project report on electric loco, tuglakabaad

7/27/2019 Project Report on Electric Loco, Tuglakabaad

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INDIAN RAILWAYS

Indian Railways is an Indian state-owned railway enterprise, owned and operated

by the Government of India through the Ministry of Railways. Indian Railways has

114,500 kilometres of total track over a route of 65,000 kilometres and 7,500

stations. It has the world's fourth largest railway network after those of the United

States, Russia and China. The railways carry over 30 million passengers and

2.8 million tons offreight daily. In 2011-2012 Railway earned

104,278.79 crore (US$20.8 billion) which consists of 69,675.97 crore (US$13.9

billion) from freight and 28,645.52 crore (US$5.71 billion) from passengers

tickets.

Indian Railways is the world's fourth largest commercial or utility employer, by

number of employees, with over 1.4 million employees. afterWal-Mart with 2.1

million employees, China National Petroleum Corporation with 1.61 millionemployees and State Grid Corporation of China with 1.53 million employees. As

forrolling stock, IR owns over 229,381 Freight Wagons, 59,713 Passenger

Coaches and 9,213 Locomotives.

HISTORY

Railways were first introduced to India in 1853. By 1947, the year of India'sindependence, there were forty-two rail systems. In 1951 the systems (many ofwhich were already government-owned) were nationalized as one unit, the IndianRailways, becoming one of the largest networks in the world. IR operates bothlong distance and suburban rail systems on a multi-gauge networkofbroad, metre and narrow gauges. It alsoownslocomotive and coach production facilities. The Indian railways isproposing to build the highest railway track in the world overtaking the currentrecord of the Beijing-Lhasa Railway line.

From 20 December 2010, the railways had deployed a 5 digit numbering systeminstead of the 4 digit system. The need is due to the fact that the Indian Railwaysruns 10,000 trains daily. Only a prefix of the digit 1 will be added to the four-digitnumbers of the existing trains to make the transition smoother. The special trains

run to clear festivals and holiday rush shall have the prefix of 0 (zero) In 31 March2011, 21,014 km of the total 64,215 km route length is electrified (33%). Since1960, almost all electrified sections on IR use 25,000 V AC traction throughoverhead catenary delivery.

The period between 1920 to 1929 was a period of economic boom, there were

41,000 miles of railway line serving every district in the country. At that point of

