Haldia institute of techonology

Haldia , West Bengal- 721657

A PROJECT REPORT ON

INTERNSHIP TRAINING

AT

ELEcTRIC LOCO SHED

TATANAGAR
SUBMITTED BY-

NAME- SUBHAM BHARTI

MECHANICAL ENGINEERING
ROLL NO – 10300719125
 ❖ INTRODUCTION TO LOCOMOTIVES:
Present Indian fleet consists Electric and Diesel Electric Engines. Steam Engines
are no longer used, except for heritage trains. Especially in this training period, we
have seen Electric Locomotives. Steam Engines are no longer used, except for
heritage trains. All Indian Railway electric locomotives work on 25 KV AC, 50 Hz over-
head traction system earlier except in Mumbai suburban area (1500 V DC), now
completely converted to 25 KV AC, 50 Hz.

Locos, except for older steam ones, have classification codes that identify them. This
code is of the form-'[Gauge] [Power Source] [Application][Series]'

Gauge- Application- Power source-

W=Broad Gauge(1.676M) M=Mixed Traffic D=Diesel

Y=Meter Gauge (1M) P=Passenger C=DC Traction
Z=Narrow Gauge (0.762M) G=Goods A=AC Traction
N=Narrow Gauge(0.609M ) S=Shunting CA=Dual Power AC/DC
U=Multiple Unit (EMU/DEMU)

Series is a Is a digit indicating the model. Denotes that the locomotive is

chronologically the ‘n’th locomotive model
Example- WAP4

❖ Technical Section Visited:

In this training period, we visited the sections named M1, M2, M5, M6. In M1
and M2 section, we came to know about various parts of an Electric Locomotive, how
a Locomotive works etc. In M5 section we learnt about brake system of locomotives
and in M6 section we learnt about assembly system.
❖ Different Mechanical Sections of Electric Loco Shed:
M1: Inspection mechanical
M2: Super structure
M3: Pantograph
M4: Maintenance of mechanical machineries and plants
M5: Pneumatic brake system
M6: Loco lifting and lowering
M7: Bogie over hauling

❖ M1 and M2 section:

❖ Introduction: -

Bogies in locomotive are provided to permit long length of locomotive body to

negotiate the curves. A small length of bogie is desirable. The length of bogie is decided
by the distance between the center of extreme wheels of a bogie is known as bogie
wheel base. Bogie wheel base shall be well proportioned to permit the bogie
negotiating the curve and also prevent tipping and jerking. The locomotive has two or
more bogies on which the body is mounted. The distance between the centers of
extreme wheel is known as the total wheel base.

• Bogies are classified based on

➢ No of axles
➢ Type of axle drive
▪ The type of axle drive and no. of axles in a bogie is also called the wheel
arrangement, Wheel arrangements.
▪ Wheel arrangements are classified as Bo, Co.
▪ Bo — Two axles independently driven
▪ Co — Three axles independently driven
Locomotive always have two or more bogies. So the wheel arrangement of the
locomotive is designated as Bo-Bo or Co-Co.
❖ Trimount Bogie:

➢ The bogie consists of a single piece cast steel frame, which has a conventional bogie
pivot ( swivel bearing ) carried in the cross member located between the leading
and middle axles and two load bearers which are carried in cross member of the
frame between the middle and trailing axles.
➢ The weight of the locomotive body is transferred to the bogie at the pivot and at
the two load bearers to form a three-point support.
➢ The pivot carries approximately 60% of the vertical load and also receives and
transmits traction and braking forces while the two load bearers share the
remaining 40% of the vertical load. The load bearers are not designed to transmit
any traction or braking forces.
➢ The cylindrical pivot liner which transmits traction and braking forces and the
circular liner which receives the vertical load, are of medium carbon steel, the pivot
bowl and loading pad oil pans are filled with oil for lubrication of these liners.
➢ Single stage suspension is used, consisting of long deflection helical springs, friction
snubbers are fitted inside one nest of each group of spring nests. The frame is
supported by these springs on four sets of double compensating beams( equalizing
beam ). Full equalization between adjacent wheels is obtained by suitably posting
of the springs and controlling of their working heights.
➢ One anti-vibration Rubber pad is provided between bogie frame and each spring.
➢ The bogie is provided with clasp brakes. Manually operated slack adjustors of palm
type are fitted to take up wheel and brake shoe wear.
❖ Suspensions:

