A MINI PROJECT REPORT ON

“STUDY OF POWER PACK ASSEMBLY IN LOCOMOTIVES

IN SPECIFICATION TO COOLING SYSTEM”

with a special reference to

In

DIESEL LOCO SHED, KAZIPET.

Project Report Submitted

In Partial Fulfilment For The Award Of The Degree Of

BACHELOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING

Submitted by

Mr. D.PRASHANTH (12016T0385)

Mr. M. RAJESH (13016T0436L)

Mr. S.RAKESH (13016T0421L)

Mr. Mohd. ASIF AHEMD (12016T0369)

Mr. Mohd. ASIF UR RAHMAN KHAN (11016T0383)

UNDER THE GUIDANCE OF

SRI. DHEERAJ KUMAR

Sr. Section Engineer
DIESEL LOCO-SHED
KAZIPET
KAKATIYA INSTITUTE OF TECHNOLOGY AND SCIENCE
(An AUTONOMOUS Institute Under Kakatiya University, Warangal)

Opposite Yerragattu Hillock, Warangal, Telangana - 506015

SOUTH CENTRAL RAILWAY

Office of the

Sr. Divi. Mech. Engineer/Diesel,

Diesel loco shed,

Kazipet – 506003.

Ph & fax no. 0870-25761

 certificate
This is to certify that following students of B.Tech (Mech) at KAKATIYA
INSTITUTE OF TECHNOLOGY AND SCIENCE (An AUTONOMOUS Institute
Under Kakatiya University, Warangal), Opposite Yerragattu Hillock, Warangal, Telangana -
506015 have carried out a project on “POWER PACK ASSEMBLY WITH SPECIFICATION TO
COOLING SYSTEM” in diesel Loco shed, Kazipet, during the period from 02-12-2014 to 12-12-
2014

M.RAJESH (13016T0436L)

During the above period his conduct is satisfactory and they have innovating ideas, deserves
encouragement.

(SRI. DHEERAJ KUMAR)

Senior section Engineer

Diesel Loco Shed,

Kazipet – 506003.

SOUTH CENTRAL RAILWAY

Office of the

Sr. Divi. Mech. Engineer/Diesel,

Diesel loco shed,

Kazipet – 506003.
 CONTENTS
 INTRODUCTION TO LOCOMOTIVE WORKSHOP, KAZIPET
 ABOUT INDIAN RAILWAYS
 INDIAN RAILWAY ZONES
 TECHNICAL DETAILS OF INDIAN RAILWAYS
 LOCOMOTIVES IN INDIA
*** CLASSIFICATION OF LOCOMOTIVES
*** TRANSMISSION TYPES OF DIESEL LOCOMOTIVES
>>> DIESEL-MECHANICAL
>>> DIESEL-ELECTRIC
 INDIAN LOCOMOTIVE CLASS WDM-2
 SPECIFICATIONS OF WDM-2
 WORKING OF DIESEL LOCOMOTIVE
 POWER PACK (ENGINE) OF DIESEL LOCOMOTIVE
 TORQUE VALUES OF VARIOUS POWER PACK FITTINGS
 IMPORTANT SIZES OF ENGINE BLOCK
 MAIN PARTS AND ACCESSORIES OF POWER PACK
 COOLING SYSTEM
 SUMMARY
 REFERENCES
 INTRODUCTION TO LOCOMOTIVE WORKSHOP,
KAZIPET.

Diesel loco shed was established on 21th April 1973 with fleet of 30WDM2 locos
and grown up to present loco holding of 142 locos of different types of diesel
locomotives. Diesel loco shed, kazipet is certified for ISO-9001-2000.
ACTIVITIES OF DIESEL LOCO SHED,KAZIPET:
(a) Maintenance of WDM2, WDM3A, WDG3A types.
(b) Yearly shedules of PSU (NTPC/MSEB) locos under deposit works.
(c) Maintenance and operation of 140TBD crane.
(d) Diesel traction training centre for imparting training running staff as
well as maintenance staff.
 ABOUT INDIAN RAILWAYS
Indian Railways abbreviated as IR is the central government-owned railway
company of India, which owns and operates most of the country's rail
transport. It is overseen by the Ministry of Railways of the Government of
India. Indian Railways is administered by the Railway Board, which has a
financial commissioner, five members and a chairman.

Indian Railways has more than 64,215 kilometres (39,901 miles) of track and
7,083 stations. It has the world's fourth largest railway network after those of
the United States, Russia and China. The railways traverse the length and
breadth of the country and carry over 30 million passengers and 2.8 million
tons of freight daily. It is one of the world's largest commercial or utility
employers, with more than 1.6 million employees. As to rolling stock, IR
owns over 230,000 (freight) wagons, 60,000 coaches and 9,000 locomotives.

