This 3 sentence summary provides the key details from the project report document: The report discusses a study conducted on diesel electric locomotives at the Central Railway Workshop in Parel. It was submitted by 3 students from the Department of Electrical Engineering at Sardar Patel College of Engineering in Andheri, Mumbai. The report includes details about the various electrical sections at the Parel carshed like locomotive wiring, panels and relays, traction motors, traction generators, and electrical train lighting. It provides information on the components, maintenance activities, and technical aspects of the diesel electric locomotives.

1. PROJECT REPORT
ON
STUDY OF DIESEL
ELECTRIC LOCOMOTIVE
CONDUCTED AT
CENTRAL RAILWAY WORKSHOP,
PAREL.
SUBMITTED BY:
1. AJINKYA POPAT GORDE
2. VAIBHAV VASANT BHOSALE
3. YOBU SUNDER LIVINGSTON
DEPARTMENT OF ELECTRICAL ENGINEERING.
SARDAR PATEL COLLEGE OF
ENGINEERING,
ANDHERI, MUMBAI.

2. SPECIAL THANKS
We are highly obliged to express our deep gratitude towards those who have
provided us helping hand throughout the Project work.
Firstly we would like to thank The Railway Administration particularly The
Chief Workshop Manager Shri B.V.NANDANVAR, who has given us
opportunity to carry out our project work otherwise this would have not been
possible. For this we are also very much thankful to The Chief instructor
Shri Geogy T.T, Basic Training Centre (B.T.C.) because of his great effort
we get opportunity to be here.
We are thankful to our Project incharge Shri Venkat B. Wavdane, The
Section Engineer Shri Patange us with his vast experiences in the stage of
etl:, Project. We are also thankful to The JE-I Shri Thakur,clearing the
mechanical terms involved in the project.
also express thanks to Shri Surve giving us your valuable Co-operation even
in the busy working period.
We all remain thankful to you all Sirs.

3. PAREL CARSHED TRAINING
(9/12/2014 to 8/1/2015)
BRIEF HISTORY OF LOCO WORKSHOP/PAREL
Loco Workshop, Parel was set up by GIPR as a Steam Loco Shed in 1879.
Later,POH of Steam Loco was started there. From 1974-75 onwards, POH
of DieselLocomotives was started at Parel. It is one of the largest and oldest
repair workshops on the Indian Railways with diversified
repair/manufacturing activities.
Presently, Parel workshop is doing
• POH of diesel locomotives,
• manufacturing of WDG3A, WDS6,
• NG loco of NDM class for Neral-Matheran and
• ZDM3 locomotives for Kalka-Shimla,
• POH of 140T Diesel Hydraulic crane,
• POH of tower wagons and
• MLR of coaches.
This workshop is ISO 9001 certified. This is the only workshop other than
DLW and CLW, which undertakes manufacture of diesel locomotives.
CENTRAL RAILWAY - PAREL
VITAL STATISTICS
1. Sanctioned Strength 5301
2. On Roll Strength 4683
3. No. of Officers 22
4. No. of Supervisors 622
5. Total Area 19 acres
6. Covered Area 8.1251acres
7. Township Area 47 acres
8. Power Consumption 549220 units/month
9. Water Consumption 22770 KL/month
10. Annual Budget Rs.196 Cr.

4. Different Electrical sections in the Parel carshed:
1. Locomotive Wiring
2. Panels and Relays
3. Traction motor
4. Traction Generators
5. Electrical Train Lighting
1) Locomotive Wiring:
The major works undertaken under the locomotive wiring section is the
Maintenance and Electrical wiring in the Diesel Locomotive. This section
looks after the Wiring of all the electrical equipments in the diesel
locomotive. This section looks after the wiring of the electrical equipments
and electronic devices and sensor s in the loco e.g. Traction motors,
generators batteries,auxillary generator and exciter etc.
Basic Parts of Diesel Engine and its block diagram:

5. • Traction motors:
There are 6 traction motor in a Diesel engine. The DC series
motors are used in Low HP engines while in High HP engines Induction
motors are used.
• Traction Generator:
The traction Generator is basically a Alternator. A alternator is
Three phase Synchronous generator. It has a rotating DC excitation field
and a stationary armature winding placed on the stator.
Typical rating of a traction generator is 4400 amperes, 1100 volts, and
3100 HP
• Exciter:
The exciter is a DC generator and is placed on the same shaft
as the Traction or main generator, the exciter field winding is energized
using the Auxiliary supply voltage. A controller regulates the amount of
current flowing through the exciter field winding thus controlling the DC
field excitation of Main generator and thus controlling the output of the
generator.
• Radiator Fan:
The radiator fan is used to limit the temperature of the water used
to cool down the engine. The Fan speed is varied in Three steps as the
temperature of the water increases.
• Battery Section:
The engine has a battery section which has eight batteries each of
eight volts, thus the Total battery supply is of 64 V when connected in
series. The battery supply is used to start the fuel pump motor (FPM) and
the crank shaft motor in order to start the engine.
• Fuel pump Motor:

