SUMMER INDUSTRIAL TRAINING ON Failures of armature coils in DC Machines

2011-12

ELECTRIC LOCO SHED, KANPUR

Submitted to :-

Submitted by:Er. S.K. Pandey \

ACKNOWLEDGEMENT There are many people have helped from the beginning till the completion of my project during my industrial training visit in the Electric Loco Shed, Kanpur. It is with a great sincerity, I convey my heartfull gratitude to my guide Supervisor, Er. Mohd. Israr, for his excellent guidance, valuable advice and ample co-operation throughout the training. It is a proud privilege to have availed of the opportunity of guidance. I am thankful to Er. S.K.Pandey too, for their excellent cooperation during my training for the proper response of the machine. I am grateful to all the railway employees, who gave their contribution to make this report.

EC branch (final year)

Certificate

This is to certify that has completed their Industrial Training during the academic year 20112012 as partial fulfillment of B.Tech. (Electronics and communication) course.

DATE:-

Er. S.K. Pandey SECTION ENGINEER ELECTRIC LOCOSHED, KANPUR

History of rail transport in INDIA

History of rail transport in India

The history of rail transport in India began in the mid-nineteenth century. In 1849, there was not a single kilometer of railway line in India. By 1929, there were 41,000 miles of railway line serving every district in the country. At that point of time, the railways represented a capital value of some 687 millions sterling, and they carried over 620 millions of passengers and approximately 90 million tons of goods each year. Under British rule
A rail system in India was first proposed in 1832 in Madras but it never materialized. In the 1840s, other proposals were forwarded to the British East India Company who governed India. The Governor-General of India at that time, Lord Hardinge deliberated on the proposal from the commercial, military and political viewpoints. He came to the conclusion that the East India Company should assist private capitalists who sought to setup a rail system in India, regardless of the commercial viability of their project. In 1832 a proposal was made to build a railroad between Madras and Bangalore, and in 1836 a survey was conducted for this line. On September 22, 1842, British civil engineer Charles Blacker Vignoles, submitted a Report on a Proposed Railway in India to the East India Company. By 1845, two companies, the East Indian Railway Company operating from Calcutta, and the Great Indian Peninsula Railway (GIPR) operating from Bombay, were formed. The first train in India was operational on December 22, 1851, used for the hauling of construction material in Roorkee. A few months later, on April 16, 1853, the first passenger train between Bori Bunder, Bombay and Thane covering a distance of 34 km (21 miles) was inaugurated, formally heralding the birth of railways in India. And then the first passenger railway line in North India opened from Allahabad and Kanpur on March 3, 1859. This was followed in 1889, by the Delhi - Ambala - Kalka line. The British government encouraged the setting up of railways by private investors under a scheme that would guarantee an annual return of 5% during the initial years of operation. Once completed, the company would be passed under government ownership, but would be operated by the company that built them. The East Indian Railway Company's Chief Engineer George Turnbull built the first railway from Calcutta (the then commercial capital of India). It opened for passenger traffic from Howrah station to Hooghly on 15 August 1854. The 541 miles (871 kilometres) to Benares opened to passenger traffic in December 1862.

Start of Indian Railways

(fig above- Chhatrapati Shivaji Terminus, Mumbai is the busiest railway station in India. It is also a World Heritage Site)

Following independence in 1947, India inherited a decrepit rail network. About 40 per cent of the railways then passed through the newly independent republic of Pakistan. A large number of lines had to be rerouted through Indian territory, and new construction had to be undertaken. In 1951, the rail networks were abandoned in favour of zones. A total of six zones came into being in 1952. As India developed its economy, almost all railway production units started to be built indigenously. Broad Gauge became the standard, and the Railways began to electrify most lines to AC. In 1985, steam locomotives were phased out. Under Rajiv Gandhi, reforms in the railways were carried out. In 1987, computerization of reservation first was carried out in Bombay and in 1989 the train numbers were standardized to four digits. In 1995 the entire railway reservation was computerized through the railway's intranet.

