Professional Documents
Culture Documents
ACKNOWLEDGEMENT
We are grateful to Mr. V.K. MALIK, C.I. (D.T.C.) of Diesel Loco Shed
Tughlakabad and Mr. S.N. BASU Principal of Training School who
granted us the permission of industrial training in the shed. We would
like to thanks to all those peoples who directly or indirectly helped and
guided us to complete our training and project in the shed, including the
following instructors and technical officers of Diesel Training Centre and
various sections.
Date:-12/07/10
CONTENTS
History
Introduction of Diesel Shed TKD
Fuel section
Control room
C.T.A cell
Turbo Supercharger
Expressor/Compressor
Cylinder Head
Bogie
Fuel Injection Pump (FIP)
CTA Cell
Fuel Section
Control Room
Metallurgical Lab.
Yearly (Mech.)
Pit Wheel Lathe
Running /Mech. /Goods
Running /Mech./Mail
Air Brake
Speedometer
Project stud
To study about Project Study
INDIAN RAILWAY HISTORY
INTRODUCTION
CLASSIFICATION
1. Standard “Gauge” designations and dimensions:-
W = Broad gauge (1.67 m)
Y = Medium gauge ( 1 m)
Z = Narrow gauge ( 0.762 m)
N = Narrow gauge ( 0.610 m)
2. “ Type of Traction” designations:-
D = Diesel-electric traction
C = DC traction
A = AC traction
CA=Dual power AC/DC traction
3. The “ type of load” or “Service” designations:-
M= Mixed service
P = Passenger
G= Goods
S = Shunting
4. “ Horse power ” designations from June 2002 (except WDP-1 & WDM-2
LOCOS)
‘ 3 ’ For 3000 horsepower
‘ 4 ’ For 4000 horsepower
‘ 5 ’ For 5000 horsepower
‘ A ’ For extra 100 horsepower
‘B’ For extra 200 horsepower and so on.
INTRODUCTION
The shed consists of the infrastructure to berth, dismantle, repair and test the
loco and subsystems. The shed working is heavily based on the manual
methods of doing the maintenance job and very less automation processes are
used in sheds, especially in India.
The diesel shed usually has:-
AT A GLANCE
19 WDM2
37 WDM3A
08 WDM3D
11 WDG3A
46 WDP1
26 WDP3A
On roll - 1201
TECHNICAL INNOVATIONS
Based on day-to-day maintenance problems a large number of
innovations/modifications have been conceived and implemented in Diesel
Shed, TKD during 2003-2004 which have improved the reliability and downtime
of locomotives.Some of them are under.
Expressor performance test notch wise
Simulation of test stand facility on the loco itself with the help of
only two small fixtures.
Testing the performance of expressor in diesel locomotive
engines.
Other courses:-
The section is concern with receiving, storage and refilling of diesel and lube
oil. It has 3 large storage tanks and one underground tank for diesel
storage which have a combined storage capacity of 10,60, 000 liters.This
stock is enough to end for 15-16 days The fuel is supplied by truck from
IOC - Panipat refinery each truck diesel sample is treated in diesel lab
and after it in unloaded. Sample check is necessary to avoid water, kerosene
mixing diesel. Two fuel filling points are established near the control
room It also handles the Cardiam compound , lube oil. diesel is only for
loco use if the diesel samples are not according to the standard , the
delivery of the fuel is rejected. Viscosity of lube oil should be 100-1435 CST.
Water mixing reduces the viscosity.
Statement of diesel storage and received is made after every 10 days and the
report is send to the Division headquarter. The record of each truck, wagons
etc are included in it. The record of issued oil is also sending to headquarter.
After each 4 months. A survey is conducted by high level team about the
storage, records etc. 0.1% of total stored fuel oil is given for handling losses by
the HQ. The test reports of diesel includes the type of diesel ( high speed
diesel- Euro-3 with 0.035 % S), reason for test, inspection lot no, store tank no,
batch no. etc.
2.CONTROL ROOM
The schedule of duty, trains and link is decided by the control room according
to the type of trains. If the loco does not return on scheduled time in the shed
then the loco is termed as ‘ over due’ and control room can use the loco of
another shed if that is available.
The lube oil consumption is also calculated by the control room for each loco:-
Lube Oil Consumption (LOC) = Lube oil consumed in liters/ total kms
travelled ×100
Category 1 failures:- If the VIP trains loco fails or the train is delayed by the
failure of another trains loco failure. Failure of the single loco may delay a no
of trains.
Non- reported failures:- the failure or delay of the local passenger trains for 2-3
hours is taken in this category. They are not reported to the higher levels and
can be adjusted in the section operations.
Foreign Railway-FR failures:- If the loco of one division fails in the other division
and affects the traffic seriously in that division. The correspondence in this case
is done by the cell.
Other failures are:-
After every 4 years IOH of loco is done in the shed. After 8years POH of loco is
done at the Charbag loco shed –Lucknow. After 18 years rebuilding of loco is
done at DMW-Patiala. Total life of a loco is 36 years.
3. TURBO SUPERCHARGER
INTRODUCTION
The diesel engine produces mechanical energy by converting heat
energy derived from burning of fuel inside the cylinder. For efficient burning of
fuel, availability of sufficient air in proper ratio is a prerequisite.
