1 Loco Section.

1.1 Loco Commercial

The main objective of this department is interaction with customer. It brings out tender and notices and also responds to them. It bags the contracts to manufacture locos. After delivery it further takes care and interrogates of faults and failures as well and takes the appropriate action to solve the problem. Its function can be broadly classified as:

1.1.1 Tendering
1. Tender: Requirement of customer comprises of the following: a) Technical specification / requirement b) Estimated cost of project / equipment c) Estimated time of completion of project d) Other information

2. Type of tenders: Broadly classified as: a) Open tender-published in news dailies, open for all

b) Limited tender issued to limited parties c) Single party tender-issued to single party on propriety basis

3. Enquiry: On receipt of tender forms formal enquiries are issued to: a) Engineering department-for technical acceptance b) Production planning and control-for delivery period c) Central dispatch cell-for mode of transportation and transportation charge 4. Offer: If tender is feasible as obtained from reports of other departments offer is submitted to customer.

5. P.O /Contract Agreement: On the opening of technical bid the commercial bid of technically qualified tender is opened and order is placed on lowest value tender followed by negotiations if required. 1.1.2 Contract Execution: 1) Issue of work orders: on receipt of purchase order internal work orders are issued by commercial department for execution of work. 2) Type of work orders: 1) Technical, 2) Financial, 3) Shipping 3) Monitoring: To maintain the key dates of the contract internal meetings with the concerned departments are held on regular basis to monitor the progress. 4) Payment collection: To collect the payment from the customer.

5) Contract closing: After the dispatch and completion of all the aforesaid tasks the contract is formally closed by commercial department.

1.1.3 After sales service:

1) Within warranty period free of cost service and replacement of material if required 2) Beyond warranty period on chargeable basis

1.2 Locomotive manufacturing

A locomotive can be broadly classified as: a) Superstructure b) Under frame c) Bogie

1.2.1 FABRICATION
This shop does not come under Loco Unit but manufactures all the basis parts necessary fore locomotive manufacturing like Shell, Traction Transformer etc. PARTS MADE IN THE SHOP

STRUCTURE

SHELL

BOGIE FRAME

UNDERFRAME

SUPERSTRUCTURE

CABIN

SIDEWALL

ROOF

To manufacture the structure following Machines are used in fabrication shop.

BUTLER Milling Machine: It is a PLANO Milling machine with multiple

cutting tools. It is used for milling operation. Its milling head is universal which does angular movement for chamfering.

Bending Machine: It performs bending operation on thick metallic sheets of

thickness up to 32mm and of length up to 3200mm approx. tonnage of capacity is 500 tones stroke of machine (height up to which tool is lifted) is 15mm. shut

height from top is 250. max pressure which can be applied is 140kg/cm2

Rolling Machine: It contains one power generating roller, below two are
driving rollers. This is used to roll the sheet.

Roller arm drilling machine: it has a fixed bed. If job cannot be fixed on the
bed it can be rotated to work directly on the job. Its movement is controlled hydraulically in vertical direction.

Hydraulic press Machine or flattening Machine: It flattens the thick metal

sheets in the shop. It has a max. capacity of 100 tones.

CNC Flame Cutting Machine: It is used to cut various shapes on thick sheets
of metal. This is done by suitable program feed in machine. Sample program: For creating the following shape G91 G21 M04 Y-15 X15 Y15 X1422 X15 Y-15 Y-275 X-15 Y-15 X-1422 X-15 Y15 Y275 M30

G91 G21

M04 X75 G02 I-75 M03 X-75 X172 Y229.5 M04 X-60 G02 X50 Y-50 J-50 Y-359 G02 X-50 Y-50 I-50 X-244 G02 X-50 Y50 J50 Y359 G02 X50 Y50 I50 X244 M03 M30

Welding Process in Fabrication Shop

Welding is a process of joining together of two metal pieces to produce essentially a single piece of metal.

