SUMMER INTERNSHIP PROJECT

REPORT IN L&T KANSHBAHAL

(FROM 01/06/2019 TO 01/07/2019)

SUBMITTED BY:-
VISHAL KUMAR BISWAKARMA
ELECTRICAL ENGG
UNIVERSITY ROLL NO.1803050009
VEER SURENDRA SAI UNIVERSITY OF TECHNOLOGY
Acknowledgment

I sincerely thank Mr. M SRINIVASU who had helped me a lot

throughout the training period and for giving practical as
well as theoretical knowledge.
I would like to thank HR head Dr. Ratikant Dash for providing
such a great opportunity to carry out summer internship
training program at L&T Kansbahal Works.
My special thanks to all the shop supervisors, who
encouraged me during the training and helped me to
increase my practical knowledge.
Lastly I would like to thank all the employees of UNDER
CARRIAGE Shop who were directly or indirectly involved in
the accomplishment of my training.

Name: Vishal Kumar Biswakarma

Date: 1st JULY 2019
CERTIFICATE
This is to certify that the training was carried out by VISHAL
KUMAR BISWAKARMA, during the course of 1st June, 2019 to
1st July, 2019 in UNDER CARRIAGE SHOP.
This is to certify that he has completed the training with
excellent work and has led out to the expectation of the
others as well as his guide.

Mr. M SRINIVASU
(guide)
PREFACE
This report has been prepared on the basis of the studies carried
out during one and a half months of industrial training at L&T
Kansbahal Works, Odisha.

LARSEN & TURBO LIMITED is a diversified multifaceted Engineering

Organization with leading edge capabilities in all its operational
areas. L&T was founded by two Danish engineers, Henning Holck-
Larsen and SorenKristian Turbo, in 1938.

The company holds leadership position in designing,

manufacturing, installation of plants and equipment for core
sector industries like –food chemical, petrochemical, fertilizer,
cement, steel nuclear and thermal power generation and
distribution. Technology is absorbed from collaborators worldwide
and adapted to Indian conditions. In recent years the company's
philosophy has been gone through diversification. It has led L&T
into such varied field as shipping and power generation and
opened up new possibilities of growth in industrial electronics
Today, L&T's range of activities goes beyond manufacture of plant
and equipment of vital industries. It includes the manufacture of
industrial valves, earth moving equipments, electronic controls,
computer peripherals and rocket motor casing for satellite launch
vehicle.
SAFETY PRECAUTIONS :-
Test procedures recommended in this manual assume
that the reader is fully conversant with electrical safety
principles, and is familiar with the operation of the
various test instruments.
DO NOT attempt to work on live equipment if you are
not qualified or experienced in this work.
Before testing the generating set, read the generating set
Installation Manual, and this Fault Finding Manual, and
become familiar with it and the equipment.
SAFE AND EFFICIENT OPERATION CAN ONLY
BE ACHIEVED IF THE EQUIPMENT IS
CORRECTLY INSTALLED, OPERATED AND
MAINTAINED.
Many accidents occur because of a failure to follow
fundamental rules and precautions.
ELECTRICAL SHOCK CAN CAUSE SEVERE
PERSONAL INJURY OR DEATH.
• Ensure installation meets all applicable safety and
local electrical codes. Have all installations performed
by qualified Installation technicians.
• Do not operate the generator with protective covers,
access covers or terminal box covers removed.
• Disable engine starting circuits before carrying out
maintenance.
• Disable closing circuits and/or place warning notices
on any circuit breakers normally used for connection to
the mains or other generators, to avoid accidental
closure.
Observe all IMPORTANT, CAUTION, WARNING,
and DANGER notices, defined as:
Important! Important refers to hazard or unsafe method
or practice, which can result in product damage or
related equipment damage.
Caution! Caution refers to hazard or unsafe method or
practice, which can result in product damage or
personal injury.
Warning refers to a hazard or unsafe method or
practice, which CAN result in severe personal injury or
possible death.
Danger refers to immediate hazards, which WILL result
in severe personal injury or death.
 L&T KANSHBAHAL WORKS