In a naturally aspirated engine, during the suction stroke, air is being sucked
into the cylinder from the atmosphere. The volume of air thus drawn into the
cylinder through restricted inlet valve passage, within a limited time would also
be limited and at a pressure slightly less than the atmosphere. The availability
of less quantity of air of low density inside the cylinder would limit the scope of
burning of fuel. Hence mechanical power produced in the cylinder is also
limited.
Pressurising air increases its density, but due to compression heat develops. It
causes expansion and reduces the density. This effects supply of high-density
air to the engine. To take care of this, air is passed through a heat exchanger
known as after cooler. The after cooler is a radiator, where cooling water of
lower temperature is circulated through the tubes and around the tubes air
passes. The heat in the air is thus transferred to the cooling water and air
regains its lost density. From the after cooler air goes to a common inlet
manifold connected to each cylinder head. In the suction stroke as soon as the
inlet valve opens the booster air of higher pressure density rushes into the
cylinder completing the process of super charging.
The engine initially starts as naturally aspirated engine. With the increased
quantity of fuel injection increases the exhaust gas pressure on the turbine.
Thus the self-adjusting system maintains a proper air and fuel ratio under all
speed and load conditions of the engine on its own. The maximum rotational
speed of the turbine is 18000/22000 rpm for the Turbo supercharger and
creates max. Of 1.8 kg/cm2 air pressure in air manifold of diesel engine, known
as Booster Air Pressure (BAP). Low booster pressure causes black smoke due to
incomplete combustion of fuel. High exhaust gas temperature due to after
burning of fuel may result in considerable damage to the turbo supercharger
and other component in the engine.
ROTOR ASSEMBLY
The rotor assembly consists of rotor shaft, rotor blades, thrust collar,
impeller, inducer, centre studs, nosepiece, locknut etc. assembled together.
The rotor blades are fitted into fir tree slots, and locked by tab lock washers.
This is a dynamically balanced component, as this has a very high rotational
speed.
LUBRICATING, COOLING AND AIR CUSHIONING
LUBRICATING SYSTEM
One branch line from the lubricating system of the engine is connected to
the turbo- supercharger. Oil from the lube oils system circulated through the
turbo- supercharger for lubrication of its bearings. After the lubrication is over,
the oil returns back to the lube oil system through a return pipe. Oil seals are
provided on both the turbine and blower ends of the bearings to prevent oil
leakage to the blower or the turbine housing.
COOLING SYSTEM
The cooling system is integral to the water cooling system of the engine.
Circulation of water takes place through the intermediate casing and the
turbine casing, which are in contact with hot exhaust gases. The cooling water
after being circulated through the turbo- supercharger returns back again to
the cooling system of the locomotive.
AIR CUSHIONING
There is an arrangement for air cushioning between the rotor disc and the
intermediate casing face to reduce thrust load on the thrust face of the bearing
which also solve the following purposes.
It prevents hot gases from coming in contact with the lube oil.
Pressurised air from the blower casing is taken through a pipe inserted in the
turbo- supercharger to the space between the rotor disc and the intermediate
casing. It serves the purpose as described above.
AFTER COOLER
It is a simple radiator, which cools the air to increase its density. Scales
formation on the tubes, both internally and externally, or choking of the tubes
can reduce heat transfer capacity. This can also reduce the flow of air through
it. This reduces the efficiency of the diesel engine. This is evident from black
exhaust smoke emissions and a fall in booster pressure.
TABLE 1
Turbo run-down test is a very common type of test done to check the free
running time of turbo rotor. It indicates whether there is any abnormal sound
in the turbo, seizer/ partial seizer of bearing, physical damages to the turbine,
or any other abnormality inside it. The engine is started and warmed up to
normal working conditions and running at fourth notch speed. Engine is then
shut down through the over speed trip mechanism. When the rotation of the
crank shaft stops, the free running time of the turbine is watched through the
chimney and recorded by a stop watch. The time limit for free running is 90 to
180 seconds. Low or high turbo run down time are both considered to be
harmful for the engine.
Defect in Turbochargers
Low Booster Air Pressure (BAP).
Oil throwing from Turbocharger because of seal damage or out of
clearance.
Chimney gasket.
Spring Washers.
INTRODUCTION
All locomotive have individual fuel oil system. The fuel oil system is
designed to introduce fuel oil into the engine cylinders at the correct time, at
correct pressure, at correct quantity and correctly atomised. The system injects
into the cylinder correctly metered amount of fuel in highly atomised form.
High pressure of fuel is required to lift the nozzle valve and for better
penetration of fuel into the combustion chamber. High pressure also helps in
proper atomisation so that the small droplets come in better contact with the
compressed air in the combustion chamber, resulting in better combustion.
Metering of fuel quantity is important because the locomotive engine is a
variable speed and variable load engine with variable requirement of fuel.
Time of fuel injection is also important for better combustion.