time, the railways represented a capital value of some 687 million sterling, and
http://en.wikipedia.org/wiki/State-owned_enterprisehttp://en.wikipedia.org/wiki/Government_of_Indiahttp://en.wikipedia.org/wiki/Ministry_of_Railways_(India)http://en.wikipedia.org/wiki/Rail_transport_in_the_United_Stateshttp://en.wikipedia.org/wiki/Rail_transport_in_the_United_Stateshttp://en.wikipedia.org/wiki/Russian_Railwayshttp://en.wikipedia.org/wiki/Rail_transport_in_the_People%27s_Republic_of_Chinahttp://en.wikipedia.org/wiki/Cargohttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/List_of_companies_by_employeeshttp://en.wikipedia.org/wiki/Wal-Marthttp://en.wikipedia.org/wiki/China_National_Petroleum_Corporationhttp://en.wikipedia.org/wiki/State_Grid_Corporation_of_Chinahttp://en.wikipedia.org/wiki/Rolling_stockhttp://en.wikipedia.org/wiki/Freight_rail_transporthttp://en.wikipedia.org/wiki/Passenger_car_(rail)http://en.wikipedia.org/wiki/Passenger_car_(rail)http://en.wikipedia.org/wiki/Locomotivehttp://en.wikipedia.org/wiki/Independence_of_Indiahttp://en.wikipedia.org/wiki/Independence_of_Indiahttp://en.wikipedia.org/wiki/Dual_gaugehttp://en.wikipedia.org/wiki/Indian_gaugehttp://en.wikipedia.org/wiki/Metre_gaugehttp://en.wikipedia.org/wiki/Narrow_gauge_railwayhttp://en.wikipedia.org/wiki/Rail_gaugehttp://en.wikipedia.org/wiki/Locomotivehttp://en.wikipedia.org/wiki/Coach_(rail)http://en.wikipedia.org/wiki/Bilaspur-Mandi-Leh_Railwayhttp://en.wikipedia.org/wiki/Qinghai-Tibet_Railwayhttp://en.wikipedia.org/wiki/Alternating_currenthttp://en.wikipedia.org/wiki/Overhead_lineshttp://en.wikipedia.org/wiki/Overhead_lineshttp://en.wikipedia.org/wiki/Alternating_currenthttp://en.wikipedia.org/wiki/Qinghai-Tibet_Railwayhttp://en.wikipedia.org/wiki/Bilaspur-Mandi-Leh_Railwayhttp://en.wikipedia.org/wiki/Coach_(rail)http://en.wikipedia.org/wiki/Locomotivehttp://en.wikipedia.org/wiki/Rail_gaugehttp://en.wikipedia.org/wiki/Narrow_gauge_railwayhttp://en.wikipedia.org/wiki/Metre_gaugehttp://en.wikipedia.org/wiki/Indian_gaugehttp://en.wikipedia.org/wiki/Dual_gaugehttp://en.wikipedia.org/wiki/Independence_of_Indiahttp://en.wikipedia.org/wiki/Independence_of_Indiahttp://en.wikipedia.org/wiki/Locomotivehttp://en.wikipedia.org/wiki/Passenger_car_(rail)http://en.wikipedia.org/wiki/Passenger_car_(rail)http://en.wikipedia.org/wiki/Freight_rail_transporthttp://en.wikipedia.org/wiki/Rolling_stockhttp://en.wikipedia.org/wiki/State_Grid_Corporation_of_Chinahttp://en.wikipedia.org/wiki/China_National_Petroleum_Corporationhttp://en.wikipedia.org/wiki/Wal-Marthttp://en.wikipedia.org/wiki/List_of_companies_by_employeeshttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/United_States_dollarhttp://en.wikipedia.org/wiki/Crorehttp://en.wikipedia.org/wiki/Cargohttp://en.wikipedia.org/wiki/Rail_transport_in_the_People%27s_Republic_of_Chinahttp://en.wikipedia.org/wiki/Russian_Railwayshttp://en.wikipedia.org/wiki/Rail_transport_in_the_United_Stateshttp://en.wikipedia.org/wiki/Rail_transport_in_the_United_Stateshttp://en.wikipedia.org/wiki/Ministry_of_Railways_(India)http://en.wikipedia.org/wiki/Government_of_Indiahttp://en.wikipedia.org/wiki/State-owned_enterprise


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they carried over 620 millions of passengers and approximately 90 million tons of

goods each year. Following the Great Depression, the company suffered

economically for the next eight years. The Second World Warseverely crippled

the railways. Trains were diverted to the Middle East and the railways workshops

were converted to ammunitions workshops. By 1946 all rail systems had been

taken over by the government.

RAILWAY ZONESS.No Name Abbr. Headquarters Date of Establishment

1. Northern Railway NR Delhi April 14, 1952

2. North Eastern Railway NER Gorakhpur 1952

3. Northeast Frontier Railway NFR Maligaon (Guwahati) 1958

4. Eastern Railway ER Kolkata April 14, 1952

5. South Eastern Railway SER Kolkata 1955

6. South Central Railway SCR Secunderabad Oct' 2, 1966

7. Southern Railway SR Chennai April 14, 19518. Central Railway CR Mumbai Nov' 5, 1951

9. Western Railway WR Mumbai Nov' 5, 1951

10. South Western Railway SWR Hubli April 1, 2003

11. North Western Railway NWR Jaipur Oct' 1, 2002

12. West Central Railway WCR Jabalpur April 1, 2003

13. North Central Railway NCR Allahabad April 1, 2003

14. South East Central Railway SECR Bilaspur, CG April 1, 2003

15. East Coast Railway ECoR Bhubaneswar April 1, 2003

16. East Central Railway ECR Hajipur Oct' 1, 2002

17. Konkan Railway KR Navi Mumbai Jan' 26, 1998

LOCOMOTIVES

Locomotives in India consist ofelectric and diesel locomotives. Steam

locomotives are no longer used, except in heritage trains. Locomotives are also

called locos orengines. In India, locomotives are classified according to

theirtrack gauge, motive power, the work they are suited for and their power or

model number. The class name includes this information about the locomotive. It

comprises 4 or 5 letters. The first letter denotes the track gauge. The second

letter denotes their motive power (Diesel or Electric) and the third letter denotes

the kind of traffic for which they are suited (goods, passenger, mixed orshunting). The fourth letter used to denote locomotives' chronological model

number. However, from 2002 a new classification scheme has been adopted.

