ELECTRIC LOCOMOTIVE

INTERNSHIP REPORT

Submitted by

ANEESH P [2014501]
DINESH PRASANTH S [2014506]
SIBI CHAKRAVARTHI C [2014518]
THARUN B [2014520]
VISHVANATH B [2014521]

K.S.R. COLLEGE OF ENGINEERING (Autonomous)

TIRUCHENGODE - 637215
JUNE-2023

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 K.S.R. COLLEGE OF ENGINEERING
BONAFIDE CERTIFICATE

Certified that this internship report on “ELECTRIC LOCOMOTIVE” is the bona fide work of
ANEESH P [2014501] DINESH PRASANTH S [2014506] SIBI CHAKRAVARTHI C
[2014518] THARUN B [2014520] VISHVANATH B [2014521] who carried out the internship
at ELECTRIC LOCOMOTIVE SHED,ERODE.

SIGNATURE SIGNATURE
Dr.V.Ravi,M.E.,Ph.D., Dr. S. Ramesh M.E., Ph.D.,
INTERNAL GUIDE HEAD OF THE DEPARTMENT
Associate Professor, Professor,
Department of EEE, Department of EEE,
K.S.R. College of Engineering, Tiruchengode – K.S.R. College of Engineering, Tiruchengode
637 215. – 637 215.

Submitted for Viva-Voce Examination held on ____________

Internal Examiner - 1 Internal Examiner – 2

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 K.S.R. COLLEGE OF ENGINEERING

DECLARATION

I affirm that the internship report on “ELECTRIC LOCOMOTIVE” is the original work carried

out by me. It has not formed the part of any other Institutional training report submitted for

award of any degree or diploma, either in this or any other University.

ANEESH P [2014501]

DINESH PRASANTH S [2014506]

SIBI CHAKRAVARTHI C [2014518]

THARUN B [2014520]

VISHVANATH B [2014521]

I certify that the declaration made above by the candidate is true

Dr. S. Ramesh M.E., Ph.D.,

HEAD OF THE DEPARTMENT

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 ACKNOWLEDGEMENT

I would like to place my sincere thanks and gratitude to our Deiva Thiru Dr.K.S.RANGASAMY, MJF,
K.S.R. Group of Institutions and Thiru R.SRINIVASAN B.B.M., MISTE., Chairman and Managing
Trustee, K.S.R. College of Engineering for providing me the needed facilities to do Internship.

I express my sincere thanks to our Principal Dr. P. SENTHILKUMAR., Ph.D., for his support
given to me in carrying out the Internship.

I like to express my sincere thanks to our Head of the Department of Electrical and
Electronics Engineering, Dr. S. RAMESH M.E., Ph.D., for the guidance and support given to me in
carrying out the Internship.

I express my sincere thanks to our Internal Guide Dr.V.Ravi,M.E.,Ph.D., for supporting me

in carrying out the Internship.

I would like to express my sincere gratitude to my all the faculty and staff members of
Electrical and Electronics Engineering Department for their valuable support, which helped me lot
to establish control over this.

I wish to acknowledge my special thanks to my parents, my friends and other well-wishers

who helped me to complete this Analysis work successfully.

ANEESH P [2014501]

DINESH PRASANTH S [2014506]

SIBI CHAKRAVARTHI C [2014518]

THARUN B [2014520]

VISHVANATH B [2014521]

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 TABLE OF SECTION
S.NO TOPIC’S PG.NO

1 OBJECTIVES & ABSTRACT 6

2 3PHASE TRACTION MOTOR 7

3 TECHINCAL SPECIFICATION 13

4 PANTOGRAPH 18

5 ROOF LAYOUT 23

6 AXILE WHEELS 25

7 BONAFIDE CRETIFICATE 27

8 ATTENDANCE 28

9 PHOTOS 29

10 INTERNSHIP CRETIFICATE 34

INTRODUCTION :
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  As a crucial infrastructure, railways have an important responsibility to participate in
providing linkages to the upcoming centers of growth. In view of the rapid growth in the
industrial and port sector, the State Government is looking for strategic options to improve
transport facilities. This includes conversion of existing railway lines from narrow/metre
gauge to broad gauge, establishment of new railway lines to connect the industrial growth
centres, logistic hubs and ports. In this area, the State Government is looking for private
sector participation in general as also foreign direct investments

 Indian Railways, the prime movers of the nation, is pivotal to the development of the
country. It is the third largest network under a single management. It carries largest number
of passengers (approximately 6.7 billion in a year) and one of the largest volumes of cargo
(794 million tones in the year 2007-08) among the worlds major rail systems.