➢ Suspensions in a bogie are provided to reduce the vibrations. The vibrations are
picked up by the wheel which is mounted on railway track which itself is shaking up
and down due to irregularities in the surface. The suspension system also balances
the vertical loads between the wheels and provides passenger comfort by reducing
vibrations in the vehicle body.
➢ The suspension between the axle and the bogie frame constitutes the primary
suspension. The suspension between the bogie frame and the vehicle body is called
secondary suspension.
➢ Co-Co trimount bogie of are provided with only primary suspension, consisting of 4
groups of helical coil springs. Each group of springs consist of two nests of one
outer and one inner coil.
➢ To prevent uncontrolled bouncing effect of locomotive body, supported on helical
coil spring, damper is provided as a resisting force.

➢ Types of dampers are

➢ Friction damper

Friction dampers are devices that use dry friction to dissipate energy of a system
in order to limit its vibratory response. They work by keeping in contact two
surfaces that move relative to each other in order to generate friction

➢ Hydraulic damper
In tri-mount bogie friction damper or snubber is provided on four of the inner coils
of each bogie. Friction dampers provide vertical damping by force of friction
between two co-axial cylinders.

VERTICAL HYDRAULIC DAMPERS:

• Six nos. provided in primary stage between axle and bogie frame.
• Should be fitted as per markings.
• Frequent cases of breakage of mounting bracket holding bolts.
• These bolts should be torqued properly to prevent line troubles.
 YAW HYDRAULIC DAMPERS

• Two nos. provided in secondary stage between bogie frame and the loco
under frame.
• Oriented to provide damping both in lateral and yaw modes.

❖ Side Buffer:

A Buffer stop, bumper, bumping post, bumper block or stop block (US), is a device to
prevent railway vehicles from going past the end of a physical section of track.
Buffers are provided between the bogies of a railway train to avoid the severe jerk to
bogies and to the passengers sitting in them. Buffers increase the time of impact
between the two bogies before they stop and hence jerk is reduced.

❖ Removal of bogie from the locomotive: -

When bogies are required to be maintained removed for the purpose of scheduled
overhaul or during out of course attentions to any particular equipment, the loco can be
lifted with crane, hoist and jacks.
Lifting of loco: -
Place the loco on repair line.
Disconnect the following before any attempt is made for lifting the loco for running out of
bogies.
1 Safety lug pins – one on each side of the bogie at swivel bowl bolster and strap at
inward transoms
2 Air brake pipe connection.
3 Hand brake chains and brake pull rods.
4 Sand pipe connection.
5 Air duct connection.
6 Traction motor leads.
7 Speedometer connection.
8 Cattle guard of one end of the bogie, from which end the bogie is run out.

After ensuring that all physical connections between the superstructure and the
bogie have been disconnected, the bogie can be removed by the following
procedure-
1) Place the high lift jacks and lift the superstructure.
2) Run out the bogies along with the track.

❖ WHEELS –

DIAMETER:
The diameter of new wheel disc of WAG5, WAM4, WAP type locomotives is 1090mm. The
condemning diameter is 1016mm. In a locomotive following maximum variations are permitted in
diameter of two wheels:
New In service
a) On the same axle 0.5 mm 1.5 mm
b) b On two axles of same bogie 2.0 mm 5.0 mm
c) On two axles of different bogies of same loco 15.0 mm 20.0 mm