Under this system, for newer diesel locomotives, the fourth letter will denote

theirhorsepowerrange. Electric locomotives don't come under this scheme and

even all diesel locos are not covered. For them this letter denotes their model

number as usual.
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A locomotive may sometimes have a fifth letter in its name which generally

denotes a technical variant or subclass or subtype. This fifth letter indicates

some smaller variation in the basic model or series, perhaps different motors, or

a different manufacturer. With the new scheme for classifying diesel locomotives

(as mentioned above) the fifth item is a letter that further refines the horsepower

indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp, etc.

So in this scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-3F would be

a 3600 hp loco.

PRODUCtION UNIT

1. Chittranjan locomotive work: Chittranjan

2. Diesel locomotive works : Varanasi

3. Integral coach factory: Perambur

4. Rail coach factory: Kapurthala

5. Rail wheel factory: Yelahanka

6. Diesel modernisation works: Patiala

LOCOMOTIVES IN INDIA

1. ELECTRIC LOCOMOTIVES2. DIESEL LOCOMOTIVES3. STEAM LOCOMOTIVES ( No longer used)

Syntaxes used in Indian railway

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)
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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' isconsidered 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 Unitedstates and some other countries)

U-Electric multiple units (used as commuters in city suburbs)

R-Railcars

For example, in "WDM 3A":

"W" means broad gauge

"D" means diesel motive power

"M" means suitable for mixed(for both goods and passenger)service

"3A" means the locomotive's power is 3,100 hp ('3' stands for 3000 hp, 'A'denotes 100 hp more)

Or, in "WAP 5":

"W" means broad gauge

"A" mean AC electric traction motive power

"P" means suitable for Passenger service

"5" denotes that this locomotive is chronologically the fifth electric locomotivemodel used by the railways for passenger service.

ELECTRIC LOCOMOTIVE

Electric locomotive is a locomotive powered by electric motors that are supplied with electricity

generated by the external source. The locomotive draws current from an over head wire (over head
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lines) , a third rail, or an on board storage device such as a battery or an flywheel energy storage

system. Locomotives with on board prime movers such as dead engines or gas turbines are not

considered even though they may use electric motors to turn the wheels; in this case the electric

power system of the locomotive is considered to be a form of transmission.

Electric locomotives types

While some very small locomotives for use in mining are powered by batteries (thus avoiding sparking

from power transmission) , electric locomotive are usually supplied from the track side source. Diesel-

electric locomotives, while they use an electric transmission are not considered to be true electric

locomotive because they carry prime mover on the locomotive itself.

There are three main criterion for classification of electric locomotives:

The type of current used.

The method for collecting current

The means used to power the wheels from the motors

Direct or Alternating current-

The most fundamental difference lies in the choice of direct (dc) or alternating current

(ac); motors for one current type follows entirely different principles from the other. The

earlier system uses direct current, for alternating current was not well understood at

first.

Direct current locos typically run at relatively low voltage (several hundred volts); the

equipment is therefore relatively massive because the current involve must be large in

order to transmit sufficient power. Power must be supplied at frequent intervals because

the current does not travel as far.

As the AC motors were developed, this mode became the predominant form. Particularly

on lengthy installations. High voltages (tens of thousands of volts) are used to allow

transmission of low currents and the transformers in the locomotives reduce the voltage

for the use of motors. AC traction allows the use of regenerative braking, in which the

motors become generators and transform the motion of train into power which is then


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fed back into the lines to power other locos. This system is particular advantageous in

mountainous operations, as descending locomotives can produce a large portion of

power required for ascending trains.

AC traction sometimes uses three phase current rather than single phase of household

use. Rectifier locomotives, which uses AC power transmission but DC motors, were not

uncommon.

Most system has a characteristics voltage and in case of AC powers a system frequency.

