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Presentation on Electrical & Mechanical Section in Indian Railway .

Presentation on Electrical & Mechanical Section in Indian Railway .

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Railway training Presentation Transcript

  • 1. PROJECT REPORT ON VOCATIONAL TRAINING IN INDIAN RAILWAY
  • 2. ACKNOWLEDGEMENTWe (Subhra Das, Kumar Saurabh, Soutik Das & UddipanHalder) students of Camellia Institute of TechnologyDigberia(Badu Road, Madhyamgram) would like to payour Heart Felt Thanks to the Indian Railway for providingan Immense knowledge and Cooperation. We would liketo express our Gratitude to Mr A.K.Ghosh.We are greatful to our Training Guides, Inspiration andConstructive Suggestion that is helpful for us during theTraining Period. 1. Mr Debasis Roy (SSE/TSR/SPR) 2. Mr Alok Chowdhury(SSE/IC/TSR/NKG)
  • 3. INTRODUCTIONIndian Railway is the world’s fourth largestcommercial, by number of employees withover 1.4 million employees. Railways were firstintroduced in India in 1853. Indian Railwaysoperates both long distance and suburban railsystems on a multi-gauge network of boardmeter and narrow gauges.From 20th December 2010, the railways haddeveloped a 5 digit numbering system. Thisneed is required because IR runs 10,000 trainsdaily.
  • 4. AT SEALDAH STATION SSE/E(G)/SDAH-I(POWER HOUSE AND SUB- STATION)
  • 5. SEALDAH STATION At first We went to Sealdah station power house, from there we all sent to ‘DakineshwarSub-station’, their We saw feeders that took thepower from CESC and supplied to various colony ,pump, pillers, etc.
  • 6. DAKINESHWAR SUB-STATION 2 x 25 kV autotransformer systemThe 2 x 25 kV autotransformer system may be used on 25 kV lines to reduceenergy losses. It should not be confused with the 50 kV system. The voltagebetween the overhead line (3) and the feeder line (5) is 50 kV but the voltagebetween the overhead line (3) and the running rails (4) remains at 25 kV and thisis the voltage supplied to the train. This system is used by Indian Railways
  • 7. FEEDERThe feeders that receives the power from CESC, and thepower is step down with the help of step downtransformer and then supplied to variouscolonies, piller box, etc. This process is shown with thehelp of above connection diagram.6kv from CESC goes to HT OCB 400A with the help of HTbusbar 400A is divided into two 200A and sent to twotransformer each of 250 kVA then sent to various parts.
  • 8. OIL TYPE TRANSFORMER• Transformer oil or insulating oil is usually a highly-refined mineral oil that is stable at hightemperatures and has excellent electrical insulating properties. It is used in oil-filledtransformers, circuit breakers. Its functions are to insulate, suppress corona and arcing, andto serve as a coolant.• The oil helps cool the transformer. Because it also provides part of the electrical insulationbetween internal live parts, transformer oil must remain stable at high temperatures for anextended period. To improve cooling of large power transformers, the oil-filled tank mayhave external radiators through which the oil circulates by natural convection.• The flash point (min) and pour point (max) are 140 °C and −6 °C respectively. Thedielectric strength of new untreated oil is 12 MV/m (RMS) and after treatment it should be>24 MV/m (RMS).
  • 9. Testing and oil quality• Transformer oils are subject to electrical and mechanical stresses while a transformer is in operation. In addition there is contamination caused by chemical interactions with windings and other solid insulation, catalyzed by high operating temperature. As a result the original chemical properties of transformer oil changes gradually, rendering it ineffective for its intended purpose after many years. Hence this oil has to be periodically tested to ascertain its basic electrical properties,These tests can be divided into:-1.Dissolved gas analysis2.Furan analysis3.PCB analysis4.General electrical & physical tests:- Color & Appearance Breakdown Voltage Water Content
  • 10. ATBARASAT CARSHED SSE/TRS/BT
  • 11. TRACTIONIn Overhead Electrification Systems, the supply of electricity isthrough an overhead system of suspended cables known as theCatenaryThe loco uses a Pantograph, to make contact with the overheadcontact cable and draw electricity from it to power its motors.
  • 12. The return path for the electricity is through the body of the loco andthe wheels to the tracks, which are electrically grounded.Conductivity may be reduced in cases of dirt and debris on the rails.
  • 13. There are 2 types of Electrification System in Indian Railways –• DC System: In DC systems with overhead catenary, the basic principle is the same, with the catenary being supplied electricity at 1.5Kv DC. The current from the catenary goes directly to the motors OR convert the DC supply to AC internally using inverters or a motor-generator combination which then drives AC motors.• Single system (AC): The overhead catenary is fed electricity at 25Kv AC (single-phase) from feeding posts which are positioned at frequent intervals alongside the track. A Remote Control Centre, has facilities for controlling the power supply to different sections of the catenaries fed by several substations in the area.
  • 14. VOLTAGE USED FOR ELECTRIC TRACTION IN INDIA• Voltages used are 1.5Kv DC and 25Kv AC for mainline trains.• The 1.5Kv DC overhead system is used around Bombay.• The Calcutta Metro uses 750V DC traction with a third-railmechanism for delivering the electricity to the EMUs.• The Calcutta trams use 550V DC with an overhead catenary systemwith underground return conductors.●Delhi Metro uses 25KV AC Overhead Traction.
  • 15. NO LOAD TESTING SCHEDULE OF A ASSEMBLED TRACTION MOTOR(1) The motor is run at 1500 RPM, if running is smooth the motor is run for 30 minutes.(2) The rotation of the motor is changed and run at 1500 RPM for another 30 minute. Steady state temperature rise, should motor exceed 35degree centi to 40degree centi.(3) The speed is increased to 2000 RPM and run up to 15 minutes.(4) The speed is increased to about 2725 RPM. Temperature rise in the zone should not exceed 50 to 60 degree centigrade.
  • 16. ATNARKELDANGA CARSHED SSE/TRS/NKG
  • 17. APPARATUS USED• PANTOGRAPH• MAIN TRANSFORMER• RECTIFIER• REVERSER• CLR• WINDING CHANGE-OVER SWITCH• BATTERY & BATTERY CHARGER• PROTECTION CIRCUIT AND RELAY• SWITCH GROUP 1 & 2
  • 18. DISC JUNCTIONPANTOGRAPH CURRENT MAIN TRANSFORMER TRANSFORMERSMOOTHING RECTIFIER TAP REACTOR CHANGER ADDITIONAL SMOOTHING REVERSER MOTOR REACTOR BLOCK DIAGRAM
  • 19. TRACTIVE EFFORT DISTRIBUTION IN E.M.U.
  • 20. Electric multiple unit:Electric multiple units (EMU) are the most dependable transport system in urban areas.An EMU generally comprises of 9 coaches. In some cases it can be 12 coaches also.There are 2 types of coaches with respect point of view.One is the motor coach and other is the trailer coach.Here in the EMU there are 3 motor coaches and 6 trailer coaches in the total of 9coaches EMU.On other there are 4 motor coaches and 8 trailer coaches in the total of 12 coaches EMU.GENERAL CONFIGURATION OF Nine coaches E.M.U.
  • 21. Twelve coaches E.M.U.T/L = Trailer CoachM/C = Motor Coach
  • 22. Presented by – 1. Subhra Das 2. Kumar Saurabh 3. Soutik Das 4. Uddipan Halder