The fuel oil system consists of two integrated systems. These are-
The engine stops because of no fuel injected, and this is known as ‘NO-
FUEL’ position. When alignment of helix relief with spill port is delayed, it
results in a partly effective stroke and engine runs at low speed and power
output is not the maximum. When the helix is not in alignment with the spill
port through out the stroke, this is known as ‘FULL FUEL POSITION’, because
the entire stroke is effective.
Oil is then passed through the delivery valve, which is spring loaded. It opens
at the oil pressure developed by the pump plunger. This helps in increasing the
delivery pressure of oil. it functions as a non-return valve, retaining oil in the
high pressure line. This also helps in snap termination of fuel injection, to
arrest the tendency of dribbling during the fuel injection. The specially
designed delivery valve opens up due to the pressure built up by the pumping
stroke of plunger. When the oil pressure drops inside the barrel, the landing on
the valve moves backward to increase the space available in the high-pressure
line. Thus, the pressure inside the high-pressure line collapses, helping in snap
termination of fuel injection. This reduces the chances of dribbling at the
beginning or end of fuel injection through the fuel injection nozzles.
The fuel injection nozzle or the fuel injector is fitted in the cylinder head
with its tip projected inside the combustion chamber. It remains connected to
the respective fuel injection pump with a steel tube known as fuel high
pressure line. The fuel injection nozzle is of multi-hole needle valve type
operating against spring tension. The needle valve closes the oil holes by
blocking the oil holes due to spring pressure. Proper angle on the valve and the
valve seat, and perfect bearing ensures proper closing of the valve.
Due to the delivery stroke of the fuel injection pump, pressure of fuel oil in the
fuel duct and the pressure chamber inside the nozzle increases. When the
pressure of oil is higher than the valve spring pressure, valve moves away from
its seat, which uncovers the small holes in the nozzle tip. High-pressure oil is
then injected into the combustion chamber through these holes in a highly
atomised form. Due to injection, hydraulic pressure drops, and the valve
returns back to its seat terminating the fuel injection, termination of fuel
injection may also be due to the bypassing of fuel injection through the helix in
the fuel injection pump causing a sudden drop in pressure.
Each fuel injection pump is subject to test and calibration after repair or
overhaul to ensure that they deliver the same and stipulated amount of fuel at
a particular rack position. Every pump must deliver regulated and equal
quantity of fuel at the same time so that the engine output is optimum and at
the same time running is smooth with minimum vibration.
The calibration and testing of fuel pumps are done on a specially designed
machine. The machine has a 5 HP reversible motor to drive a cam shaft
through V belt. The blended test oil of recommended viscosity under
controlled temperature is circulated through a pump at a specified pressure
for feeding the pump under test. It is very much necessary to follow the laid
down standard procedure of testing to obtain standard test results. The pump
under test is fixed on top of the cam box and its rack set at a particular position
to find out the quantum of fuel delivery at that position. The machine is then
switched on and the cam starts making delivery strokes. A revolution counter
attached to it is set to trip at 500 RPM or 100 RPM as required. With the cam
making strokes, if the pump delivers any oil, it returns back to the reservoir in
normal state. A manually operated solenoid switch is switched on and the oil
is diverted to a measure glass till 300 strokes are completed after operation of
the solenoid switch. Thus the oil discharged at 300 working strokes of the
pump is measured which should normally be within the stipulated limit. The
purpose of measuring the output in 300 strokes is to take an average to avoid
errors. The pump is tested at idling and full fuel positions to make sure that
they deliver the correct amount of fuel for maintaining the idling speed and so
also deliver full HP at full load. A counter check of the result at idling is done
on the reverse position of the motor which simulates slow running of the
engine.
If the test results are not within the stipulated limits as indicated by the
makers then adjustment of the fuel rack position may be required by moving
the rack pointer, by addition or removal of shims behind it. The thickness of
shims used should be punched on the pump body. The adjustment of rack is
done at the full fuel position to ensure that the engine would deliver full horse
power. Once the adjustment is done at full fuel position other adjustment
should come automatically. In the event of inconsistency in results between
full fuel and idling fuel, it may call for change of plunger and barrel assembly.
Table 2.
Dia.of element(mm) Rack(mm) Required volume of
fuel(cc)
15 mm 30 mm(full load) 351 cc +5/-10
9 mm(Idling) 34 cc +1/-5
17 mm 28 mm (full load) 401 cc +4/-11
9 mm (Idling) 45 cc +1/-5
Errors are likely to develop on the calibration machine in course of time and
it is necessary to check the machine at times with master pumps supplied by
the makers. These pumps are perfectly calibrated and meant for use as
reference to test the calibration machine itself. Two master pumps, one for
full fuel and the other for idling fuel are there and they have to be very
carefully preserved only for the said purpose.
.FUEL INJECTION NOZZLE TEST
The criteria of a good nozzle are good atomization, correct spray pattern and
no leakage or dribbling. Before a nozzle is put to test the assembly must be
rinsed in fuel oil, nozzle holes cleaned with wire brush and spray holes
cleaned with steel wire of correct thickness.
The fuel injection nozzles are tested on a specially designed test stand,
where the following tests are conducted.
