Introduction: -

To get hands on experience in an industry so that I get aware of the real time
problems and processes which occur in a Diesel Loco shed, I underwent a training for 15
days from 15th June to 30th June 2017 during my summer vacations in Indian Railways
maintenance shed in Pune.

Company Profile: -
Diesel Loco Shed, Pune is an engine shed located in Pune, Maharashtra in India. It
is located east of Pune Junction, falling under Pune Railway Division. Of the three loco sheds
in the Central Railway zone, this is the largest among them followed by Kurla and Kalyan. It
was on 13 August 1981, the then railway minister Kamalapati Tripathi inaugurated the loco
shed. It was planned under WP 1978 – 79 to home 60 locos. The shed was further extended to
home 100 locos under WP 1981 – 82. Now it holds around 135 locomotives of which 63
locos are operational with mail express links, but now it holds almost 200 locomotives.

Major and minor schedules of Diesel Locomotives are carried out in the shed. The
shed is ISO 9001:2000, ISO 14001:2004 and OHSAS 18001:2007 certified. The shed is
divided into Light Schedule Repair Section, Heavy Schedule Repair Section, Heavy Repair
(Mechanical), Heavy Repair (Electrical), Bogie Section, Machine Shop and Training Centre.
The shed is located near Ghorpuri railway station and entrance of the shed is between a
railway crossing gate. The total area covered by the Shed is 59, 825 Sq. m and the covered
area is 11, 386 Sq. m. The total berthing capacity of the Shed is 22 Locos.

Operation Concept: -
Diesel locos are costly assets. Therefore, it calls for a different operational concept
for their management to achieve effective utilization and get the best results. An effective
operations control management, loco requirement and its monitoring, crew requirement and
their training are required for effective utilization of diesel locos. A diesel loco would cater to
the power requirement of several divisions and even on the adjoining railways. Therefore, an
effective Central Power Control Organization is required at the railway headquarter to
monitor and direct the movement of diesel locos between different divisions in accordance
with the requirement.

1
 Shed layout is a plan of an optimum arrangement of facilities including
maintenance bay, operating equipment, storage space, material handling equipment and all
other supporting services along with the design of best structure to contain all these facilities.
Objectives of shed Layout are: streamline the flow of loco and materials through the shed,
facilitate the repairing process, minimize materials handling cost, effective utilization of men,
equipment and space, make effective utilization of cubic space, flexibility of servicing
operations and arrangements, provide employee convenience, safety and comfort, minimize
overall loco schedule time, maintain flexibility of arrangement and operation, facilitate the
organizational structure, etc.

Basic Features of Shed Layout: -

 Shed Layout should be expandable for homing 250 Locos. (sufficient area should be
available for future expansion).

 A uni-directional movement of locos in the shed is preferable.

 Separate entry and exit points should be provided to avoid bottlenecks.

 The layout should permit a loco to skip stage of servicing without hampering the flow
of other locos.

 The shed should have covered accommodation in its repair area for about 25-30% of
the locos homed. The yard of the maintenance shed should be able to hold about 50%
of the total holding of the shed at a time.

 Each line in the covered repair area of the shed should be able to hold 3 locos at a
time.

 The layout should provide for the possibility of expansion width wise i.e. providing
more lines side by side. Expansion along the length of the running lines should not be
adopted.

 The work area in the shed should be divided into two distinct portions, one dealing
with servicing and light repairs and the other with heavy repairs. Facilities should be
provided in the same sequence in which an incoming loco is to be attended to.

 Painting booth: A separate proper paint booth shall be planned.

2
 Now-a-days modern construction techniques are available in which optimum
combination of weight, space, cost and aesthetics is ensured.

 RCC buildings should also be constructed utilizing the latest construction techniques.

 Use of latest construction materials such as lightweight aluminium corrugated sheets,

anti-skid steel tiles, Translucent Poly carbonate sheets, Epoxy flooring etc. should be
made for construction of shed.

 In designing of shed structure and building the aspect of use of daylight to the
maximum possible extent should be kept in view.