Basic Arc welding Process

1. 2. 3. 4. 5. Shielded Metal Arc Welding(SMAW) Gas Tungsten Arc Welding(GTAW) Gas Metal Arc Welding(GMAW) Flux Cored Arc Welding(FCAW) Submerged Arc Welding(SAW)

Two types of Welding used in BHEL Jhansi. GMAW

 Submerged Arc Welding(SAW)

Submerged Arc Welding is a arc welding process where weld is produced by heating with an electric arc between a bare metal electrode and the work. The welding zone is shielded by a blanket of granular fusible material on the work. Pressure is not used . Filler metal is obtained from the electrode wire.

ELECTRODES
Electrodes classification as per AWS A 5.1. 1. The prefix E refers to Arc welding electrodes. 2. The first two digit indicate minimum tensile strength in psi, Ex: E60XX indicate minimum tensile strength 60,000 psi.

3. Second last digit indicates the welding position. 1- All position. 2- Flat position and horizontal fillets. 4. The last two digit together indicate the welding position giving coating type current and polarity.

POLARITY
When the power source is DC the work is connected with positive pole of the machine, it is called Straight Polarity or DCEN(DC Electrode Negative). When the work is connected with negative pole of machine it is called Reverse Polarity or DCEP(DC Electrode Positive) The Positive Pole generates two third of heat produce.

Common Electrode used in BHEL, Jhansi

E6013 suitable for all welding position can be used with AC and DC negative. E7018 low hydrogen electrode suitable for all welding position can be used with AC and DC(+) E7024 iron powder electrode suitable for flat position can be used DC and AC both. E309 for welding mild steel and stainless steel. E308 for welding stainless steel.

WELDING CHECKS & TESTS

LPT/DPT ( Liquid/dye penetrant test) MCD / MPI ( Magnetic Crack Detection/ Magnetic particle detection) UT ( Ultrasound Testing) RT ( Radiographic test ) Colour Wave length(m) frequency(Hz) Red 6.22-7.8 x 107 4.82- 3.84 x 104 Orange 5.97-6.22 x 5.03-4.82 Yellow 5.77-5.99 5.20-5.03 Green 4.92-5.77 6.10-5.20 Blue 4.55-4.92 6.59-6.10 Violet 3.90-4.55 7.69-6.59

LIGHT OF VISIBLE SPECTRUM

Wavelength 7.8 x 107 m down to 3.8 x 107 m and frequency 4x 104 Hz upto 8 x 104Hz X-ray Wavelength 109 m down to 6x 1012 m and frequency between 3 x 104 Hz and 5x 109 Hz

1.2.2 Locomotive Manufacturing Unit

Here is the locomotive manufacturing unit .It has been divided in two shops:

1)

Bogie shop
Step by step process carried out in Bogie shop

A. 1. Machining of axle Axle is prepared in bogie shop out of thick cylindrical raw material. Facing and drilling operation is done on the axle. Turning operation is done on the axle to get the required diameter, by CNC machine. Grinding operation is done on the axle to make the surface smooth. 2. Preparation of collar and wheel The collar and wheel are machined to get the desired accuracy. Collar contains a small hole inside which helps in releasing of oil. It is provided across the gears so that it doesnt move on axle and forms a firm grip. 3. After machining these parts are assembled on pressing machine. The collar, gear, wheel are pressed on the axle via pressing machine. 4. Tube is fitted on the axle and traction motor is assembled on it. Tube supports the traction motor and keeps it stationary while axle is rotating. The gear and pinion (gear of traction motor) are meshed together (the teeths are in ratio 64:16 respectively). 5. Axle box is assembled. It has tapered bearing system. 6. After the assembly is complete following test is performed as per the specification: Wheel Testing: In this process the testing of the assembly of traction motor and wheel (with gears and axle box) on axle is done. This test is called traction motor run test. In this test servo-57 or ENCLO-68 oil is used. It ensures clean commutater.