Gauge Width – Distance between the inside gauge face of the wheels on the same
axle : permissible variation – 1596+_ 0.5mm. Average of four measurements, at equal
spacing on the periphery of wheels, to be recorded.
 PROFILE
Variation in profile of the wheel takes place due to root wear and flange wear. Both
these wear is checked with condemning gauge. The permissible maximum clearance
from the gauge is - Root wear (checked at position Y) - 6 mm Flange wear (checked at
position X) - 3 mm

❖ WHEEL DEFECTS:
Burn rim: - If a portion of flange or rim breaks off the wheel must be removed from
service.
Slattered Rim: - The wheel that shows a circumferential crack on the front or back face
of the rim must be removed.
Spread Rim: - It is usually accomplished by a floating of the thread and may or may not
bare cracks or shelling on the thread.
Sub surface defect: - It such avoids or a laminated flaky condition is disclosed under
the surface while turning a wheel.
Shelled tread: - It can occur when, poor track, excessive speed, excessive loads or use
of wheels in sufficient hardness.
Thermal crack: - Intense brake heating cause thermal crack which occurs cross wise on
the tread and may be confined to tread or flange.
Skid flat: -It is measured circumferentially in length and when the permissible limit of
the wheel exceeds; it is removed. BG wheel should be removed when skid flat is 50 mm or
more.
Built up tread: - This is caused by metal from the tread or the brake shoe being heated
to the plastic state and then dragged or built up around the tread.
Holes burned in plate: - Wheels with holes in the plate is evidence of the application of
torch or electric arc.
Loose wheel ,
Cracked or broken flange , Cracked or broken rim.
 LOAD DISTRIBUTION FOR WDM3A Trimount BOGIE ENGINE

SUPER STRUCTURE

CENTRE PIVOT AND SIDE BEARER

COIL SPRING

EQUALIZING BEAM

LOCO AXLE

WHEEL

RAIL

Centre pivot (1 No’s/Bogie) carries 60% of load and side bearer (2 No’s/ Bogie)
carries 20% +20% of load.
In case of fabricated bogie centre pivot carries no load where as 4 nos. side bearer
carries 100% of load. Two, which are nearer to centre pivot, carries 30%+30% and another
two nos. carries remaining 20% +20% of load. In other case where the side bearers are
equidistant from the centre pivot; the load is equally distributed to 25% each.

EQUALIZING BEAM: CENTRAL PIVOT:

❖ DRY PENTRATION TEST:

Dye Penetration Test (DPT) is one of the simplest and oldest Non-Destructive
Inspection methods. Also, known as the Liquid penetration test, the Dye penetrant test
is widely used to detect surface discontinuities like cracks, fractures, porosity, grinding
defects, incomplete fusion, and flaws in joints.

The penetrant may be applied to the test component by dipping, spraying, or

brushing. After adequate penetration time has been allowed, the excess penetrant is
removed and a developer is applied. The developer helps to draw penetrant out of the
flaw so that an invisible indication becomes visible to the inspector. The dye penetrant
method of inspection is a non-destructive test for defects open to the surface. It may be
used on such materials as aluminium, magnesium, brass, copper, cast iron, steel,
stainless steel, carbides, satellite, certain plastics and ceramics.

❖ ULTRASONIC PROB TESTING:

Ultrasonic crack detection represents a reliable and accepted ILI technology for
application in liquid pipelines. The ultrasonic module is based on the measurement of
the TOF of ultrasonic signals reflected from internal/external surfaces of the pipe wall
and flaws. Ultrasonic Testing (UT) uses high frequency sound energy to conduct
examinations and make measurements. Ultrasonic inspection can be used for flaw
detection/evaluation, dimensional measurements, material characterization, and more.
 ❖ PANTOGRAPH:

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.) and similar design pantographs (IR 01 of M/s
Contranyms & 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 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).