 IR is an efficient system of transportation. The energy consumption of freight movement is

about one fifth of the consumption required by travels. IR is an efficient system of
transportation. The energy consumption of freight movement is about one fifth of the
consummation required by travels.

OBJECTIVES:

 An electric locomotive is a locomotive powered by electricity from overhead lines, a third

rail or on-board energy storage such as a battery or a supercapacitor.

 Locomotives with on-board fuelled prime movers, such as diesel engines or gas turbines, are
classed as diesel-electric or gas turbine-electric and not as electric locomotives, because the
electric generator/motor combination serves only as a power transmission system.

 Additional efficiency can be gained from regenerative braking, which allows kinetic energy to
be recovered during braking to put power back on the line.

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 Newer electric locomotives use AC motor-inverter drive systems that provide for regenerative
braking. Electric locomotives are quiet compared to diesel locomotives since there is no engine
and exhaust noise and less mechanical noise.

 Power plant capacity is far greater than any individual locomotive uses, so electric locomotives
can have a higher power output than diesel locomotives and they can produce even higher
short-term surge power for fast acceleration.

ABSTRACT:

 We focus on a valuably consequential idea to design an energy storage system for electric
locomotive which only know two requirements, required energy and required the minimum
voltage

 Select the type of batteries suitable for use and design for load requirement. Second
calculating the value of capacitors suitable for start period and regenerative braking

 After that simulation batteries and supercapacitor to see if the voltage and power enough
for the system

 Finally, the experiment shows the simulation results for both battery and supercapacitor in
accordance with the condition designed according to the load requirement

E3 SECTION

3 PHASE TRACTION MOTOR FULL VIEW

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Fig 1;Shows the three phase traction motor full view

1.SPEED PROBE HOUSING 12.DE END FRAME

2.NDE CLAMP PLATE 13.DE OUTER BEARING CAP
3.NDE BEARING CAP 14.DE OUTER LABYTINTH
4.NDE END FRAME 15.PINION
5.NDE THRUST COLA 16.NDE MECHANICAL LOCKING PLATE
6.NDE BEARING OUTER RACER 17.END RING/RESISTANCE RING
7.NDE INNER LABYRINTH(SHAFT) 18.ROTOR SHAFT
8.STATOR 19.NDE INNER RACER
9.DE INNER LABYRINTH(SHAFT ) 20.ROTOR
10.DE INNER LABYRINTH(END FRAME) 21.DE INNER RACER
11.DE BEARING OUTER RACER 22.DE MACHANICAL LOCKING PLATE

APPARATUS REQUIRED:

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 APPARATUS REQUIRED RANGE
Capacity 630kw
Voltages 750V
Current 900A
Speed 895rpm
Rating CONT
Excitation SERIES
Cooling air 80m3/mm
Poles 6

PROCEDURE:
 These provide a speed-torque characteristic useful for propulsion, providing high torque at
lower speeds for acceleration of the vehicle, and declining torque as speed increases
(figure no.1)

 By arranging the field winding with multiple taps, the speed characteristic can be varied,
allowing relatively smooth operator control of acceleration.

 A further measure of control is provided by using pairs of motors on a vehicle in series-

parallel control for slow operation or heavy loads, two motors can be run in series off the
direct-current supply.

 Where higher speed is desired, these motors can be operated in parallel, making a higher
voltage available at each motor and so allowing higher speeds.

 A variant of the DC system is the AC series motor, also known as the universal motor, which
is essentially the same device but operates on alternating current

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 Since both the armature and field current reverse at the same time, the behavior of the motor
is similar to that when energized with direct current. To achieve better operating conditions,
AC railways are often supplied with current at a lower frequency than the commercial supply
used for general lighting and power.

 special traction current power stations are used, or rotary converters used to convert 50 or
60 Hz commercial power to the 25 Hz or 16+2⁄3 Hz frequency used for AC traction motors.

 Because it permits the simple use of transformers, the AC system allows efficient distribution
of power down the length of a 02222rail line, and also permits speed control with switchgear
on the vehicle.

Advantages:

 It has great passenger carrying capacity at higher speed

 High starting torque
 Less maintenance cost
 Cheapest method of traction

Disadvantages:

 High capital cost.