Specification: In axle caps of TM-4906 and TM-4605 AZ Traction motor supplyVoltage 30-40 V DC Current 70-90 Amps Duration 2hrs Backlash test: Any backlash if occurred is recorded and any abnormality like bearing noise is also noted. Backlash limits 0.3-0.8mm. B. 1. Bogie frame is prepared by achieving desired accuracy. Accuracy is achieved by machining it through CNC machine (COOPER machine). 2. After final machining bogie fitting is done. Bogie fitting includes following steps: Liner mounting is done. It is done so that the shell of the bogie can be mounted at this place. The shell structure is pivoted at this place, and liner provides a smooth joint. Pneumatic brake system is installed. a) Bush brake system is assembled. b) Brake rigging is done. Wheel axle system is mounted. Suspension arrangement is done which includes mounting of springs and linkages. Beam mounting is carried out by mounting two equalizer beams. These beams maintain the alignment of the train by transmitting the suspension motion equally. Bogie trail load is applied for coupling of Axle with Bogie by tightening of Horn Stay to the Bogie. By applying load the vertical gap between the axle box and padstle reduces and thus the gap can also be maintained. Horn stay provides a support to the axle mounted in the padestle, so that if frame assembly is lifted the Wheel Axle arrangement does not run out. Rubber is mounted on the frame which is connected to the Traction motors for giving a vibration absorbing support caused due to the suspension of Wheel and Axle system.

 After bogie frame is ready it is send to the assembly shop. 2. Assembly shop:

The shell is received from fabrication shop. Dismantling of roof Transformer marking drilling Main reservoir &Aux. reservoir mtg. Battery box mtg. After cooler mtg. SL-30 1st,2nd mtg. Cattle guard mounting at both end. Pivot mtg. AC-2 panel mtg. MVMT 1st mtg. Roof sub. Assy.
a) b) c) Roof line & Panto insulater mtg. Lightening Arrester Earthing on roof.

Compressor (MCP)-1,2,3 mounting. Baby Compressor mtg. with its oil tray. AC transformer mtg Power cable termination Painting Chequred plate in cabin-1&2 Cable laying

 General Inspection Testing 1.2.3 TESTING

Testing is carried out after all the assembly is complete. Following steps are performed in testing: 1. HV & IR (High Voltage and Insulation Resistance) Test: In this testing the
insulation of the cabling is tested. Whether there is any leakage of current and its resistance fits the required limit. 2. Sequence Test: This is to check whether the wiring is done accordance with the drawing or not and supply circuit is working properly. 3. Under Catenary Test: 100V supply is provided through battery to baby compressor (8 kg/cm2) then Pantograph is lifted. VCB (Vacuum Circuit Breaker) is closed so that the supply gets transferred. Supply goes to the Rectifier, SL etc. and the circuit is thus tested completely. 4. Auxillary Run Test: MVMT (for cooling of motors), MVRH (cooling of circulated oil), MVSL (cooling of smoothening reactor), MVSI (cooling of rectifier), MVMP (cooling of motors) run test. 5. Pneumatic Test: This is to check the working of brake system. 6. Traction Motor Test: To check the direction of rotation of traction motor.

7. Rain Test. 8 Long Run Test: Final Bogie is tested by running 4-5 km in nearby station and DBR
test is performed during the run.

1.2.4 Various machines employed in the shop:

1) HOESC pressing machine wheel, axle, collar, and gears are pressed together on this machine. Pressing limit (95 132 tones) 2) Cooper machine: wheel turning CNC machine. Specification Travel along x-axis 1000mm Travel along z-axis 3000mm Swing over bead 760mm Spindle nose 5mm Spindle power 20 kw

3) Asquith CNC machine (bogie machining centre): Bogie after being prepared from fabrication shop comes to bogie shop for machining. In machining of bogie, various processes like boring drilling, milling, facing etc is done through ASQUITH CNC MACHINE Specification of this machine are :1. 2. 3. 4. 5. 6. travel in x axis 8000 mm travel in y- axis 4000 mm travel in z- axis 800 mm spindle dia. - 180 mm spindle power 40kw auto tool changer 40 tools

4) Hydraulic arm drilling machine

5) 6)

Radial arm drilling machine Turret lathe:

Specification:

Swing over saddle- 596mm (max) Swing over cross Slide-317mm Flange to turret Face 1500mm

7) Axle drilling machine

8)