 For finalizing the shed layout as well as design of shed structure, building, drainage,
rain water harvesting, surfaces, etc, consultancy to a reputed architect, who has got
experience in designing such building and structures should be awarded. The design
should include specifying the latest energy efficient lighting gadgets at various
locations of the shed such as: pit, below catwalk, roof, side of shed, buildings, yard,
etc.

 A turn table needs to be installed as in coming years speed of mail/express trains is

bound to increase for which there will be requirement of running of locos with short
hood leading. Other-wise also, for running of mail/express trains, it is desirable to run
the trains with short hood leading. Apart from this when making Multiple Units, turn
table will be useful in ensuring that they are made with Short Hood leading on both
the sides.

 With holding of up to 250 locos, movement of locos to and from shed will increase.
Hence, the shed should have two entry and two exit lines on each end for
unidirectional movement of locos and facility for entry/exit from both the sides to
avoid congestion.

 With stricter environmental regulations, there is a need that the Diesel Sheds should
take energy conservation measures to reduce the carbon foot print. When augmenting
infrastructure on large scale, principles of sustainable development need to be kept in
view, which will give good returns in the long run.

 There should be a two pronged approach for energy conservation – one to reduce the
power consumption and other to utilize otherwise wasted power for generating power
and shed building should be green building.

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  The New shed should have environmental conservation measures like Solar
distillation plant for batteries, Rain Water harvesting, ETP etc. Apart from this Waste
Heat Recovery system (from incinerator) is also a good add-on. Solar panelling of
administrative block – solar lighting, and use of Greenhouse principles in construction
of new sheds – so that there will be good air circulation as well as good natural
lighting will be available.

Sequence of Repair Operations: -

1. Cleaning and washing of under-gearing and body.

2. Sanding
3. Fuelling
4. Inspection and topping of lube oil and cooling water
5. Repairs
6. Departure
Lines earmarked for normal servicing attention should be through lines so that minimum time
is taken in movement of loco. In the repair areas, separate lines should be earmarked for
schedule repairs and for locos needing out of course repairs.

Washing and cleaning: -

 A separate Washing installation should be provided for loco cleaning before entering
maintenance areas.
 A washing apron and pit laid with concrete and provided with good drainage, suitable
hydrant points and adequate supply of water, should be located well away from the
shed building to clean the under gearing and body of the locos.
 Automatic washers with mechanized sprays, brushes etc. should be installed to
improve the quality of cleaning and minimize manual labour content.
 Hose and nozzle arrangement for spraying the under-gearing with water under,
pressure will ensure proper removal of grease and oil from the chassis. Provision of a
boiler to give a steam jet will be an additional help.

Sanding: -
 Sand should be stored under cover to keep it dry. Sand drying arrangements may be
necessary in areas having heavy rainfall.
 Sand should be properly sieved before being filled to prevent the sanding apparatus
on the locos getting chocked.
 Mechanized sanding facilities should be installed to minimize manual labour content
and avoid unnecessary spillage of sand.

4
  Sanding point should be at an adequate distance away from the fuelling installation
and the running shed building.

Fuel supply installation: -

Fuel is a major item of expenditure in railway operation. Conservation of fuel, therefore, is an
important factor in bringing down operational costs. Proper attention needs to be given to the
handling of fuel oil, in order to prevent losses from spillage and over filling of tanks. In
addition, a proper fool proof system of accountal of fuel receipt and issue be in place for
taking various managerial actions on reports. The fuel injection equipment on a diesel loco is
manufactured to fine tolerances. Dirty and contaminated fuel can lead to troubles on the
diesel engine. Just as it is the responsibility of the oil company to supply commercially clean
fuel oil according to specifications, it is the responsibility of the RCD staff to see that fuel is
not contaminated in any way with water, dust, sand, dirt, etc. during its handling.

5
  Unloading facilities
 Storage facilities
 Pumping facilities
 Distribution facilities
 Facilities for delivery to locos
 Fire protection arrangements

Lubricating oil storage and dispensing: -

Viscosity: This is the most important single property of lubricating oil. It is the fundamental
characteristic having a bearing on the ability of the oil to maintain a fluid film between
bearing surfaces in spite of the pressure tending to squeeze it out. Friction loss which may be
expected on well-lubricated surfaces.