SPRAY PATTERN
Spray of fuel should take place through all the holes uniformly and properly
atomized. While the atomization can be seen through the glass jar, an
impression taken on a sheet of blotting paper at a distance of 1 to 1 1/2 inch
also gives a clear impression of the spray pattern.
SPRAY PRESSURE
The stipulated correct pressure at which the spray should take place 3900-
4050 psi for new and 3700-3800 psi for reconditioned nozzles. If the
pressure is down to 3600 psi the nozzle needs replacement. The spray
pressure is indicated in the gauge provided in the test machine. Shims are
being used to increase or decrease the tension of nozzle spring which
increases or decreases the spray pressure
DRIBBLING
There should be no loose drops of fuel coming out of the nozzle before or
after the injections. In fact the nozzle tip of a good nozzle should always
remain dry. The process of checking dribbling during testing is by having
injections manually done couple of times quickly and checks the nozzle tip
whether leaky.
Raising the pressure within 100 psi of set injection pressure and holding it for
about 10 seconds may also give a clear idea of the leakage.
The reasons of nozzle dribbling are (1) Improper pressure setting (2) Dirt
stuck up between the valve and the valve seat (3) Improper contact between
the valve and valve seat (4) Valve sticking inside the valve body.
NOZZLE CHATTER
The chattering sound is a sort of cracking noise created due to free movement
of the nozzle valve inside the valve body. If it is not proper then chances are
that the valve is not moving freely inside the nozzle.
5. BOGIE___________________________________________
INTRODUCTION
Usually two bogies are fitted to each carriage, wagon or locomotive, one at
each end.
Key Components Of a Bogie
The bogie frame itself.
Suspension to absorb shocks between the bogie frame and the rail vehicle
body. Common types are coil springs, or rubber airbags.
At least two wheelset, composed of axle with a bearings and wheel at each
end.
Axle box suspension to absorb shocks between the axle bearings and the
bogie frame. The axle box suspension usually consists of a spring between
the bogie frame and axle bearings to permit up and down movement, and
sliders to prevent lateral movement. A more modern design uses solid
rubber springs.
Brake equipment:-Brake shoes are used that are pressed against the tread
of the wheels.
Traction motors for transmission on each axle.
CLASSIFICATION OF BOGIE
Bogie is classified into the various types described below according to their
configuration in terms of the number of axle, and the design and structure of
the
suspension. According to UIC classification two types of bogie in Indian Railway are:-
Bo-Bo
Co-Co
A Bo-Bo is a locomotive with two independent four-wheeled bogies with all
axles powered by individual traction motors. Bo-Bos are mostly suited to
express passenger or medium-sized locomotives.
RDP tests are done on the frame parts, welded parts, corners, guide links
and rigid structures of bogie and minor cracks can be repaired by welding.
Axle suspension bearings may seizure due to oil leakage, cracks etc. If axle
box bearing’s roller is damaged then replaced it completely.
6. EXPRESSOR________________________________________
INTRODUCTION
In Indian Railways, the trains normally work on vacuum brakes and the
diesel locos on air brakes. As such provision has been made on every diesel
loco for both vacuum and compressed air for operation of the system as a
combination brake system for simultaneous application on locomotive and
train.
In ALCO locos the exhauster and the compressor are combined into one unit
and it is known as EXPRESSOR. It creates 23" of vacuum in the train pipe and
140 PSI air pressure in the reservoir for operating the brake system and use in
the control system etc.
The expressor is located at the free end of the engine block and driven
through the extension shaft attached to the engine crank shaft. The two are
coupled together by fast coupling (Kopper's coupling). Naturally the expressor
crank shaft has eight speeds like the engine crank shaft. There are two types of
expressor are, 6CD,4UC & 6CD,3UC. In 6CD,4UC expressor there are six
cylinder and four exhauster whereas 6CD,3UC contain six cylinder and three
exhauster.
WORKING OF EXHAUSTER
Air from vacuum train pipe is drawn into the exhauster cylinders through the
open inlet valves in the cylinder heads during its suction stroke. Each of the
exhauster cylinders has one or two inlet valves and two discharge valves in the
cylinder head. A study of the inlet and discharge valves as given in a separate
diagram would indicate that individual components like (1) plate valve outer
(2) plate valve inner (3) spring outer (4) spring inner etc. are all
interchangeable parts. Only basic difference is that they are arranged in the
reverse manner in the valve assemblies which may also have different size and
shape. The retainer stud in both the assemblies must project upward to avoid
hitting the piston.
After the first stage of compression and after-cooling the air is again
compressed in a cylinder of smaller diameter to increase the pressure to 135-
140 PSI in the same way. This is the second stage of compression in the HP
cylinder. Air again needs cooling before it is finally sent to the air reservoir and
this is done while the air passes through a set of coiled tubes after cooler.
7. AIR BRAKES
INTRODUCTION
An air brake is a conveyance braking system actuated by compressed air.
Modern trains rely upon a fail preventive air brake system that is based upon a
design patented by George Westinghouse on March 5,1872. In the air brake's
simplest form, called the straight air system, compressed air pushes on a
piston in a cylinder. The piston is connected through mechanical linkage to
brake shoes that can rub on the train wheels, using the resulting friction to
slow the train.