Centre drilling and facing machine:

Specification:

Work holder 160*3000 HID

Stock removal 5.5mm Gang drilling 3no UNC 98mm PCD/100mm PCD Motor power 10.5 5.5 HP

9) Axle turning machine

10)

Churchill machine tool: CNC vertical milling m/c

Specification: 1. 2. 3. 4. 5. 6. 7. Travel in x-axis 1200mm Travel in y-axis 600mm Travel in z-axis 400mm Spindle dia 180mm Spindle nose ISO 50 Spindle power - 30 kw System SINUMARIL 80Omm

11) Hydraulic Pipe Bending Machine: This machine is in Assembly Sop and it is used to bend pipe of various diameter at various angles. Specification: Max. capacity 65mm OD*6mm thick ferrous tube Max. bend radius - 300mm Length over mandrel - 6mtr Hyd. Tank capacity - 200 ltr Total H.P- 100

1.2.5 Types and product ranges:

a) Electric Locomotives :WAG-9,WAG-7,WAG-5,WCAM-2,WCAM-3,WCAG-1 b) Diesel Electric Shunting Locomotives :350 hp,450 hp,700 hp(TPP),1150 hp(SPP),1350 hp(SPP),1400 hp(SPP),2600 hp(SPP) c) New Products : 1. OHE (Recording and Testing car) 2. UTV (Utility vehicle) 3. RRV (Rail cum Road vehicle) 4. DETV (Diesel Electric Tower car) 5. BPRV (Battery powered road vehicle) 6. BCM (Ballast cleaning machine) 7. Metro Rake-Kolkata Metro Railways 8.200 T Well wagon for BHEL Haridwar This section deals with manufacturing of locomotives.

The main parts of the locomotive are Under frame: The frame on which a locomotive is built Super structure: The body of locomotive is called superstructure is made of sheet of Mild steel DC motor Alternator Compressor Flower Static Rectifier-MSR Static Converter-SC Exchanger or Shell and

Bogie-The wheel arrangement of a loco is called a bogie. A bogie essentially contains 1-wheel axle arrangement 2-Suspension 3-Brake rigging Traction transformer: It is fixed on under frame and gets supply from an overhead line by equipment called pantograph. The type of pantograph depends on supply. This transformer steps down voltage and is fitted with a tap changer. Different taps are taken from it for operating different equipment. One tap is taken and is rectified into DC using MSR and is fed to the DC motor.

Railways has two types of power supplies 25 KV, 1 Phase, 50 Hz AC -1500 V DC An AC/DC loco is able to work on both of these supplies. For e.g. WCAM-3.

1.3 LOCOMOTIVE PRODUCTION (LMP)

There are two products Alternating Current Locomotive (ac Loco)

WAG-7 AC./D.C. Loco o WCAM-2P o WCAM-3

W-broad gauge C-running in DC mode P-hauling passenger train

A-running in AC mode G-hauling goods train M-hauling passenger& goods train

Diesel Electric Locomotive Shunting (DESL)

350 HP 700 HP

o Single Power Pack (SPP): One 700 HP m/c is made as a single unit. It is a meter gauge locomotive. o Twin Power Pack (TPP): 2 350HP m/cs are combined in 1 engine & can be operated individually or in combination depending on the load.

450 HP 1400 HP 1150 HP 1350 HP 2600 HP

1150 HP and 1350 HP DESL s are non-standard locomotives and are modified versions of 1400 HP DESL based on requirement of customer. Under mention are the new non-conventional products designed and developed for Indian Railways based on their requirement.

OHE (Overhead electric) recording and testing cars UTV(Utility vehicle ) RRV(Rail cum road vehicle) DETV( Diesel electric tower car) BPRV(Battery power road vehicle) BCM(Blast cleaning machine) 200 T Well wagon for BHEL Haridwar

Metro Rake-Kolkata Metro Railways

1.4 Locomotive Engineering (LME)

It forms a link between locomotive commercial department and manufacturing unit. It take the technical specification of the job from commercial department and prepare the drawing of the job required taking all the constraints into consideration. Various softwares such as AutoCAD, Catia, Ansys are used, however manual drawings is also required sometimes. Presently they are working on the designing of WAG-9. WAG-9 is upgraded model of WAG-7. It has additional features such as Air Conditioned driver cabin etc.