Railways were first introduced to India in 1853. By 1947, the year of India's
independence, there were forty-two rail systems. In 1951 the systems were
nationalised as one unit, becoming one of the largest networks in the world.
IR operates both long distance and suburban rail systems on a multi-gauge
network of broad, metre and narrow gauges. It also owns locomotive and
coach production facilities.
 INDIAN RAILWAY ZONES
Indian Railways is divided into zones, which are further sub-divided into
divisions. The number of zones in Indian Railways increased from six to eight
in 1951, nine in 1952, and finally 17 in 2010. Each zonal railway is made up
of a certain number of divisions, each having a divisional headquarters. There
are a total of sixty-seven divisions.

Each of the seventeen zones, including Kolkata Metro, is headed by a General

Manager (GM) who reports directly to the Railway Board. The zones are
further divided into divisions under the control of Divisional Railway
Managers (DRM). The divisional officers of engineering, mechanical,
electrical, signal and telecommunication, accounts, personnel, operating,
commercial and safety branches report to the respective Divisional Manager
and are in charge of operation and maintenance of assets. Further down the
hierarchy tree are the Station Masters who control individual stations and the
train movement through the track territory under their stations' administration.
 TECHNICAL DETAILS OF INDIAN RAILWAYS
TRACK AND GAUGE:
Indian railways uses four gauges, the 1,676 mm (5 ft 6 in) broad gauge which
is wider than the 1,435 mm (4 ft 8 1⁄2 in) standard gauge; the
1,000 mm (3 ft 3 3⁄8 in) metre gauge; and two narrow gauges,
762 mm (2 ft 6 in) and 610 mm (2 ft) . Track sections are rated for speeds
ranging from 75 to 160 km/h (47 to 99 mph).

The total length of track used by Indian Railways was about 114,000 km
(71,000 mi) while the total route length of the network was 64,215 km (39,901
mi) on 31 March 2011. About 33% of the route-kilometre and 44% of the total
track kilometre was electrified on 31 March 2011.
 LOCOMOTIVES IN INDIA
Locomotives in India consist of ELECTRIC and DIESEL locomotives.
STEAM locomotives are no longer used, except in heritage trains.
Locomotives are also called locos or engines.

CLASSIFICATION OF LOCOMOTIVES:
In India, locomotives are classified according to their track gauge, motive
power, the work they are suited for and their power or model number. The
class name includes this information about the locomotive. It comprises 4 or 5
letters. The first letter denotes the track gauge. The second letter denotes their
motive power (Diesel or Electric) and the third letter denotes the kind of
traffic for which they are suited (goods, passenger, mixed or shunting).

The fourth letter used to denote locomotives' chronological model number.

However, from 2002 a new classification scheme has been adopted. Under
this system, for newer diesel locomotives, the fourth letter will denote their
horsepower range. Electric locomotives don't come under this scheme and
even all diesel locos are not covered.

A locomotive may sometimes have a fifth letter in its name which generally
denotes a technical variant or subclass or subtype. This fifth letter indicates
some smaller variation in the basic model or series, perhaps different motors,
or a different manufacturer. With the new scheme for classifying diesel
locomotives the fifth item is a letter that further refines the horsepower
indication in 100 hp increments: 'A' for 100 hp, 'B' for 200 hp, 'C' for 300 hp,
etc. So in this scheme, a WDM-3A refers to a 3100 hp loco, while a WDM-3F
would be a 3600 hp loco.
TRANSMISSION TYPES OF DIESEL LOCOMOTIVES:
Unlike steam engines, internal combustion engines require a transmission to
power the wheels. The engine must be allowed to continue to run when the
locomotive is stopped.

1) DIESEL-MECHANICAL: A diesel-mechanical locomotive uses a

mechanical transmission in a fashion similar to that employed in most
road vehicles. This type of transmission is generally limited to low-
powered, low speed shunting (switching) locomotives, lightweight
multiple units and self-propelled railcars. There is usually a fluid
coupling interposed between the engine and gearbox, and the gearbox is
often of the epicyclic (planetary) type to permit shifting while under
load.
2) DIESEL-ELECTRIC: In a Diesel-electric locomotive, the Diesel
engine drives an electrical generator whose output provides power to the
traction motors. There is no mechanical connection between the engine
and the wheels. The important components of Diesel-electric propulsion
are the Diesel engine (also known as the prime mover), the main
generator, traction motors and a control system consisting of the engine
governor as well as electrical and/or electronic components used to
control or modify the electrical supply to the traction motors, including
switchgear, rectifiers and other components.
 INDIAN LOCOMOTIVE CLASS WDM-2

The class WDM-2 is Indian Railways' workhorse diesel locomotive. The first
units were imported fully built from the American Locomotive Company
(Alco) in 1962. Since 1964, it has been manufactured in India by the Diesel
Locomotive Works (DLW), Varanasi. The model name stands for broad
gauge (W), diesel (D), mixed traffic (M) engine. The WDM-2 is the most
common diesel locomotive of Indian Railways.

