Weight

4. SCHEMATIC DIAGRAM OF DIESEL ELECTRICALOCOMOTIVE

5. TRACTION MOTOR: AN OVERVIEW DC MOTORS

The DC motor was the mainstay of electric traction drives on both electric and diesel-electric for many years. It consists of two parts, a rotating armature and a fixed field. The fixed field consists of tightly wound coils of wire fitted inside the motor case. The armature is another set of coils wound round a central shaft. It is connected to the field through "brushes" which are spring loaded contacts pressing against an extension of the armature called the commutator.The commutator collects all the terminations of the armature coils and distributes them in a circular pattern to allow the correct sequence of current flow. The motor works because, simply put, when a current is passed through the motor circuit, there is a reaction between the current in the field and the current in the armature which causes the armature to turn. The armature and the field are connected in series and the whole motor is referred to as "series wound". A series wound DC motor has a low resistance field and armature circuit. Because of this, when voltage is applied to it, the current is high. (Ohms Law: current = voltage/resistance). The advantage of high current is that the magnetic fields inside the motor are strong, producing high torque (turning force), so it is ideal for starting a train. The disadvantage is that the current flowing into the motor has to be limited somehow, otherwise the supply could be overloaded and/or the motor and its cabling could be damaged. At best, the torque would exceed the adhesion and the driving wheels would slip. Traditionally, resistors were used to limit the initial current.

DC Resistance Control As the DC motor starts to turn, the interaction of the magnetic fields inside it causes it to generate a voltage internally. This "back voltage" opposes the applied voltage and the current that flows is governed by the difference between the two. So, as the motor speeds up, the internally generated voltage rises, the effective voltage falls, less current is forced through the motor and thus the torque falls. The motor naturally stops accelerating when the drag of the train matches the torque produced by the motors. To continue accelerating the train, resistors are switched out in steps, each step increasing the effective voltage and thus the current and torque for a little bit longer until the motor catches up. This can be heard and felt in older DC trains as a series of clunks under the floor, each accompanied by a jerk of acceleration as the torque suddenly increases in response to the new surge of current. When no resistor is left in the circuit, the full line voltage is applied directly to the motor. The train's speed remains constant at the point where the torque of the motor, governed by the effective voltage, equals the drag - sometimes referred to as balancing speed. If the train starts to climb a grade, the speed reduces because drag is greater than torque. But the reduction in speed causes the back voltage to decline and thus the effective voltage rises - until the current forced through the motor produces enough torque to match the new drag. On an electric train, the driver originally had to control the cutting out of resistance manually but, by the beginning of the First World War in 1914, automatic acceleration was being used in the UK on multiple-unit trains. This was achieved by an accelerating relay (often called a "notching relay") in the motor circuit (see next diagram below) which monitored the fall of current as each step of resistance was cut out. All the driver had to do was select low, medium or full speed (called "shunt", "series" and "parallel" from the way the motors were connected in the resistance circuit) and the equipment would do the rest.

10

Motor Control and Protection As we have seen, DC motors are controlled by a "notching relay" set into the power circuit. But there are other relays provided for motor protection. Sharp spikes of current will quickly damage a DC motor so protective equipment is provided in the form of an "overload relay", which detects excessive current in the circuit and, when it occurs, switches off the power to avoid damage to the motors. Power is switched off by means of Line Breakers, one or two heavy-duty switches similar to circuit breakers which are remotely controlled. They would normally be opened or closed by the action of the driver's controller but they can also be opened automatically by the action of the overload relay. On a historical note, early equipment (pre-1905) had a huge fuse instead of an overload relay. Some of these lasted into the 1970s and I recall the complications of changing one, which involved inserting a wooden board (called a "paddle") between the shoes and the current rail. This was to isolate the current from the locomotive while you changed the fuse. A further protective device is also provided in the classic DC motor control circuit. This is the "no-volt" relay, which detects power lost for any reason and makes sure that the control sequence is returned to the starting point (i.e. all the resistances are restored to the power circuit) before power could be re-applied. This is necessary to ensure that too much current is not applied to a motor which lost speed while current was off.