1.5 Locomotive Planning (LMP)

It looks after that how a certain project is to be executed so that it turns out smoothly. The various functions performed by it includes customer enquiry, receipt of order, issue of work order from commercial department, issue of manufacturing information from Engineering, product specification and routing sheet, indenting of items etc.

1.6 STORES:
There are three sections in store: Control Receiving Section Custody Section Scrap Disposal Section

2. ELECTRIC LOCOMOTIVE WAG-7

2.1 INTRODUCTION
The BHEL Jhansi performs its own tests to check the quality of the job undertaken besides that railway takes utmost care to keep the quality check in control by establishing its own RDSO (Research Designs & Standards Organisation) unit in the BHEL

compound to regularly monitor the proceedings of the order. The RDSO is headquartered at Lucknow. Now let us have a look on the work undertaken by the locomotive section:

SL. NO.

TYPE PRODUCTS

OF PRODUCTION YEAR

1.

350 HP DIESEL ELECTRIC SHUNTING 1985-86 LOCOMOTIVE 700 HP T.P.P. DIESEL ELECTRIC 1986-87

2. 3.

SHUNTING LOCOMOTIVE 700 HP S.P.P. DIESEL ELECTRIC 1987-88 SHUNTING LOCOMOTIVE

4.

A.C. ELECTRIC LOCOMOTIVE WAG-5 1988-89 HB

5.

450 HP DIESEL ELECTRIC SHUNTING 1990-91 LOCOMOTIVE

6.

1150

HP

DIESEL

ELECTRIC 1991-92

SHUNTING LOCOMOTIVE 7. 2600 HP DIESEL ELECTRIC 1992-93

SHUNTING LOCOMOTIVE 8. 1350 HP DIESEL ELECTRIC 1992-93

SHUNTING LOCOMOTIVE 9. 1400 HP DIESEL ELECTRIC 1993-94

SHUNTING LOCOMOTIVE 10. A.C./D.C. ELECTRIC LOCOMOTIVE 1994-95 WCAM-2 11. A.C./D.C. ELECTRIC LOCOMOTIVE 1995-96 WCAM-3 12. A.C./D.C. ELECTRIC LOCOMOTIVE 1998-99 WCAG-1 13. 14. 200MT WELL WAGON O.H.E. RECORDING TEST CAR 1998-99 1998-99

15.

800

HP

DIESEL

HYDRAULIC 1999-2000

SHUNTING LOCOMOTIVE 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. KOLKATA METRO UTILITY VEHICLE (UTV) RAIL CUM ROAD VEHICLE DIESEL ELECTRIC TOWER CAR B.P.R.V. BATTERY LOCOMOTIVE SYNCHROLIFT HOIST ASSEMBLY D.T.S. B.C.M. WELL WAGON-280T ACEMV RAKE WAG-7 2000-01 2002-03 2002-03 2003-04 2003-04 2004-05 2004-05 2005-06 2008-09 2008-09 2008-09 2008-09-10

There was no order from the Indian Railways during the period 1999-2007. New orders were received of WAG-7 for 50 locomotives in December 2007 and tender for 150 numbers WAG-7 is still under negotiation. The designs are provided by the CLW (Chittranjan Locomotive Works) and specifications provided by the RDSO are implemented by the BHEL.

2.2 TECHNICAL PARAMETERS

1. 2. 3. 4. 5. 6. 7. 8. 9. Power Supply Continuous rated power Max. Service Speed Axle Load No. Of Axles Gauge Stating Tractive Effort Haulage Capacity Balancing speed on level

22.5 KVA AX, 50 Hz

5000 Hp at rail 100 km/hr 20.5 t 6 1676 mm 44.0 t 4830 t@ 86 km/hr 86 km/hr 16/65 Tap changer with microprocessor based fault diagnostic system

10. Gear Ratio 11. Control System

2.3 EQUIPMENTS AT A GLANCE

Figure 1.1 BLOCK DIAGRAM OF ENGINE ROOM LAYOUT

Cab 1
COMPRESSOR MVMT BLOWER: Cooling of traction motors.