During application, the driver in the loco lowers the BP pressure. This brake
pipe pressure reduction causes opening of brake cylinder inlet passage and
simultaneously closing of brake cylinder outlet passage of the distributor valve.
In this situation, auxiliary reservoir supplies air to brake cylinder. At application
time, pressure in the brake cylinder and other brake characteristics are
controlled by distributor valve.
During release, the BP pressure is raised to 5 kg/cm 2 . This brake pipe pressure
causes closing of brake cylinder inlet passage and simultaneously opening of
brake cylinder outlet passage of the distributor valve.
LAYOUT:-
GEBV
Pressure
gauge
Guard
emergency
brake
system
FP
DC
DC
BP Cut off
angle cock
DV
CR AR
BC BC
PEV
Core
brake
system
Passenger alarm
system
PEAS D PEAS D
The distributor valve connects brake cylinder to atmosphere. The brake
cylinder pressure can be raised or lowered in steps.
There are two case of braking, when only loco move and when entire train
move. Consequently there are two valves in the driver cabin viz SA-9&A-9.
Braking operation of above case is shown in chart below.
VALVES
A-9 Valve
The A-9 Automatic Brake Valve is a compact self lapping, pressure
maintaining Brake Valve which is capable of graduating the application or
release of locomotive and train brakes. A-9 Automatic Brake Valve has five
positions: Release, minimum Reduction, Full Service, Over Reduction and
Emergency.
SA-9 Valve
SA-9 Independent Brake Valve is a compact self lapping, pressure
maintaining Brake Valve which is capable of graduating the application or
release of Locomotive Air Brakes independent of Automatic Brake. The SA-9
Independent Brake Valve is also capable of releasing an automatic brake
application on the Locomotive without affecting the train brake application.
The SA-9 Brake Valve has three positions : quick release, release and
application.
MU 2B VALVE
The MU-2B Valve is a manually operated, two positions and multiple operated
valve arranged with a pipe bracket and is normally used for locomotive brake
equipment for multiple unit service between locomotives equipped with
similar system in conjunction with F-1 Selector Valve.
D-1 Emergency Brake Valve
8. SPEEDOMETER
INTRODUCTION
The electronic speedometer is intended to measure traveling speed and to
record the status of selected locomotive engine parameters every second. It
comprises a central processing unit that performs the basic functions, two
monitors that are used for displaying the measured speed values and entering
locomotive driver’s identification data and drive parameters and a speed
transducer. The speedometer can be fitted into any of railway traction
vehicles. The monitor is mounted on every driver’s place in a locomotive. It is
connected to the CPU by a serial link. Monitor transmits a driver, locomotive
and train identifications data to the CPU and receives data on travel speed,
partial distance traveled, real time and speedometer status from the CPU A
locomotive driver communicates with the speedometer using the monitor: a
keyboard and alphanumeric displays are used for authorization purposes,
travel speed values are monitored on analog and digital displays, whereas
alphanumeric displays, LEDs and a buzzer signal provide information on
speedometer and vehicle status.
WORKING MECHANISM
Speedometer is a closed loop system in which opto-electronic pulse
generator is used to convert the speed of locomotive wheel into the
corresponding pulses. Pulses thus generated are then converted into the
corresponding steps for stepper motor. These steps then decide the
movement of stepper motor which rotates the pointer up to the desired
position. A feed back potentiometer is also used with pointer that provides a
signal corresponding to actual position of the pointer, which then compared
with the step of stepper motor by measuring and control section. If any error is
observed, it corrected by moving the pointer to corresponding position.
Presently a new version of speed-time-distance recorder cum indicator unit
TELPRO is used in the most of the locomotive. Features and other technical
specification of this speedometer are given below.
Salient features
Light weight and compact in size
7-digit odometer
Master-Slave configuration
Applications
Speed indication for driver.
A. Operating conditions
Values
Conditions
Temperature -5°C to +70°C
Relative humidity 95% (max)
Accuracy of Master & Slave ±1.0% of full scale deflection
B. Analogue indication
Values
Factors
Scale spread over 240°
Illumination 12 equally spaced LEDs on dial circumference
Brightness control 0-100% in 10 steps
Dial size 120 mm
Dial colour White with black pointer & numerals
Max speed range 0-150, 0-160 & 0-180 Kmph (can be made as
per customer’s request)
C. Digital indication
Values
Features
LCD display 16x2 character alphanumeric LCD with backlit
control
Time display HH:MM:SS on 24-hour scale
D. General
Values
Factors
Size 145x215x160 mm (typical)
Weight: Master & Slave 3.5 kg (Master); 3.15 kg (Slave)
(approx)
Odometer 7 digit with 1km resolution
Input speed sensing 2 inputs for opto-electronic pulse generator
200 or 100 pulses/rev (configurable)
9. CYLINDER HEAD
INTRODUCTION
The cylinder head is held on to the cylinder liner by seven hold down studs
or bolts provided on the cylinder block. It is subjected to high shock stress and
combustion temperature at the lower face, which forms a part of combustion
chamber. It is a complicated casting where cooling passages are cored for
holding water for cooling the cylinder head. In addition to this provision is
made for providing passage of inlet air and exhaust gas. Further, space has
been provided for holding fuel injection nozzles, valve guides and valve seat
inserts also.