Many locos over the years were equipped to handle multiple voltages and frequencies as

the system overlapped. The FL-9 locomotives were equipped to run on power from two

different electrical systems as well as

conventional dieselelectrics.

WESTERN CENTRAL RAILWAYS-ELECTRIC LOCOMOTIVE SHED

TUGHLAKABAD, NEW DELHI.

The Electric Locomotive Shed at TUGHLAKABAD was established in 1988. This shed is a

WCR shed on NR territory! It belongs to the Kota division. This was a WR shed until

2003. The shed was originally built to handle locos for the freight traffic on the busy New

Delhi - Bombay route. Has received a few WAG9 starting 02/08. Locos used for hauling

the priority Container Rajdhanis (ConRajs) between Delhi & Mumbai. Close to large

marshalling yard and inland container depot. 150+ locos (as on july 10).

SALIENT FEATURES OF W.C.RAILWAY MAINTENANCE SHED

ESTABLISHED : 15/6/1988

PRESENT LOCO HOLDINGS : 178

TYPE OF LOCOMOTIVE:

WAG-5 94

WAG-7 29

WAG-9 35

WAM-4 20


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INITIAL COST : 1.5 CRORES

AREA : 8910 Sq. Meters

STAFF STRENGTH809(TOTAL).

SUPERVISORS 75.

SKILLED STAFF 581.

UNSKILLED STAFF 126.

OTHER STAFF 27.

TYPES OF BAYS

HEAVY LIFTING BAY 4 PITS

50 TONNES EOT CRANE 2.

MEDIUM LIFTING BAY 3 PITS.



LIGHT LIFTING BAY 1 PIT.


INSPECTION BAYS 8 PITS.

MAINTENANCE OF LOCOMOTIVES IN TKD SHED

The Tughlakabad loco shed is a home to a large number of engines, which can be further classified

into the following categories.

CONVENTIONAL LOCOS-


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WAG-5A.

WAG-7.

WAM-4.

THREE PHASE LOCOS-

WAG-9

CONVENTIONAL LOCOS-

WAG-5

Introduced in 1984. Power 3850hp (some documents say 3900hp, which may be a latermodification), 6-axled (Co-Co). Starting TE 382kN (33500kgf); continuous TE 202kN

(20600kgf). Adhesion 29%. A very successful class, and probably the one with the most

numbers produced. There are many variants of these, starting with the plain WAG-5. WAG-5Alocos have Alsthom motors. Later

versions were WAG-5H and

variants with Hitachi motors:

WAG-5HA by CLW, with high-adhesion bogies, and WAG-5HB

built by BHEL to RDSO's

specifications. (Note: Lallagudashed uses the simple code 'WAG-5' for locos that would normally

be denoted 'WAG-5HA'.) [4/02]

Newer versions have been spotted:

WAG-5HG, WAG-5HR, WAG-5RH (here the 'R' is believed to

denote rheostatic braking, but not

all WAG-5 class locos that haverheostatic braking use this suffix),

WAG-5D, WAG-5P for fast

passenger traffic (mail and express trains) with gear ratio 21:85. etc,. WAG-5HE variants arebelieved to have Hitachi traction motors and only air brakes.

The detailed differences among these variants are not precisely known. Specifications for thebase WAG-5 model are given below. Some of the variants are known to have different gearing

WAG-5A in TKD LOCO SHED


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and equipment, and different rated speeds. The original WAG-5 units had a top speed of 80km/h.

Many variants have a gear ratio of 21:58, the same as that of the WAM-4 6P, which allows these

WAG-5 locos to be used for mixed applications including hauling passenger trains at 100km/h.

TECHNICAL SPECIFICATIONS

Traction Motors: Alstom TAO 659 (575kW, 750V, 1070 rpm) or TAO 656; or Hitachi HS 15250A (See

description under WAP-4.) Axle-hung, nose-suspended. Six motors.

Gear Ratio: 62:16 or 62:15 with Alstom motors, some 64:18 (Hitachi motors), many now 58:21 formixed use.

Transformer: BHEL, type HETT-3900. 3900kVA, 22.5kV, 182A. 32 taps.

Rectifiers: Silicon rectifiers (two) using 64 S-18FN-350 diodes each from Hind Rectifier. 2700A /1050V per cubicle.