The WDM-2A is a variant of the original WDM-2. These units have been
retro-fitted with air brakes, in addition to the original vacuum brakes. The
WDM-2B is a more recent locomotive, built with air brakes as original
equipment. The WDM-2 locos have a maximum speed of 120 km/h (75 mph),
restricted to 100 km/h (62 mph) when run long hood forward - the gear ratio is
65:18.
SPECIFICATIONS OF WDM-2:
 Builders: Alco, DLW
 Engine: Alco 251-B, V-16 cylinder, 2600hp (2430hp site rating) with
Alco 710/720 turbocharger. 1000rpm max, 400rpm idle; 228mm x
266mm bore/stroke; compression ratio 12.5:1. Direct fuel injection,
centrifugal pump cooling system (2457 l/min @ 1000rpm), fan driven
by eddy current clutch (86hp @ engine rpm 1000).
 Governor: GE 17MG8 / Woodwards 8574-650.
 Transmission: Electric, with BHEL TG 10931 AZ generator
(1000rpm, 770V, 4520A).
 Traction motors: GE752 (original Alco models) (405hp), BHEL
4906 BZ (AZ) (435hp) and (newer) 4907 AZ (with roller bearings)
 Axle Load: 18.8 tonnes, total weight 112.8t.
 Bogies: Alco design asymmetric cast frame trimount (Co-Co) bogies
(shared with WDS-6, WDM-7, WAM-4, WCAM-1, WCG-2).
 Starting TE: 30.4t, at adhesion 27%.
 Gauge: 1,676mm
 Wheel Diameter: 1,092mm
 Wheelbase: 12,834mm
 Total length: 17,120mm
 Width: 2,864mm
 Height: 4,185mm
 Length over buffer beams: 15,862mm.
 Distance between bogies: 10,516mm.
WORKING OF DIESEL LOCOMOTIVE

Most of the diesel locomotives (including WDM-2) are actually Diesel

Electric Locomotives. An internal combustion diesel engine rotates an electric
generator first, producing electric current. The electricity thus produced by the
generator is fed to different electric motors, placed near to loco axles. This
motor output is connected mechanically to the wheels through suitable gear
systems.
POWER PACK (ENGINE) OF DIESEL LOCOMOTIVE

This is the main power source for the locomotive. It comprises a large
cylinder block, with the cylinders arranged in a V-shaped arrangement
(generally V-12 or V-16). The engine rotates the drive shaft at up to 1,000
rpm and this drives the various items needed to power the locomotive. As
the transmission is electric, the engine is used as the power source for the
electricity generator or alternator, as it is called nowadays.
 CROSS SECTIONAL VIEW OF POWER PACK

ENGINE: Alco 251-B, V-16 cylinder, 2600hp (2430hp site rating) with Alco
710/720 turbocharger. 1000rpm max, 400rpm idle; 228mm x 266mm
bore/stroke; compression ratio 12.5:1. Direct fuel injection, centrifugal pump
cooling system (2457 l/min @ 1000rpm)
 TORQUE VALUES OF VARIOUS POWER PACK
FITTINGS

TORQUE VALUE
S.NO. PARTICULAR/ ITEM (lbs-ft)
1 GENERATOR MOUNTING BOLT 1150
2 GENERATOR COUPLING BOLT 660-735
3 EXTENSION SHAFT MOUNTING BOLT 450-500
4 CAMSHAFT DAMPER SPECIAL NUT 80-85
5 CAMSHAFT ASSEMBLY BOLT 90
6 CYLINDER HEAD NUT
*1st STAGE 100
*2nd STAGE 300
*3rd STAGE 550
7 WATER JUMPER PIPE BOLT 75
8 AIR INLET ELBOW BOLT 75
9 AIR INLET SPECIAL NUT 150
10 WATER RISER BASE BOLT 150
11 WATER RISER U- CLAMP 75
12 ROCKER ARM ASSEMBLY BOLT 320
13 STRONG BACK BOLT 300
14 EXHAUST MANIFOLD CLAMP 50
15 EXHAUST PIPE (from cyl. head) 60
16 FIP SUPPORT CROSSHEAD BOLT 140-150
17 FIP FOUNDATION BOLT 60
18 FUEL BENZO (from header pipe) 35
19 WATER PUMP, LUBE OIL PUMP BASE 140-150
BOLT
20 ENGINE VIBRATION DAMPER DOWEL 150
BOLT
21 ENGINE VIBRATION DAMPER 200
ASSEMBLY BOLT
 IMPORTANT SIZES OF ENGINE BLOCK
(All dimensions are in inches)

S.NO. PARTICULAR/ ITEM NEW LIMIT

1 CRANKSHAFT:
## CRANKSHAFT MAIN JOURNAL DIA 8.498(min)
8.500(max) 8.496

## CRANKSHAFT CRANKPIN DIA 5.998(min)

6.000(max) 5.996

## CRANKSHAFT THRUST CLEARANCE 0.010(min)

0.017(max) 0.035

2 BLOCK BORE:
## MAIN BORE WITHOUT SHELL 9.0355(min) 9.035
9.0370(max) 9.0385

## CYLINDER BLOCK BORE 10.621(min)

10.623(max)