ELECTRIC LOCO SHED, KANPUR

The Electric loco shed, Kanpur was established during the year 1965 for homing 11 locomotives. This shed was commissioned primarily to meet the requirement of passenger and goods traffic over Indian railways. At present the shed has been expended suitably to home 176 loco motives for hauling, passenger and goods traffic. The shed is responsible for carrying out monthly inspection schedule. Further the unscheduled repairs to electric locos of CNB shed & other sheds are being done as per requirements of RDSO organization & HQs instructions. All modification & special maintenance instructions, approved by RDSO & N.Rly. Hd.Qtr., are also carried out as per the guide lines being issued from time to time.

ELECTRIC LOCO MAINTENANCE SHED

Electric Loco Shed maintains locomotive for utilization in freight and passenger train. All the miner and major inspection are carried out in the shed on a regular schedule specified by RDSO (Research Design Standard Organization). Monthly schedule are done at an interval of 45 days and major schedule are carried out after 18 months.

QUALITY MANAGEMENT
Through this quality manual, ELS intents to provide a transparent quality system to assure its customer of ELSs the capability in maintaining in electric locomotives to highest standard. This quality manual has been written and develop in accordance with international quality system. Standard ISO-9001:2000. The manual is used as a refreshed document by: Employees of ELS to practice the quality system. Customers to have confidence in the capability of ELS to meet quality requirements on regular basis. Internal as well as external auditors for verification of compliance of the quality system.

Different Equipments in an Electrical Locomotive

1) Pantograph It is pneumatically operated equipment mounted on the roof for collection of current from overhead wire.

(fig above- Assymetrical Z-shaped Pantograph)

2) Main Transformer It is an autotransformer which is utilized for drawing various grades of voltage required for operation of locomotive. 3) Rectifier This unit consists of rectifier diodes connected in bridge for conversion of AC current to DC current. 4) Traction Motor The traction motor is one of the most important equipment in the locomotive which transmits power to wheels for moving the trains. IR use HITACHI (HS-15250) DC SERIES Traction Motor. 5) Auxiliary Circuit This Circuit is three phase 415 volts which supplies current to various three phase induction motors used for driving blowers for forced air cooling of major equipments like transformer, rectifier, smoothing reactor and traction motor. This 3 phase line voltage is supplied by either static converter or Rotary ARNO Converter.

6) ARNO Converter Arno converter , is specific-duty machine for conversion of a single-phase supply into a threephase supply. While the electric traction supply is standardized as single-phase A.C. supply, a three-phase supply is needed on locomotives for driving certain auxiliary equipments. The function of the Arno converter is to convert the incoming single-phase supply in to a three-phase supply for the auxiliaries. ARNO Converter is of vertical construction and has a flexible mounting .The machine is of robust mechanical construction to withstand the several vibrations encountered on locomotives.

(fig above- ARNO Converter)

7) Battery All trains are provided with a battery to provide start up current and for supplying essential circuits, such as emergency lighting, when the line supply fails. The battery is usually connected across the DC control supply circuit. 8) Camshaft Most DC electric traction power circuits use a camshaft to open or close the contactors controlling the resistances of the traction motor power circuit. The camshaft is driven by an electric motor or pneumatic cylinder. The sound of this camshaft stepping can be heard under many older (pre electronics) trains as they accelerate.

9) Chopper Control A development in electric traction control which eliminates the need for power resistors by causing the voltage to the traction motors to be switched on and off (chopped) very rapidly during acceleration. It is accomplished by the use of thyristors and will give up to 20% improvement in efficiency over conventional resistance control.

(fig above- DC CHOPPER CONTROL)

10) Circuit Breaker An electric train is almost always provided with some sort of circuit breaker to isolate the power supply when there is a fault, or for maintenance.

11) Contactor Similar to a relay in that it is a remotely operated switch used to control a higher power local circuit. 12) Converter Generic term for any solid state electronic system for converting alternating current to direct current or vice versa. Where an AC supply has to be converted to DC it is called a rectifier and where DC is converted to AC it is called an inverter.

13) Cooling Fans To keep the thyristors and other electronic power systems cool, the interior of a modern locomotive is equipped with an air management system, electronically controlled to keep all systems operating at the correct temperature. The fans are powered by an auxiliary inverter producing 3-phase AC at about 400 volts.