CONSTRUCTION OF PANTOGRAPH TYPE AM – 12

The pantograph Faiveley type AM-12 and similar design with metalised carbon strip for
locomotive have various sub-assemblies as shown below.
 ❖ OPERATION:
Basically, admission of compressed air in the pantograph servomotor raises the
pantograph and the holding down springs of the servo motor lower the same. The sole
function of air is to cancel the lowering effort of the spring and it has no direct effect on
the pantograph. When the pantograph is working/ raised and the normal working air
pressure is maintained in the servo motor, the position is kept still with the articulated
system kept raised only by the up-spring device and is entirely free. It therefore follows
freely all the oscillations of the contact wire. If lack of air occurs, the equipment
collapses by itself. The whole equipment is electrically alive except pneumatic control
system, its own parts are used as conductors. The current collection is made on the base
frame with shunts fitted at moving points. To make feeding of compressed air easier, the
control cylinder/servomotor is earthed.
 ❖ TECHNICAL DETAILS:

M5 SECTION:
❖ AIR BRAKE SYSTEM:

As the name implies the media of brake application is compressed air. The
compressed air is supplied by compressor housed in the locomotive, which charges
the complete air brake system, the brake pipes and feed pipes (in case of Twin pipe
system). The feed pipe of locomotive is connected to the auxiliary reservoir of trailing
stock and the auxiliary reservoir is connected to distributor valve which is further
connected to the brake cylinder. This action connects the auxiliary reservoir to the
brake cylinder through the distributor valve.
The compressed air from the auxiliary reservoir pushes the brake cylinder
piston outside. This action pushes the brake block against the wheel and brakes are
applied. For releasing the brakes, the brake pipes are again charged by compressed
air through the compressor in the loco.
This action disconnects the brake cylinder from the Auxiliary reservoir and
connects the brake cylinder to the atmosphere through distributor valve. As a result,
the compressed air is drained out from the brake cylinder causing the brakes to come
in released position.

Line Diagram of Pneumatic Brake System

❖ IMPORTANT VALVES:

SA 9 INDEPENDENT BRAKE VALVE

It is a variable pressure-reducing valve, sends pilot air to C2 relay valve to charge
brake cylinder for application and release of loco brake independently. The outlet
pressure can be varied from 0 to max (3.5 Kg / Cm2) by moving its handle. Its handle
has three distinct positions.