## OUTER DIA OF SLEEVE 10.627(min)

10.629(max)

## INTERFERENCE B/W SLEEVE & BLOCK 0.004(min)

0.008(max)

## INTERNAL DIA OF SLEEVE AFTER 10.249(min)

PRESSING 10.254
10.252(max)

## OVALITY PERMISSIBLE 0.003(max)

 3 CRANKSHAFT SPLIT GEAR:
## CRANKSHAFT KEY INTERFERENCE 0.0000(min)
0.0005(max)

## GEAR SIDE CLEARANCE 0.007(min)

0.023(max)

## SPLIT LINE CLEARANCE 0.0015(max)

***All the dimensions and torque values of various engine parts and fittings
should be taken under consideration during the power pack assembly process.
The values should neither be exceeded nor should be less than the standard
values. They should be kept within the provided range***
MAIN PARTS AND ACCESSORIES OF POWER PACK
The POWER PACK (engine) of the diesel locomotive consists of various
parts and accessories fitted and attached to it. The LUBE OIL SUMP,
ENGINE BLOCK and HEADER are combined together to form the power
pack during the assembling process of the power pack. Some of the most
important parts and accessories of the power pack are as follows:

LUBE OIL HEADER, LUBE OIL SCREEN, LUBE DRAIN PIPE, LUBE
OIL PUMP, WATER PUMP, S-PIPE, CRANKSHAFT, CAMSHAFT,
CONTROL SHAFT, EXTENSION SHAFT, CYLINDER LINER, PISTONS,
CYLINDER HEADS, ROCKER ARMS, PUSH RODS, WATER JUMPER,
WATER CHANNEL, WATER RISER, EXHAUST MANIFOLD,
COMPRESSION CHAMBER EXHAUSTER MOTOR, GOVERNOR,
FIP(FUEL INJECTION PUMP), CAMSHAFT GEAR, SPLIT GEAR,
TURBO SUPERCHARGER, AC(AFTER COOLING) CORE, OIL
CATCHER, VIBRATION DAMPER, INJECTOR NOZZLES, INLET &
EXHAUST VALVES, BUBBLE CRUSHERS, CROSSHEAD and many
more…

DESCRIPTION OF ENGNE COMPONENTS:

 LUBE OIL PUMP: This pump helps in the circulation of the lube oil
to various parts and accessories of the power pack for the purpose of
lubrication. It draws the lube oil from lube oil header and circulates it
with required optimum pressure to various parts.
 WATER PUMP: It is a type of centrifugal pump whose main function
is to circulate water through parts and accessories of the power pack
necessary to cool and reduce the temperature by absorbing heat.
 LUBE OIL SCREEN: It acts as a filter which helps in filtering of the
lube oil coming to the sump after circulation to various parts. It separates
impurities and metal parts from the lube oil.

ENGINE BASE : The engine base of ALCO locos WDM2,WDM4,

are made from weldable quality steel with 0.2% carbon. The engine base
of ALCO locos has following functions

It has to

(a) Support the engine block.

(b) Serves as oil pump.
(c) Accommodate lube oil main header.
(d) Take lube oil pump and water pump at the free end.
(e) Allow openings for crank case inspection.

A perforated screen is fitted to the base to prevent foreign matter

like pieces of metal etc. getting access to the sump.
 ENGINE BLOCK: The engine block is the most important and very
highly stressed structure on which are fitted a number of fittings like crank
shaft, cam shaft, cylinder heads, cylinder liners, pistons, connecting rods,
fuel injection pump, cross heads, turbo support, governor etc. to form a
complete power pack. The engine block is made of low carbon steel.

PISTON: The piston is the most important component in the diesel engine
as it takes direct part in transmission of power. The combustion of fuel
results in large amount of heat being developed out of this 18% of heat is
absorbed by piston only.

The functions of piston are

(a) It compresses the air to required pressure and temperature.

(b) It receives the thrust of expanding gases and transmits the force
through connecting rod (for rotating crankshaft).
(c) It forms the cross head through which side thrust due to angularity
of connecting rod is transmitted to the cylinder wall.
(d) With the help of piston rings it prevents leakage of gas for
combustion chamber to crank case.

The cast iron is best suited material for manufacturing of pistons.

PISTON RINGS: The main functions of piston rings are:

(a) sealing of combustion chamber and thus prevents blow by of air

and high temperature combustion gases from getting access to
crank case.
(b) Scraps down excess lube oil from walls of cylinder liner and thus
prevents reaching lube oil into combustion chamber.