The valve guides are interference fit to the cylinder head with an interference
of 0.0008" to 0.0018". After attention to the cylinder heads the same is
hydraulically tested at 70 psi and 190F. The fitment of cylinder heads is done
in ALCO engines with a torque value of 550 Ft.lbs. The cylinder head is a metal-
to-metal joint on to cylinder.
ALCO 251+ cylinder heads are the latest generation cylinder heads, used in
updated engines, with the following feature:
Made lighter by 8 kgs (Al spacer is used to make good the gap between
rubber grommet and cylinder head.)
Benefits:-
Better heat dissipation
Failure reduced by reducing crack and eliminating sagging effect of fire deck
area.
Crack Inspection: Check face cracks and inserts cracks by dye penetration
test.
Hydraulic Test: Conduct hyd. test (at 70 psi, 200°F for 30 min.) for checking
water leakage at nozzle sleeve, ferrule, core plugs and combustion face.
Dimensional check :
Face seat thickness: within 0.005" to 0.020"
Straightness of valve stem: Run out should not exceed 0.0005"
Free & Compressed height (at 118 lbs.) of springs: 3 13/16" & 4 13/16"
Grind the valves to 45°/30° and ensure continuous hair line contact with valve
guide by checking colour match.
Make pairing of springs and check proper draw on valve locks and proper
condition of groove and locks while assembling of valves.
Lap the face joint to ensure leak proof joint with liner.
Blow by test:
On bench blow by test is conducted to ensure the sealing effect of cylinder
head.
Fit blow-by gadget (Consists of compressed air line with the provision of a
pressure gauge and stopcock) removing decompression plug.
Cut off air supply at 70 psi. Through stop cock and record the time when it
comes down to zero.7 to 10 secs is OK.
10. PIT WHEEL
LATHE
INTRODUCTION
Various type of wear may occur on wheal tread and flange due to wheel
skidding and emergency breaking. Four type of wear may occur as follows:-
Tread wear
Root wear
Flange wear
For maintaining the required profile pit wheel lathe are used. This lathe is
installed in the pit so that wheel turning is without disassembling the axle and
lifting the loco and hence the name “pit wheel lathe”
Wheel turning
Wheel turning on this lathe is done by rotating the wheels, both wheels of an
axle are placed on the four rollers, two for each wheel. Rollers rotate the
wheel and a fixed turning tool is used for turning the wheel.
Different gages are used in this section tocheck the tread profile. Name of
these gages are:-
Star gage
J gage
Continue working when any of the brake cylinder of loco has gotten
jammed.
INTRODUCTION
A part or assembly is said to have failed under one of the three conditions:-
Metallurgical lab.
Ultrasonic test
RDP test.
Metallurgical lab.
Metallurgical lab. concern with the study of material composition and its
properties. Specimens are checked for its desired composition. In this section
various tests are conducted like hardness test, composition test e.g
determination of percentage of carbon, swelling test etc.
Swelling test
Swelling test is performed for rubber in this test percentage increase in
weight of the rubber after immersing in solution is measured and increase in
weight should not be more than 20%. Two type of swelling test viz low swelling
and high swelling are performed in the lab. Three type of oil solution are used
for this purpose listed below:-
ASTM 1
ASTM 2
ASTM 3
Procedure
1. Select specimen for swelling test
Rubber
Broadly there are two types of rubber:
1). Natural rubber- this has very limited applications. It is used in windows and
has a life of 1 year.
When the fresh supply of rubber comes from the suppliers it is tested to know
its type.The test consists of two solutions, solution 1 and solution 2, which are
subjected to the vapors of the rubber under test and then the color change in
solution is used for determination of the type of rubber. The various color
changes are as follows:
Green-SBR
When no color change is observed the vapours are passed through solution 2.
The colour change in solution 2 is: Pink- neoprene.
ULTRASONIC TESTING
In ultrasonic testing, very short ultrasonic pulse-waves with center
frequencies ranging from 0.1-15 MHz and occasionally up to 50 MHz are
launched into materials to detect internal flaws or to characterize materials.
Ultrasonic testing is often performed on steel and other metals and alloys,
though it can also be used on concrete, wood and composites, albeit with less
resolution. It is a form of non-destructive testing.
ZYGLO TEST
The zyglo test is a nondestructive testing (NTD) method that helps to locate
and idetify surface defects in order to screen out potential failure-producing
defects. It is quick and accqurate process for locating surface flaws such as
shrinkage cracks, porosity, cold shuts, fatigue cracks, grinding cracks etc. The
ZYGLO test works effectively in a variety of porous and non-porous materials:
aluminum, magnesium, brass, copper, titanium, bronze, stainless steel,
sintered carbide, non-magnetic alloys, ceramics, plastic and glass. Various
steps of this test are given below:-
Step 6 – inspection
Principles
DPI is based upon capillary action, where low surface tension fluid penetrates
into clean and dry surface-breaking discontinuities. Penetrant may be applied
to the test component by dipping, spraying, or brushing. After adequate
penetration time has been allowed, the excess penetrant is removed, a
developer is applied. The developer helps to draw penetrant out of the flaw
where a visible indication becomes visible to the inspector.