(fig above- Traction motor cooling blower motor and impeller covered by a hood)

14) Rectifier A converter consisting of thyristors and diodes which is used to convert AC to DC. A modern locomotive will usually have at least two, one for the power circuits and one or more for the auxiliary circuits. 15) SEPEX Short form of SEParate EXcitement of traction motors where the armature and field coils of an electric motor are fed with independently controlled current. This has been made much more useful since the introduction of thyristor control where motor control can be much more precise.

Voltages used for electric traction in India

Voltages used are :1.5kV DC and 25kV AC for mainline trains.

(fig above- Simple Cartenery feeding system)

ADVANTAGE OF ELECTRIC TRACTION : Cheapness. It is cheapest method of all other methods of traction. Cleanliness. It is free from smoke and flue gasses Maintenance cost. Maintenance and repair cost is about 50% of steam traction system. Starting time. It can be started without loss of time. High starting torque. This system uses of DC and AC series motors which has a very high starting torque. Braking. In electric traction, Regenerative breaking is used which feeds back 40% of the energy. Saving in high grade coal. No coal is required for electric traction.

DC ELECTRIC MOTOR

DC Electric motor
An DC electric motor converts electrical energy into mechanical energy. Most electric motors operate through the interaction of magnetic fields and current-carrying conductors to generate force. The reverse process, producing electrical energy from mechanical energy, is done by generators such as an alternator or a dynamo; some electric motors can also be used as generators, for example, a traction motor on a vehicle may perform both tasks. . Electric motors and generators are commonly referred to as electric machines. Electric motors are found in applications as diverse as industrial fans, blowers and pumps, machine tools, household appliances, power tools, and disk drives. They may be powered by direct current (e.g., a battery powered portable device or motor vehicle), or by alternating current from a central electrical distribution grid or inverter. The smallest motors may be found in electric wristwatches. Medium-size motors of highly standardized dimensions and characteristics provide convenient mechanical power for industrial uses. The very largest electric motors are used for propulsion of ships, pipeline compressors, and water pumps with ratings in the millions of watts. Electric motors may be classified by the source of electric power, by their internal construction, by their application, or by the type of motion they give. The physical principle of production of mechanical force by the interactions of an electric current and a magnetic field was known as early as 1821. Electric motors of increasing efficiency were constructed throughout the 19th century, but commercial exploitation of electric motors on a large scale required efficient electrical generators and electrical distribution networks. Some devices convert electricity into motion but do not generate usable mechanical power as a primary objective and so are not generally referred to as electric motors. For example, magnetic solenoids and loudspeakers are usually described as actuators and transducers, respectively, instead of motors. Some electric motors are used to produce torque or force.

(fig above- Equivalent circuit of DC Motor)

Principle of operation In any DC electric motor, operation is based on simple electromagnetism. A current-carrying conductor generates a magnetic field; when this is then placed in an external magnetic field, it will experience a force proportional to the current in the conductor, and to the strength of the external magnetic field. As you are well aware of from playing with magnets as a kid, opposite (North and South) polarities attract, while like polarities (North and North, South and South) repel. The internal configuration of a DC motor is designed to harness the magnetic interaction between a current-carrying conductor and an external magnetic field to generate rotational motion. Look at a simple 2-pole DC electric motor (here red represents a magnet or winding with a "North" polarization, while green represents a magnet or winding with a "South" polarization). RED- North Polarization GREEN- South Polarization

(fig above- common motor layout) Every DC motor has six basic parts -- axle, armature, stator, commutator, field magnet(s), and brushes. In most common DC , the external magnetic field is produced by high-strength permanent magnets. The stator is the stationary part of the motor -- this includes the motor casing, as well as two or more permanent magnet pole pieces. The armature (together with the axle and attached commutator) rotates with respect to the stator. The armature consists of windings (generally on a core), the windings being electrically connected to the commutator. The above diagram shows a common motor layout -- with the rotor inside the stator (field) magnets.