BA-1 PANEL: Speeding control through shunt resistance.

TRIPLATE PNEUMATIC CONSOLE

RSI-1 {RECTIFIER}

DYNAMIC BRAKE RESISTANCE (DBR)

SL-30 {SMOOTHING REACTOR}: Removes pulses from DC signal.

TRANSFORMER

SMGR (TAP CHANGER)

SL-30{SECOND}:

ATFEX TRANSFORMER

BA-3 PANEL

BA-2 PANEL

RSI-2

RC-DAMPING

STATIC CONVERTER: Converts single phase current to 3 phase.

MVMT BLOWER-2

BABY COMPRESSOR

CAB 2
The above flowchart clearly gives us a handy look at the equipments used in the locomotive WAG-7. The coding of the locomotives has been already discussed in the second chapter of this report but even then I am breaking code for the present locomotive. W- BROAD GAUGE A- RUNNING IN AC MODE G- HAULING GOODS TRAIN So, this locomotive is basically made for hauling goods train or we can say its freight carrier.

In this part, we had a glimpse of all the major equipments used in WAG-7 but being an Electrical & Electronics student in the coming sections my main emphasis would be on the electrical equipments being used in the locomotive WAG-7.

2.4 WAG-7 TENDER SPECIFICATION

The electrical equipment should generally include: 1) Components for collection of power from the overhead system 2) Converter set comprising of main transformer, rectifier, smoothening reactors and voltage control device. 3) Auxiliary machine i.e. various rotary and static machines required for offered traction equipments. 4) Traction motor, reverser, main line contactor and field weakening devices, etc. 5) Rheostat braking equipment 6) Low voltage control equipment, protective devices/relays, etc. 7) Sanding control apparatus 8) Signaling and indicating lamp and lighting equipment Now in the sections to follow we would be seeing that what the electrical equipments that are mounted are, what is the purpose of that equipment, and its advantages.

2.5 PANTOGRAPH
The pantograph is the collector used to slide along the contact wire as has been explained in section 3.6.3.1. It has a conducting strip which is pressed against the contact wire by springs. The collector strips are usually of steel with grease lubrication, or of carbon, in which case no lubrication is needed. Function of the pantograph is to maintain as constant a pressure as possible between the collector strip and contact wire and to prevent any vertical oscillation of the collector strip; as these will produce arcing due to braking of electric contact. When the pantograph is not in use, it is maintained in lower position with the help of stiff springs. The collector strip is raised by compressed air when it is to be used.

Figure 4.2 PANTOGRAPH

As per the specifications, the WAG-7 locomotive shall be equipped with two pantographs having the metallised carbon strips. Normally, the trailing end pantograph will be used but a selector switch should be provided on the drivers desk so that either or both of the pantographs can be raised. The raising up or down of the pantograph while in motion should not cause any disturbance in the OHE.

2.6 MAIN CIRCUIT BREAKER

An electro pneumatically operated single bottle vacuum circuit breaker is mounted on the roof of the locomotive to connect the transformer to 25 KV AC overhead line through the pantograph and to clear any fault in traction power circuit. The breaker should be operational via a switch located in the drivers cab. The circuit breaker should have a rupturing capacity of 400MVA and a continuous rating of 1000Amps at 25 KV. The suitable interlocks are provided for tripping the circuit breaker in case the air pressure becomes low to a value at which the raised pantograph leaves the contact wire.

2.7 LIGHTENING ARRESTOR

A gapless lightening arrestor of proven design similar to those working in three phase locos is provided for protection against the line voltage transients caused by lightening or system switching.

2.8 MAIN TRANSFORMER

As supply lines are to be laid all along the track, with adequate spacing, the economy dictates use of minimum number of such lines. Therefore, single phase supply is used.