6. This motor is actuated to fill the Diesel engine with fuel before it is
cranked.
• Pre-Loop motor:
This motor is actuated for one minute (60 second) before cranking
to lubricate all the engine components with oil in order to reduce friction
and prevent damage.
• Power circuit:
The power circuit is the basic block diagram of the Electrical
power system it consist of the interconnections of the Main generator and
the exciter and the auxiliary generator.
• Three phase variable frequency, variable voltage output of TA is fed
to Alternator Mounted Rectifier
• Rectified DC output of rectifier is fed to 6 DC series motors
• During starting all traction motors are connected in 6P 100% FF
combination
• As the transition takes above specified loco track speed(50.0 KPH)
a portion of series field CURRENT is by passed by field shunting
contactors(FS1, FS2, FS3, FS4, FS5 & FS6) & field shunting resistors
(FSR1, FSR2, FSR3, FSR4, FSR5 & FSR6) and all the six traction
motors get connected in 6P 49% FF combination
• Electro pneumatic contactors are used in series of each motor for
making/breaking of motor circuit.

7. • Cranking and Transition process in Diesel Engine:
While starting (Cranking) the engine, first the Fuel pump motor is
started so that the fuel is filled in the engine from the fuel tank, along
with the fuel pump motor the Pre loop motor is also operated to lubricate or
circulate the oil in the entire diesel engine to reduce friction for one minute
and then the crank motor (Initially the Auxiliary and exciter generator act as
crank motor and start the engine)is operated by the
Driver, As a result the diesel engine Shaft starts rotating. after this with the
help of contactors the Auxiliary motor and exciter motor act as

8. Generator. The shaft of the main generator and the exciter are coupled
together to the engine shaft as a result the generator starts giving output
voltage to the traction motor. In the starting period the motors are connected
in series parallel combination thus reducing the voltage applied to each
traction motor this is known as the First transition of the engine.
2S-3P

9. In this configuration the engine can achieve a speed of 30Kmph now
Because of the armature a Unusual back EMF is generated which
increases the losses of the engine thereby limiting the speed ,now in order
to increase the speed there are two possible methods.
• Boosting terminal voltage
• Bypassing field current
So in order to increase the speed a Shunt resistance is connected across the
field thereby by-passing the current through the field winding and
increasing the speed to 50Kmph.
Battery charging circuit:

10. 2)_Panels and Relays:
This section consists of all the Sensor and Generator field contactors and the
miniature circuit breaker used in the diesel loco. This section supplies all the
required electrical components and looks after the availability of the various
components in the workshop.
The various components available in the section are as follows:
Panels:
• Excitation control panel: Controls the dc field excitation of the
alternator
• Engine control panel: Controls the engine horse power with the help
of the governor it varies the fuel rack to control the engine power as
per the demand
• Voltage regulator panel: Regulates the voltage to 72 v DC for the
other equipments in the loco
• Transition control panel: Controls the series traction motor contactors.
Contactors:
The contactors are operated automatically with the help of a
main controller to switch between different operations all of the below
contactors are either electromechanical or electro pneumatic.
• Generator field contactors
• Fuel pump contactor
• Cranking contactor
• Radiator fan contactor
• Field shunt contactor
SPEED SENSOR
Other equipments in this section:
Sensors:

11. • Current sensor
• Voltage sensor
• Water level sensor
• Speed sensor
Displays:
• Main display unit
• Water level indictor
• Pressure gauges
• User interface display
Besides this they also have Switches, speed recording system,
flashers,LEDs,meters,resistance bank, rectifiers,
Temperature sensor
Voltage sensor

12. MAIN DISPLAY
3) Traction motor:
The work undertaken in this section is the Maintenance of the
Traction motor. In this the traction is completely dismantled and the field
coiled and pole are removed and checked for any damaged
This is the major component of the loco. In the old days DC series motors
were used as traction motors because of ease of speed and torque control in
the earlier days because of lack of electronic advancement it was difficult to
use AC motors to drive the loco. But in the modern days due to advent of the
electronic devices like thyrsitors and GTO and IGBT’s made the use and
control simple as compared to DC motors and even much more efficient thus
leading to the use of AC motors as traction motors.
The Ac motors used consists of Non-salient pole rotor squirrel cage
construction. When the Ac input is applied to the three phase stator it
produces a rotating field which induced a current in the rotor thus a
unidirectional torque is produced and the rotor starts rotating. by controlling
the frequency of the ac input to the stator the speed of the motor can be
controlled.