11

DC Power Circuit This diagram shows a simple traction motor power control circuit. Most DC motor circuits are arranged to control two or four motors. The control range is enhanced by changing the connections to the motors as the train accelerates. The system is known as "series-parallel control".

Series-Parallel Control This diagram shows the principle of series-parallel control. There are three stages, "series", "transition" and "parallel", which operate in that order. The connections are changed automatically as the train accelerates. Upon starting, the motors are in series with each other and with all the resistance. The resistance is cut out in steps and the train accelerates to "full series" when all the resistance is out of circuit. The train may be running at about 30 km/h now. If full speed has been selected, the transition circuit will provide a parallel connection between the two legs of the series circuit. Immediately this is done, the two series connections will be opened and the resistances inserted back into each motor circuit. The resistances are then cut out in steps again until all are out of circuit. The motors are now running at "full parallel" and the train speed will rise to the design speed. During this whole process, the correct control sequence is maintained by the low voltage control circuit under the overall control of the driver selecting "shunt", "series" or "parallel" on his master controller.

Field Weakening The DC motor can be made to run faster than the basic "balancing speed" achieved whilst in the full parallel configuration without any resistance in circuit. This is done by "field shunting". An additional circuit is provided in the motor field to weaken the current flowing through the field. The weakening is achieved by placing a resistance in parallel with the field. This has the effect of forcing the armature to speed up to restore the balance between its magnetic field
12

and that being produced in the field coils. It makes the train go faster. Various stages of field weakening can be employed, according to the design of the motor and the intended purpose. Some locomotives used as many as six steps of field weakening.

Regenerative Braking Since the DC motor and a DC generator are virtually the same machine mechanically, it was immediately realised that a train could use its motors to act as generators and that this would provide some braking effect if a suitable way could be found to dispose of the energy. The idea formed that if the power could be returned to the source, other trains could use it. Trains were designed therefore, which could return current, generated during braking, to the supply system for use by other trains. Various schemes were tried over many years with more or less success but it was not until the adoption of modern electronics that reliable schemes have been available. Rheostatic Braking The major drawback with the regenerative braking system is that the line is not always able to accept the regenerated current. Some railways had substations fitted with giant resistors to absorb regenerated current not used by trains but this was a complex and not always reliable solution. As each train already had resistors, it was a logical step to use these to dispose of the generated current. The result was rheostatic braking. When the driver calls for brake, the power circuit connections to the motors are changed from their power configuration to a brake configuration and the resistors inserted into the motor circuit. As the motor generated energy is dispersed in the resistors and the train speed slows, the resistors are switched out in steps, just as they are during acceleration. Rheostatic braking on a DC motored train can be continued down to less than 20 mph when the friction brakes are used to bring the train to a stop. Before the advent of power electronics, there were some attempts to combine the two forms of what we now call "dynamic braking" so that the generated current would go to the power supply overhead line or third rail if it could be absorbed by other trains but diverted to onboard resistors if not. In the case of diesel-electric locomotives, dynamic braking is restricted to the rheostatic type. Racks of resistors can often be seen on the roofs of heavy-haul locomotives for which dynamic braking is a big advantage on long downhill grades where speed must be maintained at a restricted level for long periods.
13

The DC Traction Motor: How it Drives the Axle The traditional DC (Direct Current) electric motor driving a train or locomotive is a simple machine consisting of a case containing a fixed electrical part, the stator (called the stator because it is static and comprising what is called the field coils) and a moving electrical part, the rotor (because it rotates) or armature as it is often called. As the rotor turns, it turns a pinion which drives a gearwheel. The gearwheel is shrunk onto the axle and thus drives the wheels as shown in the diagram above. The motion of the motor is created by the interaction of the magnetism caused by the currents flowing the the stator and the rotor. This interaction causes the rotor to turn and provide the drive. The stator and the rotor of the DC motor are connected electrically. The connection consists of fixed, carbon brushes which are spring loaded so that they remain in contact with an extension of the armature called the commutator. In this way, the field coils (the stator) are kept in the circuit with the rotor (the armature and commutator).