The current enters locomotive through the collector. This is where the use of transformer arises. The current from the collector flows through the primary of a step down transformer and returns to supply earth through locomotive wheels and one of the rails on which the locomotive travels, thus avoiding need for a second conductor. Main secondary windings of the transformer feed the power modulator, which in turn powers the driving motors. The auxiliary secondary windings of the transformer feed power for other needs of the train such as lighting, fans, air conditioning etc. Now, in WAG-7 the main transformer is of oil immersed type. The oil is forced circulated through the windings by an electric pump and cooled in a radiator by a blower set. The transformer has a variable auto transformer winding incorporating various taps connected to the tap changer, the nominal voltage being 22.5 kV and maximum 27.5 kV. The transformer also has a fixed ratio transformer, the primary winding of which is connected to the auto transformer tap changer having a variable voltage from 0 to 22 kV. This transformer has two separate secondary windings. The continuous rating of rectified current is 2x2700Amps and apparent power for traction on primary and the designed power of secondary are same that is 5400kVA.

2.9 TAP CHANGER

A transformer tap is a connection point along a transformer winding that allows a certain number of turns to be selected. By this means, a transformer with a variable turn ratio is produced, enabling voltage regulation of the output. The tap selection is made via a tap changer mechanism. If only one tap changer is required, tap points are usually made on the high voltage, or low current, side of the winding in order to minimize the current handling requirements of the contacts. However, a transformer may include a tap changer on each winding if there are advantages to doing so. For example, in power distribution networks, a large transformer may have an off-load tap changer on the primary winding and an onload tap changer on the secondary winding. To minimize the number of windings and thus reduce the physical size of a transformer, a 'reversing' winding may be used, which is a portion of the main winding able to be connected in its opposite direction and thus oppose the voltage. Insulation requirements place the tap points at the low voltage end of

the winding. This is near the star point in a star connected winding. In delta connected windings, the tapping is usually at the center of the winding. In an autotransformer, the taps are usually made between the series and common windings, or as a series 'buckboost' section of the common winding. With an on load tap-changer the transformer voltage can be varied in steps by adding or subtracting turns. For this purpose a transformer is furnished with a tapped winding and these taps are connected to terminals on the tap-changer. The tap-changer provides two basic functions, first to select a transformer tapping connection in an open-circuit condition, the second is to divert or transfer power to that selected tapping without interrupting the through current. In WAG-7 the tap changer is on load type oil immersed with oil circulating pump and filter. It has 32 running taps controlled by an electro pneumatic servo motor.

2.10 RECTIFIER
The locomotive is provided with two sets of air-cooled silicon rectifier connected in Graetz Bridge. Each of these rectifiers are supplied by a separate secondary of the main transformer.

2.11 TRACTION MOTOR

Traction motor refers to an electric motor providing the primary rotational torque of a machine, usually for conversion into linear motion i.e. 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 diesel-electric and electric hybrid vehicles. Additionally the electric motors in other products such as the main motor in washing machines are described as traction motors.

Figure 4.3 TRACTION MOTOR

Before the mid-20th century, a single large motor was often used to drive multiple driving wheels through connecting rods that were very similar to those used on steam locomotives. It is now standard practice to provide one traction motor driving each axle through a gear drive. Usually, the traction motor is simply suspended between the truck (bogie) frame and the driven axle; this is referred to as a "nose-suspended traction motor". The problem with such an arrangement is that a portion of the motor's weight is unsprung, increasing forces on the track. In WAG-7 the traction motor used is of series DC pulsating current type. The armature is vacuum pressure impregnated solvent less resin. The motor fulfils the following parameters broadly: Mounting: Axle hung nose suspended Rating: One hour: 750V, 960A, 870RPM, 670 kW Continuous: 750V, 900A, 895RPM, 630kW Weak field: 40% Maximum permissible Ripple at continuous current of 900A Starting current: 1350A for 2 minutes Short time rating: 1200A for 10 minutes 28%