DC Motor Rotation

DC electric motorWhen the coil is powered, a magnetic field is generated around the armature. The left side of the armature is pushed away from the left magnet and drawn toward the right, causing rotation.

The armature continues to rotate.

When the armature The process then becomes horizontally repeats. aligned, the commutator reverses the direction of current through the coil, reversing the magnetic field.

(fig above- DC Motor Rotation)

HISTORY OF DC MOTOR
The basic principles of electromagnetic induction were discovered in the early 1800's by Oersted, Gauss, and Faraday. By 1820, Hans Christian Oersted and Andre Marie Ampere had discovered that an electric current produces a magnetic field. The next 15 years saw a flurry of crossAtlantic experimentation and innovation, leading finally to a simple DC rotary motor. A number of men were involved in the work, so proper credit for the first DC motor is really a function of just how broadly you choose to define the word "motor."

Armature
An Armature generally refers to one of the two principal electrical components of an electromechanical machinegenerally in a motor or generator, but it may also mean the pole piece of a permanent magnet or electromagnet, or the moving iron part of a solenoid or relay. The other component is the field winding or field magnet. The role of the "field" component is simply to create a magnetic field (magnetic flux) for the armature to interact with, so this component can comprise either permanent magnets, or electromagnets formed by a conducting coil. The armature, in contrast, must carry current so it is always a conductor or a conductive coil, oriented normal to both the field and to the direction of motion, torque (rotating machine), or force (linear machine). The armature's role is twofold. The first is to carry current crossing the field, thus creating shaft torque in a rotating machine or force in a linear machine. The second role is to generate an electromotive force (EMF).

In the armature, an electromotive force is created by the relative motion of the armature and the field. When the machine is acting as a motor, this EMF opposes the armature current, and the armature converts electrical power to mechanical torque, and power, unless the machine is stalled, and transfers it to the load via the shaft. When the machine is acting as a generator, the armature EMF drives the armature current, and shaft mechanical power is converted to electrical power and transferred to the load. In an induction generator, these distinctions are blurred, since the generated power is drawn from the stator, which would normally be considered the field.

FAILURES of Armature Coils in

DC machines

Failures of Armature in DC machines :-

1 2 3 4 5 6 7 8 9 10 11 12 13 14

Armature Earth. Armature BBCR. Armature Cone Burnt. Armature Band Fail. Armature Evolutes Burnt. Roker lead cut. Carbon Broken. Arc Horn. B. Box Insulator Broken. Pinion End Shaft Broken. Pinion Teeth Broken. Armature Locking Bolt Broken. Dirt and Corrosion. Armature Windings Burnt.

Armature Earth If armature insulation gets deteriorated or damaged or due to any short circuiting of wires causes Armature to get Earth. This can Damages the Armature commutator segments as large amount of current flows through it. Armature BBCR In this failure mode, there were inter-turn shorts between upper and lower layer of the Windings. These shorts usually occur in the commutator Riser because that was the location where the conductors in the upper and lower layer crossed each other and further where the conductors were twisted through 90 degree for insertion in the segments slots. Strengthening of the insulation wrapper over the layers and on individual conductors end reduce the failure role significantly.

(fig- BBCR) Armature Cone Burnt In this failure mode the PTF insulation band at cone side of the motor got damaged due to excessive temperature or due to any other cause. This causes the rotor windings to be short circuited and hence causes failure of rotor windings.

( Fig- Cone burnt)

Armature Band Fail In this failure, the PTFE band gets damaged due to some mishandling or rupture inside the motor. This effects the normal operation of the armature. It should be smooth for the uniform movement of the armature.

(fig PTFE Band)

Armature Evolutes BurntIn this failure, when Evolutes tubes get burnt due to some cause, the armature run forward and hits the stator thus it damages the armature.

(fig Evolutes tubes of Armature )

Carbon Broken In this failure if the carbon get ruptured or gets damaged then it cause the failure in the motor as then uneven amount of current gets distributed in the armature. To avoid this failure, carbon must be checked at regular intervals. Carbon length must not be less than 25 mm for the normal operation of the armature.