 Problem of supply failure.
 Additional equipment is required for achieving
 electric braking and control

WITH DAMAGE: WITHOUT DAMAGE:

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 Fig 2;Show the rotor with damage Fig 3;Shows the rotor without damage

Rotor winding of induction traction motor:

 Induction motors for electric drives of rail vehicles are equipped with squirrel-cage rotor
winding

 These motors are supplied from inverters and used for traction drives of rail vehicles such as
tram cars, metro cars, electric multiple units (EMUs) electric railway locomotives and mine
locomotives. (Figure no.3)

 Drives using induction motors are characterized by high power efficiency and good control
properties in two zones of speed control.(Figure no.10)

 one, where load torque is constant and the other, where load power is constant.

 Motors rated up to 100 kW (tram motors) are fitted with cast Aluminium rotor winding

Rocker ring assembly for Railways Traction Motor:

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 Fig 4; Show the rocker arm assembly comprises a rocker shaft having a first side and
a second side and a rocker arm pivotably disposed on the rocker shaft.

 The rocker arm comprises a first portion disposed on the first side of the rocker shaft for
receiving a force in a first direction from a brake actuator.

 Rocker arms in automobiles are typically made from stamped steel, or aluminum in higher-
revving applications.

Type of damage:
Crack defect in rotor

Fig.5; Crack defect in rotor

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 Fig.6;Crack defect in rotor Fig7;

Fig 8;CE breaking lock failure Fig 9;Evolute side coil short circuited

Fig 10;BBCR Fig 11;Spider crack

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E5A SECTION

TECHNICAL SPECIFICATION AND CONNECTION DIAGRAM OF 3

PHASE LOCO MAIN TRANSFORMER (7775 KVA)

Fig12;Shows the technical specification and connection

s. TRANSFORMER RATINGS
No
1 Windings Bushing Power (KVA) VoltageV) Current (A)

2 HV 1U-1V 7775 25000 311

3 Traction 2U1-2V1,2U2-2V2 4X1449 4X1269 4X1142

2U3-2V3,2U4-2V4
4 BUR 2UB-2VB 334 1000 334

5 Filter 2UF-2VF 400 1154 347

6 Totel load 2UH1- 2X622.5 2X960 2X648

2VH1,2UH2-2VH2
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  7775 KVA TRANSFORMER IS DESIGNED FOR FEEDING SUPPLY TO TRACTION CONVERTERS
FOR SUPPLYING TO TRACTION MOTOR, TO AUXILIARY CONVERTER FOR SUPPLYING TO
AUXILIARY MACHINES AND TO SUPPLY HOTEL LOAD OF TRAIN (FIGURE NO.12)

 THIS TRANSFORMER CONSISTS OF PRIMARY WINDING,04 TRACTION WINDINGV) WHI (1269

V),01 AUXILIARY WINDING (1000 V) AND 02 HOTEL LOAD

 IN ADDITION, IT HAS A FILTER WINDING (1154 V) WHICH IS CONNECTED TO THE HARMONIC

FILTER CIRCUIT

 THE TRANSFORMER TANK ALSO CONTAINS 02 SERIES RESONANT CHOKES (ONE FOR EACH
CONVERTER) & 06 AUXILIARY CONVERTER CHOKES (TWO FOR EACH OF THE 03 AUXILIARY
CONVERTERS)

 TRANSFORMER IS MOUNTED UNDER SLUNG ON UNDER FRAME

 THE TRANSFORMER TANK IS MADE ENTIRELY OF ALUMINUM

 TRANSFORMER OIL STANDARD-IEC-60296

3 PHASE LOCO PARAMETERS

COOLING SYSTEM OF 3 PHASE LOCO TRANSFORMERS AND TRACTION
CONVERTER:

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 Fig13:Shows the cooling system of 3 phase loco parameters

TABULATION:

LOCO TRANSFORMER
S:NO EQUIPMENT/ACTIVITY PARAMETER TO INSTRUMENTS STANDARD
BE VERIFIED TO BE USED VALUE
1 TFP OIL BDV BDV TEST KIT >35KV

2 TFP SILICA GEL COLOUR VISUAL BLUE

3 TFP OIL LEVEL VISUAL BETWEEN

MAX & MIN
4 SR COOLANT LEVEL VISUAL BETWEEN
MAX & MIN
5 TFP OIL TEMP & PRESSURE SHIELING(SCREEN CONTINUITY TESTER CONTINUITY
SENSORS CONTINUITY) SHOULD BE
AVAILABLE
6 HARMONIC FILTER CAPACTOR CAPACITANC CAPACITANC METER 399.6