A9 – AUTOMATIC BRAKE VALVE

The valve is also a variable pressure- reducing valve. Its duty is to send pilot air for
charging/ exhausting B.P. pressure through C2W relay valve for releasing and
application of loco and formation brake.
A-9 handle has 5 distinct positions.
• Release (BP= 5 Kg/cm2)
• Minimum release (BP = 4.5 to 4.3 Kg/cm2, BC = 0.5 to 0.7 Kg/cm2)
• Full Service (BP = 3.2 to 3 Kg/cm2, BC = 1.8 Kg/cm2)
• Over reduction (BP = 2.5 Kg/cm2, BC = 1.8 Kg/cm2)
• Emergency (BP = 0 Kg/cm2, BC = 1.8 Kg/cm2)
FEED PIPE CHARGING
• For supplying feed pressure (6.0 kg/cm2) to the formation (coaches or wagons) feed
pipe charging in loco is required.
• For quicker release and thereby minimizing the releasing time of air brakes in train,
Single Pipe (only BP) is replaced by Twin Pipe (addition of FP) system in train.
• For that purpose feed valve, duplex valve, Feed Pressure gauges & Feed Pipe angle
cocks with pipe lines are provided in the system.
• For generation of Feed Pressure in locomotive a further arrangement has been made
with necessary equipment like Duplex valve, 1¼” cock, F2/ C2N/ FT-1 Feed Valve with
a feed pipe leaving 2 angle cut out cocks on front and rear side of locomotive along
with respective feed pipe air hoses and palm ends in addition to single pipe working.
This is known as twin pipe air brake working system.
• The compressed air from MAR, flows to Duplex valve which operates at 5 / 4 Kg/cm2
pressure and then gives passage to enter F2/C2N feed valve through 1 or 3/4” cock at
open position. Where this air is adjusted to 6 Kg/cm2 by adjusting valve and then this
air flows to charge the feed pipe at 6 Kg/cm2 which can be shown in the 2nd gauge on
the control stand (FP gauge).
BRAKE PIPE CHARGING
The charging and exhausting of BP is done through A9 Brake handle for
application and release of formation brake in conjunction with Loco Brake. When the
A9 handle is kept in release position, it supplies pilot air at 5 Kg/Cm2 to the port 2 of
C2W relay air valve through MU2B port 3 and 13. A volume reservoir is also
connected at this line to dampen fluctuation of pressure. C2W valve thus charges the
BP equal to the pilot pressure. At the outlet of C2W valve, a ¾” COC is fitted which
should be open in single unit / lead unit and closed in trailing unit. At the inlet to
C2W relay valve, an airflow-measuring valve is fitted which is connected to an Air
Flow Indicator Gauge situated at Driver’s Cab. The indicator indicates the rate of MR
 airflow through C2W relay valve i.e. rate of charging of BP. This arrangement is used
to find the condition of brake pipe. If the leakage in B Pipe is high, the indication will
show a higher valve. If there is no leakage the indicator show zero.
DYNAMIC BREAKING SYSTEM
Dynamic brakes use the kinetic energy of a train's turning wheels to create
electrical energy, which causes the train to decelerate. Because it consists of
electrical energy, dynamic braking can be finely adjusted downward, more so than air
brakes. The dynamic brake grids consume electricity that make the traction motor
less able to turn and thus slow down. They respond more rapidly than air brakes as
long as the locomotive is going at least 9 mph. They also reduce wheel wear from
friction from conventional brakes and eliminate the need for stops for brakes to turn
up air brake retainers or knock them off. They are costly to maintain because they
need skilled electricians and some parts are subject to burnout due to high
temperatures generated in their operation. As a result many locomotives have
dynamic brakes that work at only partial capacity.

HAND BRAKE ASSEMBLY

Proper care is to be taken for hand brake assembly as it is a safety item. Hand
brake assembly should be operated and checked for its braking power before every
trip. A grease nipple has been provided on main shaft on which the chain drum is
mounted. Feeding of grease should be ensured as and when required. Others parts
such as meshing gears pinions and ratchets should also be properly greased after
opening the front cover secured in position by two screws.

M6 SECTION
The staff dealt with mechanical disconnection and connection, lifting and lowering of
locomotives, Electrical connection and disconnection of traction motors and auxiliary motor
before lifting and after lowering, Overhauling and maintenance of gear case, Suspension
bearing, sand-witch mounting pad, torque arm, roof etc., Removal and fitment of
transformer, SL, Traction motor, all auxiliary motors, compressor, traction converter,
auxiliary converter, BA panel, RSI, SJ, HB/SB panel, FB cubical, buffer, SIV, DBR, ATFEX,
wheels etc., during major schedule inspection & repairing of loco equipment base duct of
MVMT & others blowers, water leakage attention on roof & roof repairing whatever
irregularities arrest in water leakage during schedule & unscheduled, disconnection and
connection of roof of locomotives, operation of drop pit for removal and fitment of
loco/MEMU equipment’s, re-metalling of suspension bearings, maintenance of requisite
records in this connection.
 ACKNOWLEDGEMENT

FIRST OF ALL , I WOULD LIKE TO THANK ALL THE RESPECTED OFFICERS AND MY FACUALTY
TEACHERS WHO HAD HELPED ME IN DOING THIS WONDERFUL TRAINING. MY HUMBLE
THANKS ALSO EXTENDS TO THOSE STAFF MEMBERS OF RAILWAY WHO HAD MANAGED
TIME FOR US INSPITE OF THEIR BUSY SCHEDULE . THEIR COOPERATION AND SHARING OF
KNOWLEDGE ENCOURAGED US . THEIR HEARTWARMING WELCOME WILL ALWAYS BE
CHERISHED .

THANKING YOU