 Kansbahal remained a rather unknown tribal village and forested area in the
Sundargarh district of Odisha until its emergence into prominence with the
establishment of "Utkal Machinery" (UTMAL), a heavy engineering company, mainly
serving the Rourkela Steel Plant (RSP) of the Steel Authority of India Limited (SAIL)
 L&T's Kansbahal Works (which started as an Indo-German venture in 1960), has
evolved into a world-class integrated manufacturing centre with facilities for
fabrication, machining, assembly, casting foundry and under carriage works.
 Over the years Kansbahal works has developed its product portfolio into various
core sector industries like chemical, steel, paper mi coal, railways and minerals. The
factory premises consist of Fabrication Shop for medium and heavy structural work,
a Machine Shop with CNC and retrofitted equipments and an Assembly shop.
The entire setup of L&T Kansbahal can be divided into the
following groups:

1. Under Carriage Shop(UCS)

2. Fabrication Shop (FAS)

3. Machine Shop (MAS)

4. Assembly Shop (ASSLY)

5. Engineering Drawing and Research Centre (EDRC)

6. Industrial Machinery Planning (IM PLANNING)

7. Information Technology (IT INFOTECH)

UNDER CARRIAGE SHOP

In under carriage shop there are various machines are using for completion of

job. They were making the “LINK” for making long chain for using in the

vehicles which they were making in the shop.

CONTROL SYSTEM:-
A control system is a system, which provides the desired response
by controlling the output. Since, the output is controlled by varying;
the control system got this name.

The CONTROLLER they are using in shop

• CONTACTOR
• OVERLOAD RELAY
• MCB
• VFD

Contactor:-
A contactor is an electrically - controlled switch used for switching an
electrical power circuit. A contactor is typically controlled by a circuit which
has a much lower power level than the switched circuit, such as a 120-volt coil
electromagnet controlling a 415- volt motor switch.
 When a relay is used to switch a large amount of electrical power
through its contacts, it is designated by a special name: contactor.
Contactors typically have multiple contacts, and those contacts are
usually (but not always) normally-open, so that power to the load is shut
off when the coil is de-energized. Perhaps the most common industrial
use for contactors is the control of electric motors.

The top three contacts switch the respective phases of the incoming 3-
phase AC power, typically at least 480 Volts for motors 1 horsepower
or greater. The lowest contact is an “auxiliary” contact which has a
current rating much lower than that of the large motor power contacts,
but is actuated by the same armature as the power contacts. The
auxiliary contact is often used in a relay logic circuit, or for some other
part of the motor control scheme, typically switching 120 Volt AC
power instead of the motor voltage. One contactor may have several
auxiliary contacts, either normally-open or normally-closed if required.
The three “opposed-question-mark” shaped devices in series with
each phase going to the motor are called overload heaters. Each
“heater” element is a low-resistance strip of metal intended to heat up
as the motor draws current. If the temperature of any of these heater
elements reaches a critical point (equivalent to a moderate overloading
of the motor), a normally-closed switch contact (not shown in the
diagram) will spring open. This normally-closed contact is usually
connected in series with the relay coil, so that when it opens the relay
will automatically de-energize, thereby shutting off power to the motor.
We will see more of this overload protection wiring in the next chapter.
Overload heaters are intended to provide overcurrent protection for
large electric motors, unlike circuit breakers and fuses which serve the
primary purpose of providing overcurrent protection for power
conductors.
Overload heater function is often misunderstood. They are not fuses;
that is, it is not their function to burn open and directly break the circuit
as a fuse is designed to do. Rather, overload heaters are designed to
thermally mimic the heating characteristic of the particular electric
motor to be protected. All motors have thermal characteristics,
including the amount of heat energy generated by resistive dissipation
(I2R), the thermal transfer characteristics of heat “conducted” to the
cooling medium through the metal frame of the motor, the physical
mass and specific heat of the materials constituting the motor, etc.
These characteristics are mimicked by the overload heater on a
miniature scale: when the motor heats up toward its critical
temperature, so will the heater toward its critical temperature, ideally at
the same rate and approach curve. Thus, the overload contact, in
sensing heater temperature with a thermomechanical mechanism, will
sense an analog of the real motor. If the overload contact trips due to
excessive heater temperature, it will be an indication that the real
motor has reached its critical temperature (or, would have done so in a
short while). After tripping, the heaters are supposed to cool down at
the same rate and approach curve as the real motor, so that they
indicate an accurate proportion of the motor’s thermal condition, and
will not allow power to be re-applied until the motor is truly ready for
start-up again.