Piston rings are made of malleable grey cast iron with open
graphite structure and a hard pear

CONNECTING ROD:

Connecting rod is a member connecting piston and crankshaft and is a

medium for converting the reciprocating motion to rotary motion. In four
stroke engines during the compression and power stroke it is subjected to
high compressive load. In suction stroke it under goes high tensile stress. In
case of two cycle engine the connecting rod is only subjected to
compressive load. The connecting rod length is usually about 4 to 5 times
of crank radians. They are I beam sections of fine grained fully viewed
alloy steel forging. The connecting rods are having a fine drilled hole from
the big end to the small end of transporting oil for lubrication at small end
bearing and piston pin and for cooling of piston.
 CRANKSHAFT: It is the important shaft of the power pack. The engine
crank shaft is probably the singular costlier item in the diesel engine.it is
the medium of transforming reciprocating motion to rotary motion. It is
connected to the camshaft via split gear which is connected to the camshaft
gear. Also, on one end of the crankshaft, the main generator is connected
and on the other end an extension shaft is being fitted which drives the
expressor.

. The ALCO crankshafts are manufactured from chrome-molybdenum

steel equivalent to SAE 4140

 EXPRESSOR: The expressor (Combined compressor and exhauster)

unit produces vacuum and the constant supply of compressed air for the
locomotive and train brakes and for various accessories.
 CAMSHAFT: In diesel engine the cam shaft perform the vital role of
opening and closing inlet and exhaust valves and allowing timely
injection of fuel inside the cylinder. The two camshafts are driven by the
crankshaft by the split gear. The camshafts have three lobes for
operating the inlet valves, the exhaust valves and the FIP. They are
located on each side of the V- shaped engine cylinders.
 LINERS: The liners form the wall of combustion chamber as well as it
also guides the movement of piston inside it. Liners are mainly of two types
i,e (a) dry liner (b) wet liner.

(a) Dry liners are those which does not come in direct contact with
coolant but fits in as a sleeve inside an already complete cylinder.
The temperature of the inside surface of dry liner is higher than
corresponding wet liner. Dry liner are in use in only very small
engines.
(b) Wet liners are those which not only from the cylinder wall, but
also form a part of water jackets. ALCO locomotives are fitted
with wet liners, which have slight interference fit on upper and
lower deck.

The ALCO cylinder liners are made of high strength also grained alloy
cast iron heat treated to relive stresses.
CYLINDER HEAD: The cylinder head is the held on 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 us complicated casting
where cooling passages are cored for holding water for cooling the
cylinder. In addition to this provision is made for providing passages of
inlet air and exhaust gas. Further, space has been provided for holding fuel
injection nozzle, valve guide and valve seat inserts also.

TURBO SUPERCHARGER: Turbo charger is basically a turbine

powered by the residual energy of the exhaust gases from the engine. The
turbine in turn runs a compressor which compresses the intake air, thus
providing more oxygen for combustion. As a result more power can be
extracted from the same engine block. 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.
 FUEL INJECTION PUMP: Ignition in a diesel engine is achieved by
compressing air inside a cylinder until it gets very hot and then injecting
a fine spray of fuel oil to cause a miniature explosion. The explosion
forces down the piston in the cylinder and this turns the crankshaft. To
get the fine spray needed for successful ignition the fuel has to be
pumped into the cylinder at high pressure. The fuel injection pump is
operated by a cam. The fuel is pumped into an injector, which gives the
fine spray of fuel required in the cylinder for combustion.

 COMPRESSION CHAMBER EXHAUSTER MOTOR: Due to

wear out of the piston rings, certain amount of compressed gases escapes
to the sump. This motor helps in escaping of these blow by gases from
the sump to avoid explosion and other harmful effects. This motor is
also known as the CC MOTOR.
 GOVERNOR: Once a diesel engine is running, the engine speed is
monitored and controlled through a governor. The governor ensures that
the engine speed stays high enough to idle at the right speed and that the
engine speed will not rise too high when full power is demanded. The
governor consists of a rotating shaft, which is driven by the diesel
engine. A pair of flyweights is linked to the shaft and they rotate as it
rotates. The centrifugal force caused by the rotation causes the weights
to be thrown outwards as the speed of the shaft rises. The flyweights are
linked to a collar fitted around the shaft by a pair of arms. As the
weights move out, so the collar rises on the shaft. If the weights move
inwards, the collar moves down the shaft. The movement of the collar is
used to operate the fuel rack lever controlling the amount of fuel
supplied to the engine by the injectors.

 OIL CATCHER: It is mounted on the generator side to avoid the any

lube oil entering the generator parts as it may damage the generator. It
catches the lube oil and drain it to the sump.

 EXHAUST MANIFOLD: It helps in the collection of burnt exhaust

gases from various cylinders of the power pack and transfer it to the
turbo supercharger. These exhaust gases drives the turbine of the
turbocharger.
 VIBRATION DAMPERS: The function of vibration damper is to damp
the oscillatory and rotator vibrations that are caused due to the
movement of the crankshaft and other rotator parts of the power pack.
 MAIN GENERATOR: The diesel engine drives the main generator
which provides the power to move the train. The generator generates
electricity which is used to provide power for the traction motors
mounted on the trucks (bogies). Due to recent development, the
replacement of the generator by an alternator is going on.