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 Transformer is an important equipment of three phase electric locomotives Proper upkeep
of transformer is necessary to ensure trouble free operation of three phase electric
locomotives

 locomotive has been prepared by CAMTECH with the objective of making our maintenance
personnel aware of correct maintenance and overhaul techniques

 The transformer is a static device, which transforms power from one AC circuit to another
AC circuit at same frequency but having different characteristics. These circuits are
conductively disjointed but magnetically coupled by a common time varying magnetic field
It can raise or lower the voltage with a corresponding decrease or increase in current(Figure
no.13)

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 (Figure no.14)

INTRODUCTION :

 The transformer is a static device, which transform power from one AC circuit to
another AC circuit at same frequency but having different characteristics(Figure no.14)

 These circuits are conductively disjointed but magnetically coupled by a common time
varying magnetic field

 It can raise or lower the voltage with a corresponding decrease or increase in current

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  In all the electric locomotives, limiting the value of current during starting, speed
control is achieved by supply of variable voltage to the traction motors

 This variation of applied voltage can be carried out easily by the use of transformer
along with tap changer provided in the locomotive

 The windings which form the electrical circuit must fulfill certain basic requirements,
particularly the di-electric, thermal and mechanical stresses imposed on it during
testing as well as in service and cater for over loads under adverse conditions

E5 B1 SECTION

PANTOGRAPH
 AM-12 PANTOGRAPH:

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Fig 15; Shows the Electric locomotives, pantograph WAM-4, WCAM-1/AC, WCAM-2/AC, WCAM-
3/AC, WAG-5, WAG-7, WAG-9 Faiveley type AM-12.

INTRODUCTION :
 In electric locomotives, pantograph acts as mobile current carrying equipment which is
mounted on the roof. It collects power from the overhead equipment under both static
and dynamic conditions and transfers it to locomotive. On electric locomotives WAM-4,
WCAM-1/AC, WCAM-2/AC, WCAM-3/AC, WAG-5, WAG-7, WAG-9 Faiveley type AM-12
(make of M/s Stone India Ltd.) Fig 15.

 And similar design pantographs (IR 01 of M/s Contransy & PAN 01 of M/s General stores
and engineering) are being used. The whole assembly of pantograph is mounted on the
four foot insulators on locomotive roof. It is operated for its raising/ lowering positions
with compressed air through servomotor.

 Pantograph is an essential fitting of electric locomotives. There are two pantographs

mounted on the roof of an electric locomotive. At a time one pantograph is raised and
connects the locomotive with the OHE contact wire. Normally the pantograph rear to cab

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 used for driving is raised i.e. rear to the direction of movement of the locomotive (if rear
is defective or damaged, front can be used to work.

 The design of pantograph and its electromechanical interaction with OHE contact wire is
very significant. To improve the reliability of the pantograph, life of the OHE contact wire
and to reduce the cases of panto entanglements with OHE, RDSO has carried out
continuous study and issued various modification sheets, special maintenance
instructions and technical circulars etc.

 Time to time, some of them are as under : i. RDSO Modification Sheet no. 0265, Rev. 1
dtd. May, 2000 & Technical Circular no. 071 dtd. July 2001 for adoption of metalised
carbon strips. ii. RDSO Modification Sheet no. 0333, dtd. Dec., 2004 for Standardisation of
Panto Pan assembly of AM 12 or similar design. iii. RDSO Technical Circular no. 0094 dtd.
June 2007 for Components to be changed during AOH/ IOH and POH. iv. RDSO
Investigation report No. 0147 Rev.0 dtd. July 2011 for Pantograph for Electric
Locomotives.