OVERLOAD RELAY
Overload relays protect a motor by sensing the current going to the motor.
Many of these use small heaters, often bi-metallic elements that bend when
warmed by current to the motor. When current is too high for too long, heaters
open the relay contacts carrying current to the coil of the contactor.
Construction of Thermal Overload Relay:-
The coefficient of expansion is one of the basic properties of any
material. Two different metals always have different degree of linear
expansion. A bimetallic strip always bends when it heated up, due to
this inequality of linear expansion of two different metals.

Working Principle of Thermal Relay:-

A thermal relay works depending upon the above mentioned property
of metals. The basic working principle of thermal relay is that, when a
bimetallic strip is heated up by a heating coil carrying over current of the
system, it bends and makes normally open contacts.

Construction of Thermal Relay:-

The construction of thermal relay is quite simple. As shown in the figure
above the bimetallic strip has two metals – metal A and metal B. Metal A
has lower coefficient of expansion and metal B has higher coefficient of
expansion.

When over current flows through the heating coil, it heats up the
bimetallic strip.
Due to the heat generated by the coil, both of the metals are expanded.
But expansion of metal B is more than expansion of metal A. Due to this
dissimilar expansion the bimetallic strip will bend towards metal A as
shown in the figure below.

The strip bends, the NO contact is closed which ultimately energizes the
trip coil of a circuit breaker.

The heating effect is not instantaneous. As per Joule’s law of heating, the
amount of heat generated is

Where, I is the over current flowing through the heating coil of thermal
relay.
R is the electrical resistance of the heating coil, t is the time for which the
current I flows through the heating coil. Hence from the above equation
it is clear that, heat generator by the coil is directly proportional to the
time during which the over current flows through the coil. Hence there
is a prolonged time delay in the operation of thermal relay.

That is why this type of relay is generally used where over load is
allowed to flow for a predetermined amount of time before it trips. If
overload or over current falls down to normal value before this
predetermined time, the relay will not be operated to trip the protected
equipment.
A typical application of thermal relay is overload protection of electric
motor.

MCB:-

MCBs or Miniature Circuit Breakers are electromechanical devices

which protect an electrical circuit from an overcurrent. The overcurrent,
in an electrical circuit, may result from short circuit, overload or faulty
design. An MCB is a better alternative to a Fuse since it does not require
replacement once an overload is detected. Unlike fuse, an MCB can be
easily reset and thus offers improved operational safety and greater
convenience without incurring large operating cost.
The principal of operation is simple. An MCB functions by interrupting
the continuity of electrical flow through the circuit once a fault is
detected. In simple terms MCB is a switch which automatically turns off
when the current flowing through it passes the maximum allowable limit.
Generally MCB are designed to protect against over current and over
temperature faults (over heating).

There are two contacts one is fixed and the other moveable. When the
current exceeds the predefined limit a solenoid forces the moveable
contact to open (i.e., disconnect from the fixed contact) and the MCB
turns off thereby stopping the current to flow in the circuit. In order to
restart the flow of current the MCB is manually turned on. This
mechanism is used to protect from the faults arising due to over current
or over load.
To protect against fault arising due to over heating or increase in
temperature a bi-metallic strip is used. MCBs are generally designed to
trip within 2.5 millisecond when an over current fault arises. In case of
temperature rise or over heating it may take 2 seconds to 2 minutes for
the MCB to trip.