 AUXILIARY GENERATOR: Locomotives used to operate passenger

trains are equipped with an auxiliary alternator. This provides power for
lighting, heating, air conditioning, dining facilities etc. on the train. The
output is transmitted along the train through an auxiliary power line.
COOLING SYSTEM

OBJECTIVE
To understand about
 the need for cooling system in a diesel engine
 the benefit of water cooling system
 harmful effects of natural water in cooling system
 the method of water treatment and the quality of treated water
 the water cooling system of WDM2 Locomotive

STRUCTURE
1. Introduction
2. Cooling water and its treatment
3. Cooling water system of wdm2 locomotive engine
4. Water pump
5. Modifications in cooling system
6. Maintenance
7. Maintenance schedule
8. Summary
INTRODUCTION TO COOLING SYSTEM:
After combustion of fuel in the engine, about 25-30 % of heat produced
inside the cylinder is absorbed by the components surrounding the
combustion chamber like piston, cylinder, cylinder head etc. Unless the
heat is taken away from them and dispersed elsewhere, the components are
likely to fail under thermal stresses. All internal combustion engines are
provided with a cooling system designed to cool the excessively hot
components, distribute the heat to the other surrounding components to
maintain uniform temperature throughout the engine, and finally dissipate
the excess heat to atmosphere to keep the engine temperature within
suitable limits. Different cooling systems, like air cooling, water cooling
are adopted, depending on the engine design, working conditions and
service etc.. The advantage of having a water cooling system is that it
maintains a uniform level of temperature throughout the engine and by
controlling the water temperature, the engine temperature can be controlled
effectively.

COOLING WATER AND ITS TREATMENT

Although natural water can meet the basic requirement, its use is prohibited
for the cooling of the engine because it contains many dissolved solids and
corrosive elements. Some of the dissolved solids may form scales on the
heat exchanger surface and reduce the heat transfer coefficient. It also
accelerates corrosion. Other minerals get collected in the form off sludge at
an elevated temperature. This sludge may get deposited at the low-pressure
zone and choke the passage of circulation. The insulation caused by the
scale deposits results in unequal expansion and localized stress, which may
eventually rupture the engine block, cylinder block, cylinder heads etc. to
eliminate all of these, distilled or de-mineralized water is used in the
cooling system of the diesel locomotive.
The water sample is tested for chromate concentration, hardness, pH value,
and chloride content. In case Chromate concentration is found lower than
the required quantity, mixture is added. Water is changed if hardness and
chloride is higher than the recommended limit. Water is also changed if
found contaminated with oil etc.
When water is changed due to contamination etc. the system is cleaned by
adding Tri-Sodium Phosphate, and circulating water for 45min, this water
is drained out, and fresh distilled water with chromate mixture is filled in
the locomotive.