Cooling water treatment and dispensing: -

 Diesel engine water should be treated in accordance with maintenance instructions

laid down for different classes of locos as per RDSO MI 15.

Diesel Loco block diagram: -

6
Diesel engine: -
The turbocharged diesel engines are "V" type two-cycle engines incorporating the
advantages of low weight per horsepower, positive scavenging air system, solid unit
injection, and high compression.
In a two-cycle engine, each cylinder completes a power cycle in one revolution
of the crankshaft. The piston does not function as an air pump during one crankshaft
revolution as is the case in a four-cycle engine which requires two revolutions of the
crankshaft to complete one power stroke in each cylinder. A separate means is provided in a
two-cycle engine to supply the needed air and to purge the combustion gases from the
cylinder. The engine is equipped with a turbocharger, shown schematically in Figure 0-3 on
page x, to efficiently provide the air needed for combustion and scavenging. The
turbocharger provides an air supply greater than that provided by positive displacement
blowers used on other model engines. During engine operation, the turbocharger utilizes heat
energy in the exhaust from the engine as well as power from the camshaft gear train to drive
the turbine. However, when exhaust heat energy is sufficient to drive the turbine alone, the
gear drive is disengaged by an overrunning clutch. The turbine then drives a centrifugal
blower which furnishes air to the engine. The air from the centrifugal blower is raised to a
higher pressure and like-wise to a higher temperature. It is desirable to reduce the air
temperature to increase its density before it enters the air box surrounding the cylinders. The
air temperature is reduced by passing it through the after coolers as shown in Figure 0-3 on
page x. Thus cooled, air of greater comparable weight and having more oxygen is available to
the engine.
Assuming that the piston is at the bottom of its stroke and just starting up, the
air intake ports and the exhaust valves will be open. Air under pressure enters the cylinder
through the liner ports, pushes the exhaust gases, remaining from the previous power stroke,
out through the exhaust valves and fills the cylinder with a fresh supply of air. When the
piston is 45 ° after bottom dead centre, the air intake ports will be closed by the piston.
Shortly after the air intake ports are closed, the exhaust valves will also be closed, and the
fresh air will be trapped in the cylinder. Closing the exhaust valves after the intake air ports
provides for the greatest efficiency in cylinder scavenging of combustion gases.
As the piston continues upward, it Compresses the trapped air into a very small
volume. Just before the piston reaches top dead centre, the fuel injector sprays fuel into the
cylinder. Ignition of the fuel is practically instantaneous, due to the temperature of the
compressed air trapped in the top of the cylinder. The fuel burns rapidly as the piston is
forced down on the power stroke of the piston. As shown in the timing diagram, the piston
continues downward in the power stroke until the exhaust valves open. The exhaust valves
are opened ahead of the air intake ports to permit most of the combustion gases to escape and
reduce the pressure in the cylinder. When the air intake ports are uncovered by the piston at
450 B.B.D.C. as it continues d0wnward', air from the air box under pressure can immediately
enter the cylinder, scavenging the remaining combustion gases from the cylinder and

7
providing fresh air for combustion. The piston is again at the original starting point of the
description and the cycle of events is repeated.

Arrangement: -
Cylinder location and the designation of the ends and banks of the engine, as
referred to throughout the manual, are shown in Figure 0-4. The governor, water pumps, and
the lube oil pumps are mounted on the "front" of the engine. The turbocharger and the
flywheel are located at the coupling end or "rear" of the engine. Left and right will be in
respect to looking toward the "front" of the engine when standing at the "rear." For
identification and location of internal engine components, refer to engine cross-section insert
drawing in this section.
Major components of the engine are identified by serial numbers for historical
record. When reference is made regarding a part having a serial number, the serial number
should be included in the information as well as other identification used concerning the part.
Following are major engine items identified with a serial number, and its location on the part.