13. 4) Traction Generators:
Traction generator is a separately excited DC generator
but now a days it is replaced by a Alternator . These is located in
the generator room . It is connected to the main crank shaft of the
diesel engine and is self cooled by a fan . These converts
mechanical energy of diesel engine into electrical energy to be
supplied to traction motor through switchgear for movement of
locomotive .
In this section there are various works of maintenance
undertaken besides the overhauling of Alternator. It also undertakes the
maintenance of the Auxiliary generator and the exciter motor. It also
looks after the fuel pump motor the blower motor and the eddy current
clutch.
In the old locos Dc generators were used while in the modern locos
because of use of electronics, Alternators are used.
TRACTION ALTERNATOR:
BHEL-TA 10102 EV(Bhopal):
RPM VOLT AMP OUTPUT REMARK
1050 1075 1938 2083 KW continious
1050 585 3600 2106 KW 1 hr rating
1050 1105 4400 Maximum
STATOR SALIENT POLE ROTOR

14. Figure 1
TRACTION GENERATOR:
BHEL-TG 10919 AZ/M (Bhopal):
RPM VOLT AMP OUTPUT REMARK
1100 520 1560 812 KW continuous
1100 256 3170 812 KW 1 hr rating
1100 245 3300 809 KW Maximum
Figure 2
Figure 3
ROTOR

15. STATOR
AUXILLARY GENERATOR
It is a gear driven from main generator bull gear 4 pole , shunt wound DC
generator, which supplies current for battery charging on locomotives as well
as auxillaries such as crank case , relays and lightning circuits . It produces
constant voltage irrespective of notches .
EXCITER
On E type loco DC exciter supplies current for excitation of main generator
field . Governer speed coil gets the current from tachogenerator . The DC
exciter on E type loco is same as auxillary generator .
AXLE GENERATOR
The Axle Generator is also provided on L2 axle and is a single phase
permanent 40 poles axle and drive AC generator . There are only 2 wires .
These single phase voltage is used for electrical speedometer calibration as
well as transition panel .
CRANK CASE EXHAUSTER MOTOR
These motor is located on the left side of the engine above cylinder no. 8 . It
gets the current from auxiliary source . It is 2 pole compound wound DC
motor , it rotates a blower which is used to exhaust the oil fumes and vapours
from the engine crank case and it creates vacuum about 1.1/2” to 2” .
FUEL PUMP MOTOR
This motor is located on the right side of the diesel engine in expressor room
it gets the current from auxiliary generator.

16. 5) Electrical Train Lighting:
• Types of coaches:
1) CN: This is sleeper type of coach. it`s both sides are open. It has total four doors.
2) GS: This is sitting type of coach. it`s both sides are open. It has total four doors.
3) CZ: This is sitting type of coach. it`s both sides are open. It has total six doors.
4) GSLR: it`s both sides are close. It has luggage compartments. It also has two types:
a) GSLRD: it is guard second ladies disabled
b) GSLR
• POH of coaches:
In parel workshop mlr is done. Mlr means mead life rehabilitation. It is done after every
12 year`s.coach must complete 12 or more years for mlr
• Working of coaches:
1. When coaches are running then an alternator is connected to the shaft of wheel
through belt.
2. Electricity is created through alternator and it is directly utilized for fan tube
lights and at same time battery is charging.
3. When coach is not moving then electricity is get from batteries. 110v sockets are
taken at different points.
4. ERRU: Electronic regulator and rectifier unit is used to control the voltage of the
field.
5. A cylinder is provided for air pressure.
• Main components:
1. battery: total 18 no of battery are used ,which is connected in series.each battery
has 6.6v,120A rating. Total rating of battery box is 110v,120A.
2. ERRC: the speed of train is not constant so to adjust the output voltage constant
excitation of field is changed continuously. It also rectify AC to DC supply.
3. Alternator: it generates three phase access power.
Diesel Electric Locomotive with MEP 660:
Today diesel locomotives use modern control system
based on the MEP 660 micro controllers; the use of micro-
controller increases the efficiency accuracy and the reliability of
the entire system.

17. The advantages of this over old system are
as follows:

18. Analog Control system with reactors &
magnetic amplifiers.
Digital Control system through
Microprocessor.
Setting of parameters through
potentiometers
 Time consuming due to trial
and error method.
 Set values changes in
service.
 Requires periodical
calibration of potentiometers
and maintenance of cards.
All parameters can be set digitally (No
potentiometers).
 Does not consume time since
one time setting.
 Set values does not change.
o No periodical calibration and
maintenance is required since
no potentiometers.
Lot of sequential interlocks (Mechanical)
 Nearly 23 relays are used.
 Require periodical testing &
maintenance in schedule.
All the sequential interlocks are converted
in to software logic. (Nearly 60 interlocks)
 Only 11 relays are used.
 Periodical maintenance of
these interlocks and relays is
reduced.
Very few fault indications.
 Hardly 10/15 fault indications
through LED’s to driver.
More than 300 Fault messages are
available.
 Detailed fault message is
displayed to driver on screen

19. Load stabilization is through RC (resistor
capacitor) network.
 These capacitors are bulky
and electrolytic in nature.
 They leakage in service and
cause poor stabilization.
 Periodical testing and
maintenance is required.
Load stabilization is through software. No
bulky capacitors.
 Stabilization timings does not
change.
 No periodical checking since
no bulky capacitors and
resistors.
BIBILOGRAPHY:
1.Diesel locomotive guide: Mr.Wavdane
2.Medha manual
3.Railway manual

20. 4.BHEL manual