COOLING WATER SYSTEM

The WDM2 class locomotives have a closed circuit non-pressurised water
cooling system for the engine. The system is filled in by 1210 ltrs. Of
distilled water or demineralised water treated with nonchromate corrosion
inhibitor (Borate nitrite treatment) to maintain a concentration of 4000
PPM. The pH value is '8.5-9.5'. The water circuit has two storage tanks in
two segments known as expansion tanks on top of the locomotive. Apart
from supplementing in case of shortage in the system, these interconnected
tanks have some empty space left at the top to provide expansion to the
water when it is hot. A centrifugal pump driven by the engine crankshaft
through a gear sucks water from the system and delivers it through outlet
under pressure. The outlet of the pump has three branch lines from a three-
way elbow. The branching off leads water to the different places as
follows-
1. To the turbo-supercharger through a flexible pipe to cool the
intermediate casing, bearings on both sides of the rotor and the turbine
casing. After cooling the components in the turbo-supercharger, water
return to the inlet side of the pump through a bubble collector. The bubble
collector with a vent line is a means to collect air bubbles formed due to
evaporation and pass it onto the expansion tank, so that thy cannot cause air
lock in the water circulatory system.
2. The second line leads to the left bank of the cylinder block and
water enter the engine block and circulates around the cylinder liners,
cylinder heads on the left bank of the engine, and then passes onto the
water outlet header. Individual inlet connections with water jumper pipes
and outlet water riser pipes are provided to each cylinder head for entry and
outlet of water from cylinder head to the water outlet header. Cooling of
cylinder liners, piston rings, cylinder heads, valves, and fuel injection
nozzles are done in this process. Water then proceeds the left side radiator
for circulation through it, and releases its heat into the atmosphere to cool
itself down before recirculation through the engine once again.
3. The third connection from the three-way elbow leads to the right
side of the cylinder block. After cooling the cylinder liners, heads etc. on
the Right Bank the water reaches the right side radiator for cooling itself.
Before it enters the radiator, a connection is taken to the water temperature
manifold where a thermometer is fitted to indicate the water temperature.
Four other temperature switches are also provided here, out of which T1 is
for starting the movement of radiator fan at 60O C slowly through the eddy
current clutch. The second switch T2 picks up at a water temperature of
64O C and accelerates the radiator fan to full speed. The third switch is the
ETS3 (Engine Temperature Switch),set at 90 degree calcius protection
against hot engine, which gives bell alarm and red lamp indication. The
fourth switch is ETS4 (set at 95 degree calcius) which brings the engine
back to the idling speed and power cutoff also takes place to reduce load on
the engine. In this situation the GF switch is cut off and engine is notched
up to full notch. It helps in bringing down the cooling water temperature
quickly with the radiator fan moving at full speed. Water temperature is
controlled by controlling the movement of the radiator fan. Cooling water
from the left side radiator passes through the lube oil cooler, where water
circulates inside a bunch of element tubes and lube oil circulates around the
tubes. Thus passing through the lube oil cooler and cooling the lube oil, it
unites with the suction pipe for recirculation through the cooling circuit.
Cooling water from right side radiator passes through after cooler, where
water circulates inside a bunch of element tubes and cooling the charge air,
it unites with the suction pipe for recirculation.
Apart from hot engine protection, another safety is also provided by way of
low water switch (LWS). In the event of cooling water level falling below
one inch from the bottom of the tank, the LWS shuts down the engine
through the governor with warning bell and alarm indication to ensure the
safety of the engine. Vent lines are provided from the after cooler, lube oil
cooler, radiators. Turbo-supercharger vent box and bubble collectors etc.
are provided to maintain uninterrupted circulation of cooling water by
eliminating the hazards of air locks in the system.
Cooling water is subjected to laboratory tests at regular intervals for quality
controls. Contamination, chloride contents, and hardness etc.. are checked
to reduce corrosion and scaling. The concentration of anti-corrosive
mixture is also checked and laboratory advises corrective action in case of
contamination. Proper quality control of cooling water and use of proper
quantity of nonchromate corrosion inhivitor prevents scaling and corrosion
in the system, and ensures longer life of the components. Normally 8.2kg is
added for new water in WDM2 locomotive.
WATER PUMP

MODIFICATIONS PERTAINING TO COOLING WATER SYSTEM OF

WDM2 LOOMOTIVE

Louvred fin radiator: - The radiator core has been redesigned by

providing louvred fins thereby increasing the cooling capacity by 14%
due to improved air flow pattern through the radiator.

High efficiency turbochargers:- High efficiency turbochargers has been

provided on the fuel efficient version of wdm2 locos. This has resulted in
lowering of the exhaust gas temperature by around 15% with modified after
cooler.
Large after cooler & water connection:- Large after cooler & water
connection has been provided on the fuel efficient locos. This has reduced
the heat input to the cooling system.

Revision of ETS setting :- The setting of ETS3 is raised to 90 deg.C from

85 deg.C in order to avoid frequent hot engine alarms. Subsequently, with
the introduction of pressurised cooling water system, one more ETS is
added with the idea of providing only hot engine alarm through ETS3 at 90
deg. C and bringing the engine to idle by ETS4 at 95 deg. C. This change
not only reduces the occurrences of hot engine alarm but also increases the
heat transfer potential of the radiator at high temperature.

Revised setting of OPS:- The setting of low lube oil pressure switch on
WDM2 locos used to be 1.8 kg/ cm2 with a view to obviate the problem of
engine shutting down due to operation of OPS while suddenly easing
throttle from higher notches to idle, particularly during summer season, the
OPS setting has been revised to 1.3 kg/ cm2.
Pressurisation of cooling water system:- The cooling water circuit has
been pressurised upto 7 psi thereby increasing the boiling point by 11 deg.
C. This has not only increased the margin before the cooling water gets
converted to steam but has also increased the temperature differential
acrossed the radiators at peak engine temperature, thereby increasing the
rate of cooling in radiators. This has been achieved by providing a pressure
cap assembly on the water tank.
Flexible water inlet elbow:- Rubber hose type flexible water inlet elbow
has been developed in place of the rigid one piece metallic water inlet
elbow for obtaining better leakproofness even in face of mislignments
between the engine block and the cylinder head.

Digital water temperature indicator cum switch:- This has been

developed to replace the existing water temperature gauge as well as the
four engine temperature switches whose performance was quite unreliable.
This aims at ensuring operation of radiator fan and alarm at proper
temperature.
Electronic water level indicator cum switch:- This has been developed
to replaced the existing water level gauge as well as the low water switch.
This indicator shall give precise and reliable information regarding the
water level to the driver in the cab itself.
Improved type pipe joints:- This has been improved to replace the
existing pipe joints viz. dressers victaulics by superior rubber hoses along
with double wire stainless steel clamps and by stainless steel bellows.