8
 If an engine is to be removed from service and completely overhauled and the interior
repainted, the parts to be painted must be cleaned in a vat of caustic solution to remove old
paint, grease, and oil from the pores of the metal. The caustic solution must be thoroughly
removed by washing the parts in clean hot water, and drying with an air hose. If caustic
cleaning is not done before painting, the paint will peel off the interior of the engine and
contaminate the lube oil lines. Mask off parts not being painted. Use zinc free crankcase
primer sealer on the following: interior bf crankcase, oil pan, air duct, top deck, cylinder head
cover frames, accessory and camshaft drive housings. Do not paint machined surfaces, liners,
heads or seal surfaces. To refinish the engine exterior, remove grease and oil with alkaline
cleaner. Mask off water, fuel and oil fittings. If required, apply coat of primer, then apply
finish coat.

Starting: -
A diesel engine is started by turning over the crankshaft until the cylinders "fire"
or begin combustion. The starting can be done electrically or pneumatically. Pneumatic
starting was used for some engines. Compressed air was pumped into the cylinders of the
engine until it gained sufficient speed to allow ignition, then fuel was applied to fire the
engine. The compressed air was supplied by a small auxiliary engine or by high pressure air
cylinders carried by the locomotive.

9
 Electric starting is now standard. It works the same way as for an automobile,
with batteries providing the power to turn a starter motor which turns over the main
engine. In older locomotives fitted with DC generators instead of AC alternators, the
generator was used as a starter motor by applying battery power to it.

Turbo Charger: -

The amount of power obtained from a cylinder in a diesel engine depends on how
much fuel can be burnt in it. The amount of fuel which can be burnt depends on the amount
of air available in the cylinder. So, if you can get more air into the cylinder, more fuel will be
burnt and you will get more power out of your ignition. Turbo charging is used to increase
the amount of air pushed into each cylinder. The turbocharger is driven by exhaust gas from
the engine. This gas drives a fan which, in turn, drives a small compressor which pushes the
additional air into the cylinder. Turbocharging gives a 50% increase in engine power.

The main advantage of the turbocharger is that it gives more power with no increase in fuel
costs because it uses exhaust gas as drive power. It does need additional maintenance,
however, so there is some type of lower power locomotives which are built without it.

Alternator: -
An alternator is an electrical generator that converts mechanical energy to electrical
energy in the form of alternating current., in the same way as a generator works. In the diesel
electric locos, the prime mover turns an alternator which provides electricity for the traction
motors, either AC or DC.
The traction alternator usually incorporates integral silicon diode rectifiers to provide the
traction motors with up to 1200 volts DC (DC traction, which is used directly) or the
common inverter bus (AC traction, which is first inverted from dc to three-phase ac).
The first diesel electric locomotives, and many of those still in service, use DC generators as,
before silicon power electronics, it was easier to control the speed of DC traction motors.
Most of these had two generators: one to generate the excitation current for a larger main
generator.
Optionally, the generator also supplies head end power (HEP) or power for electric train
heating. The HEP option requires a constant engine speed, typically 900 RPM for a 480 V
60 Hz HEP application, even when the locomotive is not moving.

10
There are basically two alternators used, as follows;
Main Alternator: -

The diesel engine drives the main alternator which provides the power to move the
train. The alternator generates AC electricity which is used to provide power for the traction
motors mounted on the trucks. In older locomotives, the alternator was a DC machine, called
a generator. It produced direct current which was used to provide power for DC traction
motors. Many of these machines are still in regular use. The next development was the
replacement of the generator by the alternator but still using DC traction motors.The AC
output is rectified to give the DC required for the motors. For more details on AC and DC
traction, see the Electronic Power Page on this site.

Auxiliary Alternator: -

Locomotives used to operate passenger trains are equipped with an auxiliary

alternator. This provides AC power for lighting, heating, air conditioning, dining facilities
etc. on the train. The output is transmitted along the train through an auxiliary power line. In
the US, it is known as "head end power" or "hotel power". In the UK, air conditioned
passenger coaches get what is called electric train supply from the auxiliary alternator.

11
Traction Motor: -

Traditionally, these were series-wound brushed DC motors, usually running on

approximately 600 volts. The availability of high-powered semiconductors (thyristors and
the IGBT) has now made practical the use of much simpler, higher-reliability AC induction
motors known as asynchronous traction motors. Synchronous AC motors are also
occasionally used. An induction motor does not require contacts inside the motor. These AC
motors are simpler, and more reliable than the old DC motors. AC induction motors known
as asynchronous traction motors.