(fig above- Carbon brushes )

Arc Horn BrokenIn this failure, if arc horn gets broken, it causes the large surge voltage across the Armature which results in the armature failure. Arc horn prevents the Surge voltage. They pass the large insulation voltage into the earth.

(fig above- Arc Horn )

B. Box Insulator Broken In this failure, if the Brush Box insulator gets broken then it causes following results:1. Brush box falls onto the armature which damages the commutator segments. 2. Current starts to flow in the body of the TM, resulting in failure.

Pinion Teeth Broken In this failure, Broken pinion disturbs the traction movement of the loco. As Pinion is responsible for the gear to move which provides the traction motion.

(fig above- Broken Pinion )

Armature Locking Bolt Broken In this failure, Armature locking bolt gets broken due to over use. This causes armature to fall and damages the Armature pinion shaft or pinion teeth.

(fig above- Armature Locking BOLT )

Dirt and Corrosion Armature suffers excessive heat or vibration due to accumulation of dirt and corrosion. Wipe, brush, vacuum or blow accumulated dirt from the frame and air passages of the motor. Dirty motors run hot when thick dirt insulates the frame and clogged passages reduce cooling air flow. Heat reduces insulation life and eventually causes motor failure. Feel for air being discharged from the cooling air ports. If the flow is weak or unsteady, internal air passages are probably clogged. Remove the motor from service and clean. Check for signs of corrosion. Serious corrosion may indicate internal deterioration and/or a need for external repainting. Schedule the removal of the motor from service for complete inspection and possible rebuilding. In wet or corrosive environments, open the conduit box and check for deteriorating insulation or corroded terminals. Repair as needed.

.
(fig above- Motors waiting for repair)

(fig above- Crane used for moving motors)

Poor or Over Lubrication Not lubricating or poor lubrication in the bearings, when scheduled will result the armature to run hot and damage the motor. Over-lubrication means excessive grease and oil creates dirt and can damage bearings.

Armature winding Burnt Due to over use or after long time, there may come errors in armature windings. Armature winding may have varying resistances, at that point we remove the old armature and isolate the problem.

(Fig. above- Front view of Armature)

Precautions Care of Windings and Insulation Except for expensive, high horsepower motors, routine inspections generally do not involve opening the motor to inspect the windings. Therefore, long motor life requires selection of the proper enclosure to protect the windings from excessive dirt, abrasives, moisture, oil and chemicals. When the need is indicated by severe operating conditions or a history of winding failures, routine testing can identify deteriorating insulation. Such motors can be removed from service and repaired before unexpected failures stop production. Whenever a motor is opened for repair, service the windings as follows: Moisture reduces the dielectric strength of insulation which results in shorts. If the inside of the motor is damp, dry the motor. Wipe any oil and grease from inside the motor. Use care with solvents that can attack the insulation.

If the insulation appears brittle, overheated or cracked, the motor should be revarnished or, with severe conditions, rewound. Loose coils and leads can move with changing magnetic fields or vibration, causing the insulation to wear, crack or fray. Cleaning and Drying Windings Motors which have been flooded because of contamination by moisture, oil or conductive dust should be thoroughly cleaned and dried. The methods depend upon available equipment. A hot water hose and detergents are commonly used to remove dirt, oil, dust or salt concentrations from armature, stators and connection boxes. After cleaning, the windings must be dried.

CONCLUSION

CONCLUSION :The key to minimizing motor problems is scheduled routine inspection and service. The frequency of routine service varies widely between applications. Including the motors in the maintenance schedule for the driven machine or general plant equipment is usually sufficient. A motor may require additional or more frequent attention if a breakdown would cause health or safety problems, severe loss of production, damage to expensive equipment or other serious losses. Written records indicating date, items inspected, service performed and motor condition are important to an effective routine maintenance program. From such records, specific problems in each application can be identified and solved routinely to avoid breakdowns and production losses.

Basic Overhaul Process:

Disassemble motor. Clean all parts Inspect all metal parts for distortion and wear. Electrical test the armature and field coils Surge test Ground test Turn, undercut, and balance the armature. Test the armature and field coils after VPI New brushes and bearings. Run test the motor under no load condition. . Check the running vibration on the assembled motor . Paint the motor.