Bogies: Co-Co cast bogies (Alco asymmetric trimount -- shared with WDM-2, WAM-4).

Axle load: 20t

Max. Haulage: 2375t

Pantographs: Two Faiveley AM-12

Current Ratings: 1100A/10min, 750A continuous

WAG-7

Built by CLW to RDSO

specifications, these represent the

next indigenous design step upfrom the WAG-5 locomotives.

Used primarily for goods

haulage, these locos have a Co- Cowheel arrangement with high-

adhesion bogies (shared with

WCAG-1, WCAM-3, WDG-

2/3A) and Hitachi motorsproviding 5000hp. Starting TE

402kN (41000kgf); continuous

TE 235kN (24000kgf). Adhesion 34.5%. The higher tractive effort compared to the WAG-5locos allows them to attain higher balancing speeds under load. The first 71 of these all went to

the Mughalsarai shed. Kanpur was the second shed to get these locos.

Traction motors are permanently coupled in parallel and speed control is through the use of

transformer taps. Max. speed is 100km/h. Air brakes and dynamic (rheostatic) brakes for loco,dual train brakes. MU operation with up to 4 units is possible. Traction equipment such as the

smoothing reactor, etc., are all higher rated than in the WAG-5 due to the higher currents this

WAG-7 in TKD LOCO SHED


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loco draws. Auxiliaries include Rigi compressor, Arno rotary converters, Siemens smoothing

reactor, Northey exhauster; other auxiliaries such as blowers from S F India. A number of these

locos have been retrofitted with static converters to power the auxiliaries, replacing the older

Arno rotary converters. These static converters are more efficient and require less maintenance,besides having self-diagnostic systems to make troubleshooting easier.


Traction Motors: Hitachi HS15250-G (a variant of the standard HS15250 with higher current rating(thicker wire gauge, better insulation); see description under WAP-4.) Motors built by CLW and BHEL.

Gear Ratio: 65:18 (65:16?)

Transformer: CCL India, type CGTT-5400, 5400kVA, 32 taps.

Rectifiers: Two silicon rectifiers, cell type S18FN350 (from Hind Rectifier), 64 per bridge, 2700A /1050V per cubicle.

Axle load: 20.5t Bogies: Alco High-Adhesion bogies, fabricated bogie frame assembly, with unidirectional mounting

of traction motors, primary and secondary suspension.

Hauling Capacity: 3010t

Pantographs: Two Stone India (Calcutta) type AN-12.

Current Ratings: 1350A/2min, 1200A/10min, 960A/hr, 900A continuous

WAM-4

The problems with the WAM-1 series prompted IR to come up with better models, and after somevariations, the WAM-4 model was produced, the first indigenously designed and built electric loco

(first units delivered by CLW in 1970-71). They were produced until about 1997.

They use the same Alco asymmetric trimount

bogies as the successful WDM-2 diesel class.

These locos feature rheostatic braking, and MU

capability. They have silicon rectifiers. MU

operation up to 4 units possible. Air brakes for

loco and vacuum train brakes fitted as original

equipment. Rheostatic braking also provided.

Speed control by three series-parallel motor

combinations and weak field operation.Auxiliaries from Westinghouse and Kirloskar

(compressors), S F India (blowers), Northey

(exhauster), etc.

This class proved so successful by virtue of its

ruggedness suitable for Indian conditions and


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simplicity of maintenance, that IR used this basic design for a number of other locos later (WCAM-1,

WAG-5A, WCG-2, and some WAP models). WAM-4B's were regeared versions for freight use and many

were later modified and converted to other classes WAM-4P locos are intended for passenger

operations, with some regearing and usually allowing all-parallel operation of some or all of the

traction motors. The WAM-4P loco is still among the most heavily used electric locos of IR. A single

WAM-4 can generally haul up to a 24-coach passenger rake.


Manufacturers: CLW

Traction Motors: Alstom TAO 659 A1 (575kW, 750V). Six motors, axle-hung, nose-suspended, force-ventilated.

Gear Ratio: 15:62 originally (and still for WAM-4 2S3P), now many variations, 21:58 being commonfor WAM-4 6P locos..