VFD:-
A variable frequency drive controls the speed of an AC motor by varying the
frequency supplied to the motor.

The drive also regulates the output voltage in proportion to the output frequency
to provide a relatively constant ratio of voltage to frequency (V/Hz), as required
by the characteristics of the AC motor to produce adequate torque.
Principles of Operation - AC VFD Drives

a. AC Induction Motors
An AC induction motor is constructed with a rotor that has windings which
intersect the rotating magnetic field generated by the stator windings.
At full load speed, the rotor turns slightly slower than the synchronous speed of
the motor. This is because the magnetic field causes currents to flow in the rotor
windings and produces a torque which turns the rotor; so if the rotor turns at the
same speed as the magnetic field, there would be no relative motion between the
rotor and the magnetic field, and no torque would be produced.
The amount of speed by which the rotor lags the rotating magnetic field is
known as the slip of the motor. The higher the slip, the more torque is produced
by the motor.
The speed at which the magnetic field rotates depends on the number of poles or
coils distributed around the stator and the frequency of the supply current. This
is called the synchronous speed.
Synchronous Speed = 120 x Frequency
Number of poles

Typical AC induction motor speeds are 3600, 1800, 1200, and 900 RPM.
The following diagram shows the torque-speed relationship of a typical
induction motor.
b. Squirrel Cage AC Induction Motors
Most AC induction motors are squirrel cage motors.
The rotor windings in a squirrel cage motor are aluminium or copper
alloy bars that are positioned along the direction of the shaft and short
circuited by end rings as shown in the following diagram.

The shape of the bars and the resistance of the alloy used in their
construction influences the torque-speed characteristics of the motor.

c. Pulse Width Modulated Variable Frequency

Drives
When operated from a constant frequency power source (typically
60Hz), AC induction motors are fixed speed devices.
A variable frequency drive controls the speed of an AC motor by varying
the frequency supplied to the motor.
The drive also regulates the output voltage in proportion to the output
frequency to provide a relatively constant ratio of voltage to frequency
(V/Hz), as required by the characteristics of the AC motor to produce
adequate torque.
The first step in this process is to convert the AC supply voltage into DC
by the use of a rectifier. DC power contains voltage ripples which are
smoothed using filter capacitors. This section of the VFD is often
referred to as the DC link.
This DC voltage is then converted back into AC. This conversion is
typically achieved through the use of power electronic devices such as
IGBT power transistors using a technique called Pulse Width Modulation
(PWM). The output voltage is turned on and off at a high frequency, with
the duration of on-time, or width of the pulse, controlled to approximate a
sinusoidal waveform.
Older drive technologies like Current Source Inverters and Variable
Voltage Controllers used SCRs or Thyristors as control devices. These
technologies have now been replaced by the PWM VFD.
The entire process is controlled by a microprocessor which monitors the:

 incoming voltage supply,

 speed set-point,
 DC link voltage,
 output voltage and current to ensure operation of the motor within
established parameters.

In the simplest drives or applications, the speed reference is simply a

set-point; however, in more complex applications, the speed reference
comes from a process controller such as a Programmable Logic
Controller (PLC) or a tachometer.
CONCLUSION
It was a wonderful learning experience at L&T
Construction Under Carriage Shop of L&T form
01/06/2019 – 01/07/2019 in Kanshbahal. I gained a lot of
insight regarding almost every aspect of site. I was given
exposure in almost all the departments at the site. The
friendly welcome from all the employees is appreciating,
sharing their experience and giving their peace of
wisdom which they have gained in long journey of work.
I am very much thankful for the wonderful facility from
L&T. I hope this experience will surely help me in my
future and also in shaping my career.

REFERENCE

 WIKIPEDIA

 GOOGLE

 L &T WEBSITE