For the proper functioning of diesel shed and to reduce the number of
failures of diesel locos, there is a fixed plan for every loco, at the end of which
the loco is checked and repaired. This process is called scheduling. There are
two types of schedules which are as follows:-
Major schedules
Minor schedule
MINOR SCHEDULES
Schedule is done by the technicians when the loco enters the shed.
After 15 days there is a minor schedule. The following steps are done every
minor schedule & known as SUPER CHECKING.
The engine is checked thoroughly for the abnormal sounds if there is any.
This process should be done nearly four hour only. After this the engine
is sent in the mail/goods running repairs for repairs. There are following types
of minor schedules:-
TRIP-1
Fuel oil & lube check.
TRIP-2
All the valves of the expressor are checked.
MONTHLY-2 SEHEDULE
All the works done in T-2 schedule.
Sump examination.
Strainer cleaned.
MAJOR SCHEDULES
These schedules include M-4, M-8 M-12 and M-24. The M-4 schedule is
carried out for 4 months and repeated after 20 months. The M-8 schedule is
carried out for 8 months and repeated after 16 months. The M-12 is an annual
schedule whereas the M-24 is two years.
Besides all of these schedules for the works that are not handled by the
schedules there is an out of course section, which performs woks that are
found in inspection and are necessary. As any Locomotive arrives in the
running section first of all the driver diary is checked which contains
information about the locomotive parameters and problem faced during
operation. The parameters are Booster air pressure (BAP), Fuel oil pressure
(FOP), Lubricating oil pressure (LOP) and Lubricating oil consumption (LOC).
After getting an idea of the initial problems from the driver’s diary the T-1
schedule is made for inspection and minor repairs.
M-4 Schedule
(1). Run engine; check operation of air system safety valves and expressor
crankcase lube oil pressure.
(2). Stop engine; carry out dry run operational test, check FIP timing and
uniformity of rack setting and correct if necessary.
(3). Engine cylinder head:-Tighten all air and exhaust elbow bolts, check valve
clearance, exhaust manifold elbow etc.
(4). Engine crankcase cover:-Remove crankcase cover and check for any
foreign material. Renew gaskets.
(6). Compressed air and vacuum system:-Check, clean and recondition rings,
piston, Intake strainers, and inlet and exhaust valve, lube oil relief valve,
unloading valve. Drain, clean and refill crankcase.
(9). Clean cyclonic filters, bag filters and check the condition of rubber bellows
of air intake system.
(11). Carry out blow bye test and gauge wheel wears.
13.YEARLY/MECHANICAL
In this section, major schedules such as M-24, M48 and M-72 are carried out.
Here, complete overhauling of the locomotives is done and all the parts are
sent to the respective section and new parts are installed after which load test
is done to check proper working of the parts. The work done in these sections
are as follows:
(7). Checking of push rod and rocker arm assembly. Replacement is done if
bent or broken. Checking of clearance of inlet and exhaust valve.
(8). Examination of piston for cracks, renew bearing shell of connecting rod
fitment. Checking of connecting rod elongation.
(9). Checking of crankshaft thrust and deflection. Shims are added if deflection
is more then the tolerance limit.
(11). Checking of cracks in water header and elbow. Install new gaskets in the
air intake manifold. Overhauling of exhaust manifold is done.
(12). Checking of cracks in crankcase, lube oil header, jumper and tube leakage
in lube oil cooler. Replace or dummy of tubes is done.
(13). Lube oil system- Overhauling of pressure regulating valves, by pass valve,
lube oil filters and strainers is done.
(14). Fuel oil system- Overhauling of pressure regulating valve, pressure relief
valve, primary and secondary filters.
(15). Checking of rack setting, governor to rack linkage, fuel oil high-pressure
line is done.
(16). Cooling water system- draining of the cooling water from system and
cleaning with new water carrying 4 kg tri-phosphate is done. All water system
gaskets are replaced. Water drain cock is sealed. Copper vent pipes are
changed and water hoses are renewed.
(22). Rear T/Motor blower bearing are checked and changed. Greasing of
bearing is done.
(23). Cyclonic filter rubber bellows and rubber hoses are changed. Air intake
filter and vacuum oil bath filter are cleaned and oiled.
(24). Radiators are reconditioned, fins are straightened hydraulic test to detect
leakage and cleaning by approved chemical.
(25). Bogie- Checking of frame links, spring, equalizing beam locating roller pins
for free movement, buffer height, equalizer beam for cracks, rail guard
distance is done. Refilling of center plate and loading pads is done. Journal
bearings are reconditioned.
(27). Wheels- inspection for fracture or flat spot. Wheel are turned and
gauged.
(28). Checking of wear on horn cheek liners and T/M snubber wear plates.
(29). Checking of brake parts for wear, lubrication of slack adjusters is done.
Inspection for fatigue, crack and distortion of center buffers couplers, side
buffers are done.