AC and DC Motors Both AC (Alternating Current) and DC motors have the same basic structure but there are differences and, for various reasons, the DC motor was originally the preferred form of motor for railway applications and most systems used it. Nowadays, modern power electronics has allowed the use of AC motors and, for most new equipments built today, the AC motor is the type used. Often, people ask about the differences between AC and DC motors as used in locomotives and multiple-units. In the early days of electric traction at the beginning of this century both types were tried. The limits of the technology at the time favoured the DC motor. It provided the right torque characteristic for railway operation and was reasonably simple to control. By the early 1980s, power electronics had progressed to the stage where the 3-phase AC motor became a serious and more efficient alternative to the DC motor because: 1. They are simpler to construct, they require no mechanical contacts to work (such as brushes) and they are lighter than DC motors for equivalent power.

14

2. Modern electronics allow AC motors to be controlled effectively to improve both adhesion and traction. 3. AC motors can be microprocessor controlled to a fine degree and can regenerate current down to almost a stop whereas DC regeneration fades quickly at low speeds. 4. They are more robust and easier to maintain than DC motors. This type of motor is commonly called the Asynchronous Motor and was often referred to as the squirrel cage motor on account of its early design form. The photos below show a DC and an AC motor. The DC motor is similar to look at externally but there are differences in construction, particularly because the DC motor has a commutator and brushes which the AC motor does not

DC traction motor brushes

15

Nose Suspended Motor The following diagram shows the layout of the traditional DC motor mounted in a bogie as a "nose suspended motor". In electric trains or locomotives, the DC motor was traditionally mounted in the bogie frame supported partially by the axle which it drove and partially by the bogie frame. The motor case was provided with a "nose" which rested on a bracket fixed to the transom of the bogie. It was called a "nose suspended motor" (see diagram above) and is still common around the world. Its main disadvantage is that part of the weight rests on the axle and is therefore unstrung. This leads to greater wear on bogie and track. Nowadays, designers try to ensure all the motor weight is sprung by ensuring it is carried entirely by the bogie frame - a frame mounted motor.

Quick drive This is a simplified diagram of a quill drive. A quill is described in the dictionary as, "the hollow stem of a feather" and "a bobbin or spindle", as well as a "feather" and, alternatively, what a porcupine has on its back. In railway traction terms, a quill drive is where a hollow shaft is placed round the driving axle and the motor drives the quill rather than driving the axle as it does with a nose suspended drive. The quill itself is attached, at one end, to one of the wheels by means of rubber bushed links and, at the other end, to the gearwheel by similar links. The big advantage of such drives is that all the weight of the motor is carried in the bogie frame (so it is a frame mounted motor) instead of it being directly supported by the axle and therefore partially unsprung. An example of a traction motor with quill drive appears in the following photo. Click on it for a full size view and the part names. Various forms of quill drive have been used over the years. Older versions used radially mounted coil steel springs instead of rubber to connect the links to the wheels. Some, like the example shown here, have the motor mounted parallel with the axle. Others have the motor at a right angle to the axle, as in the the UK Class 91 electric locomotives.

16

Monomotor Bogie As its name implies, the monomotor bogie has a single motor which drives both axles. Click on the thumbnail to see a photo with the part names. The design is much favoured in France, where it was introduced in the 1950s for the rubber tyred train concept. The motor is mounted longitudinally in the centre of the bogie and drives each axle through a differential gearbox, similar to a road vehicle. The differential gears are required to compensate for the operation of the rubber tyres round curves. It requires a special bogie frame construction to accommodate the motor. Another version of the monomotor bogie has also been applied to a number of French locomotive designs but here the arrangement is more conventional. Each bogie has a single motor mounted transversely over the centre as shown in the diagram left. The motor is fully suspended in the bogie frame and drives both axles through the gear train, which is contained in a single, large, oil filled gear case (not shown). This type of drive is referred to in the locomotive wheel arrangement called a B-B, as opposed to a more conventional locomotive with four motors, each driving its own axle, which is called a Bo-Bo.