2.12 RHEOSTATIC BRAKING

Dynamic braking 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 braking components and additionally regeneration can also lower energy consumption. During braking the motor fields are connected across either the main traction generator (Diesel-electric 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. The locomotive WAG-7 is equipped with rheostatic braking arrangement capable of braking effort of around 20T over a speed range of 25 to 50 km/h. In the event of failure of the electric brake brakes on the train the air brake on the locomotive will be applied automatically. Braking effort regulation are obtained by adjustments of the traction motor excitation. The field of all the motors are connected in series and fed by one of the two silicon rectifier bridge connected by means of an intermediate transformer to one of the two secondary windings of the transformer. The control of the excitation is provided by the tap changer. The dynamic braking resistance is forced cool by AC motor blower set (AC MVRF). In case of emergency brake application by the driver, the electric brake, if applied will be automatically cut off.

2.13 BATTERY
Batteries of adequate capacity are provided on the locomotive to feed the equipment for three hours starting with a half charged battery when the locomotives are coupled in multiple. The battery can be of lead acid type or latest with PPCP containers.

2.14 CONTROL EQUIPMENT & SAFETY DEVICES

The LED flashers light are provided in the locomotive. The microprocessor based control and fault diagnostic systems are there which can even indicate the availability of OHE power supply through capacitive coupling. The safety devices include a new feature in the locomotives manufacturing. The Vigilance Control Device (VCD) has been installed on WAG-7. The driver has to acknowledge to periodic vigilance check by pressing a push button. In case the driver is not vigilant with the first step then the device will flash an indication. If even now, the driver does not respond then an audio-visual warning will be played and in case of no response automatically the emergency brakes will be applied and the whole loco has to be started all again.

2.15 POWERING OF SINGLE PHASE LOAD

This part is not associated with the manufacturing but is an important part of traction system and I believe this report would be incomplete without discussing this part. The locomotive power ratings can be as high as 6000 HP. The WAG-7 has a power rating of 5000 HP and powering such a large single phase load can lead to large unbalance in the supply system which is always three phase. Due to this the track supply is divided into sections which are electrically isolated from each other, and substations supplying these sections are connected to different phases of the three phase supply. Though the unbalance is reduced, its magnitude still remains large. If the three phase supply system capacity is much larger than the power drawn by the locomotive, then this unbalance will not significantly affect the three phase supply system. Therefore, it is essential that the main source of traction supply should be sufficiently large.

Figure4.4 SCHEMATIC DIAGRAM OF TRACTION SUBSTATION

2.16 PNEUMATIC BRAKING SYSTEM

In the air brake's simplest form, called the straight air system, compressed air pushes on a piston in a cylinder. The piston is connected through mechanical linkage to brake shoes that can rub on the train wheels, using the resulting friction to slow the train. The mechanical linkage can become quite elaborate, as it evenly distributes force from one pressurized air cylinder to 8 or 12 wheels. The pressurized air comes from an air compressor in the locomotive and is sent from car to car by a train line made up of pipes beneath each car and hoses between cars. The principal problem with the straight air braking system is that any separation between hoses and pipes causes loss of air pressure and hence the loss of the force applying the brakes.

Ballast Cleaning Machine

INTRODUCTION
The Ballast Cleaning Machines offered by BHEL is based on proven on Track Ballast Cleaning system of M/s. MTH PRAHA a.s., Czech Republic with all major components of working unit imported from MTH. The Power unit made by BHEL as per basic design and specification of foreign MTH PRAHA as. The fabricated frame work (steel

structure) for working unit (SCV 602 IN) is manufactured at BHEL works and the

assembly of the entire unit is done under technical supervision of the experts from MTH PRAHA. The machines offered will not only provide trouble free service and durability but will also pave the way for reliable Track maintenance for Indian Railways.

BCM being manufactured by BHEL Jhansi, Comprises mainly of two parts: a.) Power Car b.) Working Unit Ballast Cleaning (Power Car) Machine

Power car comprises of one no. KTA 38L Cummins make diesel engine.(1120 hp).

Traction Alternator TA 6301AZ Twin Impeller Blower 10000cfm Aux. generator AG2513 IR make Compressor model 15T. Screw Coupler with hook. Roof mounted radiator with fan hydraulically driven. Dynavane filter.