Usually, the traction motor is mounted between the wheel frame and the driven axle.
This is called a "nose-suspended traction motor". The problem with this mounting is that
some of the motor's weight is on the axle. This causes the track and frame to wear out
faster. The "Bi-Polar" electric locomotives built by General Electric for the Milwaukee Road
had direct drive motors. The rotating shaft of the motor was also the axle for the wheels.
The DC motor is made in two parts; the rotating armature and the fixed field
windings. The field windings, also called the stator, surrounds the armature. The field
windings are made of tightly wound coils of wire inside the motor case. The armature, also
called the rotor, is another set of coils of wire wound round the central shaft. The armature is
connected to the field windings through brushes. The brushes are spring loaded contacts
pressing against the commutator. The commutator sends the electricity in a circular pattern to
armature windings. A series-wound motor has the armature and the field windings connected
in series. A series-wound DC motor has a low electrical resistance. When voltage is applied
to the motor, it makes a strong magnetic field inside the motor. This produces a high amount
of torque, so it is good for starting a train. If more current than needed is sent to the motor,
there would be too much torque and the wheels would spin. If too much current is sent to the
motor, it could damage the motor. Resistors are used to limit the current when the motor
starts.

12
 As the DC motor starts to turn, the magnetic fields inside start to join together.
They create an internal voltage. This electromagnetic force works against the voltage sent to
the motor. The EMF controls the current flow in the motor. As the motor speeds up, the EMF
falls. Less current flows into the motor, and it makes less torque. The motor will stop
increasing its speed when the torque matches the drag on the train. To accelerate the train,
more voltage must be sent to the motor. One or more resistors are removed to increase the
voltage. This will increase the current. The torque will increase, and so will the speed of the
train. When no resistors are left in the circuit, full line voltage is applied directly to the motor.
On an electric train, the train driver originally had to control the speed by changing
the resistance manually. By 1914, automatic acceleration was being used. This was achieved
by an accelerating relay in the motor circuit. This was often called a notching relay. The relay
would watch the fall of current and control the resistance. All the driver had to do was select
low, medium or full speed. These speeds are called shunt, series and parallel from the way
the motors were wired.

Electronic Control: -

Almost every part of the modern locomotive's equipment has some form of
electronic control. These are usually collected in a control cubicle near the cab for easy
access. The controls will usually include a maintenance management system of some sort
which can be used to download data to a portable or hand-held computer. The output from
the main alternator is AC but it can be used in a locomotive with either DC or AC traction
motors. DC motors were the traditional type used for many years but, in the last 10 years,
AC motors have become standard for new locomotives. They are cheaper to build and cost
less to maintain and, with electronic management can be very finely controlled. To see more
on the difference between DC and AC traction technology try the Electronic Power Page on
this site.

To convert the AC output from the main alternator to DC, rectifiers are
required. If the motors are DC, the output from the rectifiers is used directly. If the motors
are AC, the DC output from the rectifiers is converted to 3-phase AC for the traction motors.
India Railways uses 3 control systems from Medha, Electro-Motive or Siemens ltd.

Medha's MEP system is a microprocessor based modular computer system that controls all
aspects of the locomotive and provide extensive fault diagnostics. Major functions of MEP
include: Engine control, Excitation control, Propulsion control, Wheel slip control, Auxiliary
controls, protections and fault diagnostics.

Features: -

 Constant Gross Horse Power based excitation system always maintain steady load on engine
while ensuring maximum power availability for traction

13
 Option to select either VFD display with menu selection or TFT LCD display with graphical
user interface
 Various auto and manual test modes, including load box, auto test for relays, manual test of
inputs and outputs, self-load test, meters test, excitation test, radiator fan tests and more are
available
 Extensive fault diagnostics and tolerance features with fault data pack recording for several
seconds during fault occurrence. Fault data log can be downloaded to a laptop or USB pen
drive
 In-built Event Recorder capability to store event based data for accident or specific event
analysis.