MAINTENANCE:
Maintenance of Water Cooling System is very much important to get the
optimum output. Since diesel locomotives run through I.C.Engine so
temperature is a very important factor & to maintain this temperature the
maintenance of the Water Cooling System is very important. Maintenance
of the Water Cooling System is done to check the crack, material defect,
leakage, loose connection of all the parts of Water Cooling System.
MAINTENANCE SCHEDULE:
T-15(15 DAYS) [for P.S.B.], T-20(20 DAYS) [for R.S.B]:- Sample
of water is tested & if necessary cooling water is replaced. In water pump
telltale hole and in after cooler telltale hole leakage of water is checked and
necessary action is taken. Radiator core is cleaned with compressed air.

M-2 (2 MONTHS):- Turbocharger water return pipes are checked for

cracks and water or oil leakage from telltale hole of water pump is checked
and the pump is replaced if leaking. All parts of the system are checked for
any other leakage. Operation of radiator fan is checked.

M-4 (4 MONTHS):- Hot engine alarm switch is checked.

M-12 (12 MONTHS):- Renew of water and oil seal assembly if necessary,
after is removed and cleaned, flexible water connectors to the cylinder
heads are checked for any cracks and damages, Expansion tank water level
is checked. Water Cooling System is flushed with suitable cleaning
solution and refilled.

M-24 (24 MONTHS):- Radiators are cleaned and tested, Radiator fan is
removed and reconditioned, the Water Cooling System is flushed with
suitable claiming solution and refilled, water hoses are examined and
renewed if necessary

M-48 (48 MONTHS):- Radiators are removed from locomotives and

cleaned an tested, radiator fan drives are renewed and reconditioned if
necessary.
Summary of cooling system
In the process of combustion, about 25% to 30% of the total heat developed
is absorbed by the components of the engine forming the combustion
chamber. Hence an effective cooling system is essential to dissipate the
accumulated heat. Amongst the various methods of cooling the water
cooling system is the most effective method of cooling, as it maintains the
uniformity of temperature through out the engine. In WDM2 type engine
water cooling system is being used with 1200 ltrs system capacity.
Dimeneralised water treated with chromium compound is used as coolant
water. In this system a centrifugal pump, driven by engine crankshaft is
being used to deliver water into the system with pressure. The outlet of the
pump is being divided into main three heads- one for cooling turbo charger
and after-cooler and the other two for cooling the engine components
situated at left and right bank of the engine. Finally the water gets collected
at headers and sent to radiator for cooling. An induced draft radiator fan is
used to blow air through the radiators for cooling. The radiator fan takes
drive from the engine crankshaft through ECC (EDDY CURRENT
CLUTCH). A temperature switch controls the clutching effect of ECC and
hence radiator fan rpm. Safety devices are provided both for hot engine and
low water conditions of the engine.

SUMMARY
This unit mainly deals about the Diesel Engine of WDM2 type
Locomotive, the standard Diesel Locomotive, in use, in Indian Railways.
Diesel Engine is the power unit of the Locomotive, hence it is also
called power pack assembly. It is a V shaped 16 cylinder Engine. Engine
Block, made of fabricated steel, forms the structure of the Engine.
Various components are housed in it to form the complete Engine
assembly. Cylinder Liner, Cyl Head and Piston form the combustion
chamber of the engine. Cylinder head forms the lid of the combustion
chamber. It houses inlet and exhaust valves to provide passage for
incoming air and outgoing gas. It also accommodates Nozzle for supply
of fuel in atomized form into the combustion chamber. Cylinder Liner is
made of cast iron with honey combed chromeplated bore. They are
basically wet type liner. Piston, made of Al alloy, in combination with
special malleable grey cast iron Piston Rings seals the combustion
chamber. Con Rod, made of forged steel, connects the movement of
piston with Crankshaft. Crankshaft, made of forged steel with hardened
surface, converts the reciprocating motion of Piston into rotating motion
as the output power. It also gives drive to camshaft, water pump, lube oil
pump, Expressor, Radiator Fan, main generator and many other
auxiliaries of the engine. Camshaft operates inlet & exhaust valves and
Fuel Injection pump of different cylinders as per their firing order. Each
piece of camshaft takes care of two Nos. of cylinder, hence, there are
total 8 Nos. of cam pieces to form left and right bank camshaft. Cam
shaft is made of forged steel and surface hardened to reduce wear and
tear. Camshaft and Crankshaft are supported with bi-metal and tri-metal
bearings at their housing to reduce wear and tear, which are further
assisted by lubrication system to do so. Different methods of failure
investigation and their analysis help to detect the failures and to decide
corrective measure to save the components from premature failure in
service.
REFERENCES

 www.wikipedia.com
 www.google.com
 www.howstuffworks.com
 www.irfca.org
 www.indianrailways.com
 www.irtsa.net
 www.nrcnwlko.gov.in