Transformer: Heil BOT 3460 A, 22.5kV / 3460kVA.

Rectifiers: Two silicon rectifier cells, 1270V / 1000A each cubicle.

Pantographs: Two Faiveley AM-12.

Axle load: 18.8t

Bogies: Alco asymmetric trimount (Co-Co), same as with WDM-2, WDS-6, etc.

Hauling capacity: 2010t

Current Ratings: (WAM-4 6P) 1100A/10min, 750A continuous

THREE PHASE LOCOS-

WAG-9

These are essentially thesame as the WAP-7 units,

with some differences ingearing and the control

software to make them

suitable for freightoperations. The first few

were imported from ABB (6

WAG-9 in TKD LOCO SHED


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fully assembled and 16 in kit form (7 completely knocked down, the rest partially assembled), in

1996). These are numbered 31000 to 31021.

In November 1998, CLW started producing these with indigenous components. The

first one, 'Navyug' (translated, 'New Era'), was flagged off on Nov. 14. They have (like theWAP-5 units) GTO thyristor converters and 3-phase asynchronous motors.

Manufacture of the traction motors at CLW started on Jan. 11, 1999. Rated at 6125hp each, two

units can haul 4500t trains on gradients of 1:60. A single unit can start a 4700t load (58 BOXN

wagons) on a gradient of 1:180 (some CLW documents say 1:150), a great improvement over the

WAG-5/WAG-7 locos that were restricted to hauling such loads in sections of gradients 1:200 orless (this was the primary motivation behind the induction of the 3-phase technology for freight

locos). Total weight 123t. Continuous power at wheel rims 4500kW (6000hp). Starting TE

520kN; continuous TE 325kN.


Manufacturers: ABB, CLW

Traction Motors: ABB's 6FRA 6068 (850kW, 2180V, 1283/2484 rpm, 270/310A. Weight 2100kg) Axle-hung, nose-suspended.

Gear Ratio: 77:15 / 64:18

Transformer: ABB's LOT 6500, 4x1450kVA.

Power Drive: Power convertor from ABB, type UW-2423-2810 with SG 3000G X H24 GTO thyristors(D 921S45 T diodes), 14 thyristors per unit (two units). Line convertor rated at 2 x 1269V @ 50Hz, with

DC link voltage of 2800V. Motor/drive convertor rated at 2180V phase to phase, 971A output currentper phase, motor frequency from 0 to 132Hz.

Hauling capacity: 4250t

Bogies: Co-Co, ABB bogies; bogie wheel base 1850mm + 1850mm

Wheel base: 15700mm

Axle load: 20.5t

Unsprung mass per axle: 3.984t

Length over buffers: 20562mm

Length over headstocks: 19280mm

Body width: 3152mmn

Cab length: 2434mm

Pantographs: Two Secheron ES10 1Q3-2500. Pantograph locked down height: 4525mm


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IMPORTANT COMPONENTS OF LOCOS

1. ROTARY EQUIPMENTS

The various rotary equipments in a loco are as follows:

Traction motor (TM)

Arno converter and battery charging generator

AUXILIARIES-Cooling blowers for TM, transformer oil cooler, smoothing reactor, silicon

rectifier and driving motor.

Main compressor and driving motors exhauster

Auxiliary compressor

Transformer oil pump

2. TRACTION EQUIPMENTS

Pantograph

Main transformer

Tap changer

Converter unit

1. Line converter (NSR)

2. DC-link

3. Drive converter

RSI block

Static converter

Smoothing reactor

Master controller Relays

3.BRAKING


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COMPRESSOR USED IN GOODSlocomotives in tkd shed

1. TRC 1000-mn (3 in quantity in conventional locos)2.Trc 2000 ( 2 in quantity in wag-9)

TRC 2000


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General description Introduction:The ELGI air compressor model RR20100 is given by an electric

motor by means of flexible tyre coupling. It consists of three cylinders arrangedin W form on a crankcase. Dry type air filters are fitted to the suction side of the

LP cylinders heads. The discharge ports of the LP cylinder heads are connected

to the space intercooler for effective cooling. Intercooler is connected to the

suction port of HP cylinder. The air filter and other pipe fittings are all clamped

properly to arrest vibration. A fan with a fan guard is provided to direct cool air

on to the compressor unit. Mounting brackers are provided at the compressor

side & motor side for underslung mounting.