Advantages

 Improved adhesion and locomotive haulage capacity

 Creep control using individual axle speeds for improved adhesion
 Up to 30% increase in adhesion compared to older analog excitation systems Increased life of
traction equipment
 Thermal modelling of traction motor to protect from high temperature failures
 Protection of Engine, Alternator, Exciter and other equipment by ensuring their operation
within threshold limits. Reliability, Availability and lower maintenance

14
Classification Syntax: -

The first letter (gauge)

• W – Indian gauge (the "W" Stands for Wide Gauge) – 5 ft 6 in (1,676 mm)
• Y – Meter gauge (the "Y" stands for Yard Gauge) – 3 ft 3 3⁄8 in (1,000 mm)
• Z – Narrow gauge – 2 ft. 6 in (762 mm)
• N – Narrow gauge (toy gauge) – 2 ft. (610 mm)

The second letter (motive power)

• D –Diesel
• C – DC electric (can run under DC overhead line only)
• A – AC electric (can run under AC overhead line only)
• CA – both DC and AC (can run under both AC and DC overhead line); 'CA' is
considered a single letter
• B – Battery electric locomotive (rare)

The third letter (job type)

• G – goods
• P – passengers
• M – mixed; both goods and passenger
• S – shunting (also known as switching engines or switchers in the USA and some
other countries)
• U – multiple units (EMU/DMU)
• R – Railcars

WDP-4B CLASS, CO-CO, DIESEL ELECTRIC LOCO

First WDP-4B loco was manufactured by DLW in year 2007. Horse Power of WDP4 loco
was increased to 4500 HP and number of traction motors increased to six (from four in
WDP4) and this loco was designated as WDP -4B. All other design features of both the locos
are identical. Fitment of Six TM's has improved top notch tractive effort and closer dispersion
of tractive effort at higher notches

WDP-4D CLASS, CO-CO, DIESEL ELECTRIC LOCO

To overcome the visibility, constrain being faced by Loco Pilots, twin cab version of WDP4B
locos, was jointly developed by DLW and RDSO. This loco was designated as WDP-4D.
First such loco was turned out from DLW in 2009.Provision of twin cab has sufficiently
improved the visibility for crew and. With the use of fabricated bogie and optimized under

15
frame, an axle load of 20.5 t has been maintained despite accommodating an additional cab at
radiator end.

WDG-5 CLASS, CO-CO, DIESEL ELECTRIC LOCO

Indian Railways was actively looking for ways to enhance the horse power of its current fleet
to meet the current demand for higher horse power locos to address the growing need for
hauling heavier trains and higher throughput. With this intention, Indian Railways evaluated
various options to enhance the horse power of EMD design locos. Indian Railways had
entered into a TOT contract with M/s EMD/ USA in 1995, which included a transfer of
technology for manufacture of WDG4 loco and also included a transfer of technology for
EMD's 5000+hp 20 cylinder 710 series engine. Since, present 16-cylinder engine was not
capable of being upgraded beyond 4500hp, it was decided that the 20-710 engine would be
ideal platform for enhancing the current power of the WDG4 to 5000+hp.
Hence, the 5500 HP design of EMD loco, called WDG5 was developed jointly by EMD and
IR. It brings to IR advanced technologies such as Electronic Fuel Injection (For higher fuel
efficiency and emission control), Electrically Driven Auxiliaries (for higher reliability and
energy efficiency) and user friendly driver console FIRE amongst other state of the art
technologies. Both DLW and RDSO have been active partners in the design of this unique
loco which provides enhanced 5500 HP within the constraints of axle load.

WDG-4D CLASS, CO-CO, DIESEL ELECTRIC LOCO

RDSO & DLW have jointly developed and manufactured in year 2013 a 4500 hp Freight
Loco having twin cab so as to improve visibility for the crew.

16
PROJECTS: -
Oil Level Detection: -

• ULTRA-SONIC MODULE.

This works on the principle of sound trigger and receiver. There is a trigger pin and a
receiver pin. The trigger emits the sound wave the sound waves hit the surface and returns the
receiver detects the sound waves and calculates the time required for the sound wave to
return. This time is then used by the micro-controller to calculate the distance.