17

Linear Motor A new form of traction which has appeared in recent years is the linear motor. The principal, compared with a standard motor, is shown here. This simple diagram shows the principal of the linear motor. The conventional DC motor consists of a fixed part (the stator) and a moving part (the rotor). Both parts are contained in a case on the train and the rotor is connected to the axle by a pinion/gear arrangement. When the armature turns, the wheel turns. The two parts of the linear motor are separated and one is placed on the train and the other on the track. Both parts are unwrapped and they are swapped so that the fixed part of the DC motor becomes the moving part of the linear motor mounted on the train while the former moving part of the DC motor is fixed to the track. The electro-magnetic interaction between the current in the fixed part and that in the moving part causes the train to be drawn along the line. There is a very small air gap (about 10 mm) between the two parts as shown in this photo.

18

6.DC TRACTION MOTOR PARAMETERS

Traction motor classes in diesel loco shed itarsi 1) GE-752 2) 5GE-752 3) AH-36 4) Siemens AC 3 phase motor 5) BHEL 165 & 165m 6) BHEL 4906 7) BHEL 4907 AZ 8) 500Z BY 9) CG 7362A 10) CG C1001
19

Traction Motor maintenance values Parameter BHEL 165 BHEL 165M Voltage (in volts) Current (in ampere) Speed (rpm) Horse power Electric power (in kilo watt) Illumination (in lux) Maximum speed (in rpm) Weight of machine (kg) Weight of armature(kg) Weight of gear case (kg) Maximum voltage Maximum current (Ampere) 285 980 360 333 248 Class H 180 2275 3561 285 980 360 333 248 Class H 180 2275 3561

BHEL 4906A grade 325 1000 430 389 290 Class H 180 2275 3561

GE

BHEL 4907 325

1140

1000 430

280 Class H 180 2245 3150 Class H 180 2275 3150

980

980

980

980

980

119

119

119

119

119

770

770

770

770

770

1466

1466

1466

1466

1466

20

Tan delta and capacitance measuring procedure Total capacitance= (Switch reading+ zero dial reading) * multiplier reading in micro farad Tan delta value TAN DELTA test are also performed in motors to evaluate the condition of winding Insulation and Bushing Insulation Strength in motors. A DC voltage is applied across the terminals and the value of leakage current is noted down. The leakage current can be split into Ic and Ir.the value of Ir should be as low as possible to ensure that the dielectric strength is satisfactory. Dissipation factor 0-1% 1-10% 10-20% 20-30% Resolution 0.001 0.01 0.01 0.01 Reading Df dial reading*0.001 Df dial reading*0.01 Df dial reading*0.01 Df dial reading*0.01

21

CONCLUSIONS
The opportunity to work with Indian Western Railway (Diesel Loco Shed , Itarsi) provided a chance to learn about the process of maintenance & assembly of Diesel Locomotive. I have tried to give my best to the training. Many thanks are extended to Indian Western Railway (Diesel Loco Shed , Itarsi) family. for allowing me to undertake my industrial training with them and then use the details of the training, I was involved in for inclusion in the training. I have incorporated all the relevant motivation principles especially through awareness towards process of maintenance or assembly. There are many thing that I have experience and learned during the 15 days of my industrial Training in diesel loco shed ,Itarsi .The whole training period was very interesting, comprehensive understanding about real industry working condition and practice. All of this value experience and knowledge that I have gained were not only acquired through the direction in task given but also through other aspect of the training such as work observation, interaction with colleagues, superior and other third party related to the company .From what I have undergone, I am hundred percent agree that the industrial training program have achieve its entire primary objective. It is also the best ways to prepare student in facing the real working life .As a result of the program now I am more confidence to enter the employment world and build my future career.

22