CRANKCASE:the crankcase is made of high grade S.G. iron and houses the

crankshaft assembly and cylinders. It act as the sump for lubricating oil and is

provided with a breather, drain plug and a dipstick assembly. The breather

maintains a partial vacuum in the crankcase to facilitate better lubrication.

Cylinder and cylinder head:they are made of high grade cast iron and

they have close deep fine for effective cooling. The hardness of the cylinders is

closely controlled to ensure high wear resistance.

Connecting rod crankshaft assembly: it is precision machined and

dynamically balanced. The crankshaft web is forged out of carbon steel,

hardened and precision ground. The crankshaft is provided with single row

heavy duty ball bearings at both ends. The main connecting rod big end is

provided with steel bearing rollers and small end bearings are provided with

needle roller bearings.

Piston and piston rings: the pistons are automotive type and made out of

low expansion aluminium alloy. They are provided with plain compression rings,

stepped compression rings and slotted oil control rings. The rings are made of

special quality close grained cast iron and designed for controlling wear and oil

consumption to a minimum. The gudgeon pin is of chrome steel case hardened

and precision ground.


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Disc valves: special types disc valves have been used for suction and

discharge operations. The springs used are of high quality spring steel.

Intercooler, safety valve and aftercooler:the inter and after cooler is

a combined unit consists of a copper tubes, on which fins are wound for effectivecooling. It is provided with a safety valve and a drain valves. The coolers is

guarded against ballast hit by a strong sheet metal guard.

Coupling:the flexible resilient coupling connecting the motor and the

compressor consists of two hubs and a rubber tyre element transmits the power.

This type of coupling does not require any attention during running.


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INSTALLATION INSTRUCTION-TYRE COUPLING F100


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AVERAGE LIST OF COUPLING ELEMENT

1. Average life of rubber element is expected to be not less than

7500 running hours or 18 months.

2. The coupling hubs will not require replacement earlier than 6

years of continuous use.

FAN AND FAN GUARD: a good quality aluminium fan is fixed on the compressor

shaft to supply air for efficient cooling. A fan guard made of steel with enough strength is

mounted as a safety measure to protect the fan from ballast hit.

ANTI VIBRATION MOUNTS: vibration mounts are specially designed for this

underslung compressor to take various dynamic loads and reduce the vibrations of

compressor. Motor side is fitted with 2 Nos. of hard mount to take the torque force

whereas compressor side is fitted with soft mount to absorb the vibration energy.

AVEREGE LIFE OF MOUNT

1. Average working life of mount is expected to be not less than 18 months.

2. Mounts can be stored under ideal room condition covered with black colour

polythen cover. Shelf life of mounts shall be 24 hours.


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CONCLUSION

This training report gives a brief description of compressor

TRC-2000 of the electric locomotive WAG-9 and their various

components. We have seen in this report that speed and

hauling capacity of various locomotives depends on not a

single but multiple factors. We have also seen how interlinked

the various operations inside this compressor are, one fault

can bring the whole compressor to a standstill.

Reciprocating air compressor model TRC 2000 is designed

for use in AC Electric Locomotives manufactured by CLW,

Chittaranjan. The compressed air is applied for operations

like tap changes, contactors, relays and brakes. Apart from

these applications, it is used for operating horns and wind

screen wipers in the locomotive.

This compressor is far better than the ELGI made compressor

TRC-1000 MN used in conventional locomotives. As TRC-2000

makes 10 kg/cm2 in just 4 minutes and 2 in the quantity as

compared to TRC-1000 MN which makes the same pressure in

8 minutes and 3 in the quantity. Coupling of motor and

crankshaft is another reason for preferring this compressor.


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TRC-1000 MN


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Piston

Crankshaft


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PROJECT REPORT

OF

SUMMER INTERSHIP

ON

Trc-2000 COMPRESSOR OF wag-9

BY:SAURABH MADEELB-TECH( 2ND YEAR mechanical engineering)LOVELY PROFESSIONAL UNIVERSITYPUNJAB

project report on electric loco, tuglakabaad

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