• MICRO CONTROLLER (ARDUINO).

The micro-controller used here is Arduino UNO. It is an open source and is easy to
program embedded language. It is program in such a way that it calculates the volume of the
container that is free when oil is poured and gives the amount of oil in the container as the
output in mL. Its has input and output pins assigned by the programmer. The ultra-sonic is
connected to the input and the output to I2C.

17
 • I2C MODULE.

This is just a module which converts the micro-controller output to output readable by the
LCD. This module is attached to the ANALOG output pins assigned by the programmer.

• LCD DISPLAY (16X2).

This simply displays the amount of oil present in the container. It is attached to the I2C
module so as to read the output given by the micro-controller. Its also warns when the oil
level is below the minimum and asks to refill it.

Fluid Pressure Sensing: -

• G1/4 Transducer Sensor 0-0.8MPa
It is used to measure the pressure of the oil flowing to the cylinders. It has three
terminals positive, ground and other one to provide input to the microcontroller.

18
• Microcontroller
The micro-controller used here is Arduino UNO. It is an open source and is easy to
program embedded language. It is program in such a way that it calculates the
pressure of the oil flowing to the piston and gives the output in bar. It has input and
output pins assigned by the programmer. The transducer sensor is connected to the
input and the output to I2C.

• I2C module
This is just a module which converts the micro-controller output to output readable by
the LCD. This module is attached to the ANALOG output pins assigned by the
programmer.

19
 • LCD display
This simply displays the amount of pressure in the pipe. It is attached to the I2C
module so as to read the output given by the micro-controller

Code: -
void setup () { else if((A2>=162)&&(A2<169))
// initialize serial communication at 9600 {
bps:
y=1.1;
Serial.begin(9600);
}
}
else if((A2>=169)&&(A2<176))
// the loop routine runs over and over again
forever: {

void loop() { y=1.2;

// read the input on analog pin 0: }

float y; else if((A2>=176)&&(A2<183))

float s = analogRead(A2); {

if((A2>=155)&&(A2<162)) y=1.3;

{ }

y=1; else if((A2>=183)&&(A2<190))

} {
y=1.4;

20
} }
else if((A2>=190)&&(A2<197)) else if((A2>=246)&&(A2<253))
{ {
y=1.5; y=2.3;
} }
else if((A2>=197)&&(A2<204)) else if((A2>=253)&&(A2<260))
{ {
y=1.6; y=2.4;
} }
else if((A2>=204)&&(A2<211)) else if((A2>=260)&&(A2<267))
{ {
y=1.7; y=2.5;
} }
else if((A2>=211)&&(A2<218)) else if((A2>=267)&&(A2<274))
{ {
y=1.8; y=2.6;
} }
else if((A2>=218)&&(A2<226)) else if((A2>=274)&&(A2<281))
{ {
y=1.9; y=2.7;
} }
else if((A2>=226)&&(A2<232)) else if((A2>=281)&&(A2<288))
{ {
y=2; y=2.8;
} }
else if((A2>=232)&&(A2<239)) else if((A2>=288)&&(A2<295))
{ {
y=2.1; y=2.9;
} }
else if((A2>=239)&&(A2<246))
{ else if((A2>=295)&&(A2<301))
y=2.2; {

21
 y=3; // print out the value you read:
} Serial.println(y);
else if((A2>=301)&&(A2<307)) delay(1000); // delay in between
reads for stability
{
}
y=3.1;
}else if((A2>=307)&&(A2<313))
{
y=3.2;
}else if((A2>=313)&&(A2<319))
{
y=3.3;
}else if((A2>=319)&&(A2<325))
{
y=3.4;
}else if((A2>=325)&&(A2<331))
{
y=3.5;
}else if((A2>=331)&&(A2<337))
{
y=3.6;
}else if((A2>=337)&&(A2<343))
{
y=3.7;
}else if((A2>=343)&&(A2<349))
{
y=3.8;
}else if((A2>=349)&&(A2<355))
{
y=3.9;
}else if((A2>=355)&&(A2<301))
{ y=4;
}

22