Water and oil leakage at telltale hole of water pump, turbo return pipes for
leakage and crack, air system for leakage, fuel pump and pipes for leakage,
exhaust manifold for leaks, engine lube oil pressure at idle, turbo for smooth
run down as engine is stopped. Difference in vacuum between vacuum
reservoir pipe and expressor crankcase & and pressure difference across lube
oil filters at idle and full engine speed are recorded.
(33). Brakes at all application positions are checked. Checking of fast and
flexible coupling is done and the expressor is properly aligned. Inspection of
camshaft. Lubrication of hand brake lever and chain.
(39). Additional items for WDP2 locos:-Checking for cracks bogie frame
and bolster. Checking of hydraulic dampers for oil leakage. Check coil
spring for free height. Zyglo test of guide link bolts is performed.
Examination of taper roller bearing for their condition and clearance is
done. Check and change center pivot liners. Checking of tightness of
nuts on brake head pin. Disassembly, cleaning, greasing, repairing,
replacement of brake cylinder parts is done. Ultrasonic test of axles is
performed. Visual Examination of suspension springs for crack and
breakage. Checking of free and working height of spring. Inspection of
bull gear for any visible damage is done and the teeth profile is checked.
Test loco on load box as per RDSO standards.
PROJECT STUDY
Project title :- To study about turbo supercharger of
locomotive
TURBOSUPERCHARGERS
A turbosupercharger, or turbo, is a gas compressor that is used for forced-
induction of an internal combustion engine. It increases the density of air
entering the engine to create more power.
1. ALCO-2600
2. ABB-2300
3. ABB-2600
4. ABB-3100
5. ABB-TPR 61
6. NAPIER-2300
8. NAPIER-3100
*Has two outlets for air in the blower casing and hence uses
two aftercoolers.
12. ELGI
ALCO ASSEMBLY
GE (DOUBLE DISCHARGE) FRONT VIEW
Engine starts running but the Foreign matter/debris caught Provide cleaning and eliminate
turbocharger does not. between the turbine blade tips the cause for the ingress of the
and the shroud ring. foreign matter.
Blade tips rubbing the shroud
ring.
Exhaust gas temperature Fouling or damage to turbine Cleaning the turbine side of the
higher than normal. nozzle or turbine blades. turbocharger or component
replacement.
Turbocharger Vibration Severe unbalance of rotor due Rebalance the rotor assembly.
to dirt or damaged turbine
blades.
Inspect and replace as
Bent rotor shaft. necessary.
Deposits are cleaned with soft wire brush and with either diesel/kerosene +
20% mineral oil solution (80/20 solution).
BEARING CASING:
Compressed air is used to check that the sealing air ducts in the bearing casing
are unobstructed / unchoked.
Oil Passages:
It is cleaned with 80% kerosene/diesel + 20% mineral oil solution (i.e. 80/20
solution).
AIR OUTLET CASING:
The deposits are cleaned with soft wire brush and 80/20 solution.
ROTOR PARTS:
The turbine blades can be cleaned by glass bead blasting. The seating areas for
compressor wheel set, thrust bearing and floating bushes (Bearing compressor
side + Turbine side) are protected by means of rubber sleeve. The cleaning of
the compressor wheel set is carried out with 80/20 solution and therefore with
malmal (piece of cloth).
BEARING PARTS:
All bearing parts, bearing covers are cleaned in 80/20 solution and with malmal
(piece of cloth). Special care is taken to clean the carbon deposits from the “O”
ring grooves and the oil supply/oil drain lines.
Shaft
While the engine is running, many reasons may cause unbalance to the rotor:
If, due to a change of specification, the set of wheels has to be changed for a
new one.
ABRO ROTOR BALNCING MACHINE
The Turbo Rundown Time (TRD) of a turbo is the total time taken by the turbo
to come to a standstill, measured from the instant the crankshaft of the engine
stops. This time should be within a certain limit prescribed by the
manufacturer. If not so, it indicates a fault in the turbo. The rundown times of
different turbos have been mentioned earlier.
1. Secure the loco: Keep the A9 (Train Brake lever) in released condition;
keep the SA9 (Loco brake lever) in an applied condition; switch off the
GF (Generator Field); keep the reverser in neutral condition; and put the
ECS (Engine control switch) in the run mode.
2. Ensure that the water temperature is higher than 49 degrees Celsius.
3. The driver should climb on top of the hood and sight the turbine of the
turbocharger through the chimney.
4. The assistant should raise the engine to 4th notch rpm and allow the
engine to stabilize in speed.
5. The assistant should now shut the engine down by operating the MUSD
(Multiple Unit Shut Down) breaker on the control stand.
6. As the engine begins to stop turning, the assistant must quickly get
down and come to the hood door to the Expressor.
7. He must give a signal to the driver as to the instant the huge engine
stops rotating by looking at the crankshaft of the engine coupled to the
expressor.
8. The driver must count the number of seconds the exhaust turbine takes
to come to a stop, from the instant the engine has come to a standstill.
9. If the turbine (which revolves at 18,000 to 19,000 rpm) takes more than
90 seconds then it is a good turbocharger, any reduction in the period of
spinning down is an indication of a faulty turbo.
REFERENCES:
I.R.I.M.E.E, JAMALPUR
R.D.S.O, LUCKNOW
INTERNET