TABULATION:

S.NO TYPES AM-12/IR01

1 Minimum air pressure to raise 4.5

Panto kg/cm2:

2 Normal pressure,kg/cm2: 9

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 3 Raising time second 6-10 for 1.5m ht

4 Lowest time seconds. 10

5 Max.rated current. amps: 400

6 Weight 203

7 Pan width developed mm: 240

8 Maxx: weight, mm: 2460

9 Maxx pee, kmph: 140

10 Current collection Panto pan

11 Withstanding higher: Lower & upper arms

And vibration

AM-92 PANTOGRAPH:

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 Fig 16;Shows the pantograph of AM-92

TABULATION:

S.NO TYPES AM-92/IR 03

1 Minimum air pressure to raise 5.2
Panto kg/cm2:
2 Normal Pressure kg/cm2: 7
3 Raising time second 6-8 for 1.5m ht
4 Lowest time seconds. 8
5 Max rated current. amps: 400
6 weight 227
7 Pan width developed mm: 400
8 Maxx: weight, mm: 2460
9 Maxx pee, kmph: 200
10 Current collection Panto with pamper & things

11 Withstanding higher: Arrangement for additional steel member in

And vibration upper arms

12 Swivel Cotatio of Panto 4”

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Analysis of pantograph entanglement cases:

 The date of manufacture of failed pantograph commonly were not available in records.
Most of the zonal railways did not have data of service period of component or sub
component of a particular pantograph(Figure no.16)

 Non availability of this information prevents Railways in following predictive maintenance

practices for components which are prone to ageing related failures like longitudinal tubes
or Servo mechanism assembly insulators. It is better to appreciate the theoretical basis of
pantograph entanglement cases

 The pantograph is subjected to shock and vibration which are transferred to it because of
movement. The factors which contribute to these shocks and vibrations on these
pantographs are

(a) Interaction between the rail and the wheel

(b) Interaction between loco body and bogie.
(c) Interaction between OHE and pantograph.
(d) Pantograph is also subjected to air drag on the bow assembly.

 The pantograph is designed to cater to shocks and the vibrations. To reduce the shocks and
vibrations so transferred by loco on pantograph, the main raising system, dampers and pan
suspension have been provided on pantographs as shown in Fig1, 2 & 3 of different types of
pantograph.

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 E5 B2 SCTION

Roof layout:

1.Main circuit break 4.Resistor harmonic filter

2.Potential transformer 5.Surge arrestor
3.Pantograph 6.Roof line

LIGHTING AND OUTSIDE 1.Signal horn

2.Emergency flash light
CONNECTIONS:
3.Headlights
4.Marker light, white
5.Marker light, red
6.End cock direct brake (DB, yellow)
7.End cock main reservoir (MR, red)
8.End cock brake pipe(BP,green)
9.End cock feed pipe (FP, white)
10.Coupling, UIC cable

Loco full layout diagram:

E4A SECTION
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 AXLE WHEELS:
 A train wheel or rail wheel is a type of wheel specially designed for use on railway tracks

 The wheel acts as a rolling component, typically press fitted onto an axle and mounted directly
on a railway carriage or locomotive

Fig 17;design of train axel wheel

 The powered wheels under the locomotive are called driving wheels

 Wheels are initially cast or forged and then heat-treated to have a specific hardness. New
wheels are machined using a lathe to a standardized shape, called a profile, before being
installed onto an axle. All wheel profiles are regularly checked to ensure proper interaction
between the wheel and the rail(Figure no.17)

 Incorrectly profiled wheels and worn wheels can increase rolling resistance, reduce energy
efficiency and may even cause a derailment

 The International Union of Railways has defined a standard wheel diameter of 920 mm (36 in),
although smaller sizes are used in some rapid transit railway systems and on ro-ro carriages

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 BRAKE SYSTEM:
Automatic Train Brake:

Handle position Pressure (kg/cm2)

Release 5.4 ± 0.05 (Low-Pressure over

charge)
Running 5 ± 0.05

Initial Application 4.60 ± 0.05 Variable

Full Service 3.35 ± 0.10

Emergency 0

Fig 18;Automatic break system of train

 In both the cabs one Driver’s Brake Controller (DBC) is provided which is the electrical
switching equipment (Figure no.18)

 The function of the driver’s brake controller is to generate a variable voltage code in
accordance with the position of the controller handle and to perform a number of ancillary
electrical functions

 A pneumatic valve is incorporated to provide a pneumatic emergency brake function in

addition to the electronically controlled emergency brake

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 This brake is utilized for charging and discharging the B.P. Pressure to apply/release train
brake and also loco brake in conjunction working

 This A-9 is remaining active in active cab only. Once the BL key is rotated from D to OFF, this
handle will not function, but its emergency position will act.

 The brake pipe pressure is then held constant at a reduced level, which corresponds to the
particular braking requirement, against any normal leakage by the self-maintaining feature.

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