1

Piston displacement:
Piston displacement refers to the total number of inches space available in the cylinder, in which
space the top surface of piston moves/passes from B.D.C to T.D.C. The volume of air displaced by
piston from B.D.C to T.D.C.
Piston displacement of an Engine is a displacement of one cylinder of an Engine. The formula of
piston Displacement is as under.
V = r2 π h OR (Bore/2)2 π h
Where:
V=Displacement of piston
r=Radius of cylinder
h=Height of stroke
π =22/7 or 3.143 to determine area of cylinder across section
Bore=the diameter of cylinder

Engine size or Engine Displacement:

Piston displacement of cylinder multiplied by number
of cylinders will give us Engine Size or Engine Displacement. The piston displacement refers to the
total number of cubic inches space made available in the cylinder when the piston moves from
BDC to TDC or BDC.
All the related factors being equal the bigger the engine size the more power produced. The
engine size/engine displacement is determined by its bore, stroke and number of cylinder.
For calculating an engine size, the following formula is used as we know that engine size is piston
displacement multiplied by number of cylinders.

Engine size= Piston displacement x Numbers of cylinders

As we know the formula of piston displacement is :-
[Bore/2]²πh …. So
Engine size= [Bore/2]²πh x numbers of cylinders
Example:-
Find the displacement of an engine having 8 cylinders and Bore 4.001″ and stroke 3.250″.
First we will calculate piston displacement the formula is
Data:-
Bore=4.001″
h=3.250″
π=22/7
v=?
V= (Bore/2)²πh
V=(4.001/2)²x3.142x3.250
V=40.866 cubic inches
Now multiply by the numbers of cylinders for getting engine size
Engine size = Piston displacement x Numbers of cylinders
Engine size = 40.866 x 8
Engine size = 326.931 cubic inches`
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Example2:-
Find the displacement of an engine having Bore=10″ stroke 14″ and numbers of cylinders
is 12.
Data:-
Bore=10″
h= 14″
No. of cylinders= 12
V=?
V= 25 x 3.142 x 14
V=1099.7 cubic inches
Is Piston displacement for calculating engine size?
Engine size= Piston displacement x no. of cylinders
Engine size= 1099.7 x 12
Engine size= 13196.4 cubic inches
Will be engine size.

Compression pressure:-
After a complete air intake stroke all the exhaust and inlet valves become closed. Piston starts
compression stroke while moving from BDC to TDC. While reaching at TDC and at the time of five,
there is maximum air compression pressure is termed as compression pressure.

Compression ratio:-
The compression ratio of an engine is total volume of cylinder with piston at BDC (i.e. Piston
displacement and clearance volume) to a volume of combustion chamber when the piston is at
TDC.
Compression ratio can be expressed as total volume of cylinder divided by the clearance
volume this could be shown as:-
Compression ratio= Total volume / clearance volume

Example:-
Find the compression ratio of an engine with each piston displacement 40.86 cubic inches and
clearance volume 3.99 cubic inches.
Data:-
Total volume = Piston displacement x clearance volume
Total volume = 40.86 + 3.99
Total volume = 44.85
Compression ratio = Total volume/ Clearance volume
Compression ratio = 44.85/3.99 = 11.24
11.24:1 is compression ratio of this engine
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Example:-
If the volume of cylinder with the piston at BDC is 45 cubic inches and volume while the piston is
at TDC is 5 cubic inches what will be compression ratio.
Compression ratio= Total volume/ Clearance volume
Compression ratio= 45/5
Compression ratio= 9
Thus the ratio of this cylinder will be 9:1
Therefore the gases are compressed one ninth of the original volume
Note: Compression ratio can be increased
1) By installing a thinner gas kit
2) By increasing the stroke
3) By grinding the crank shaft

Engine Torque:-
Torque is defined as turning or twisting effort and measured in pound ft. It differs from work and
power as torque does not necessary produce motion.
It is rating of turning force at the crank shaft. It appears when the combustion pressure pushes
the piston down wards during power stroke and strong rotating force is applied to the crank shaft
of and engine.
Torque= Force x moment arm

Example:-
If 50 pounds force was applied at the end of a 3 feet lever. How much would be torque?
Torque=force × moment arm
=50 × 3
= 150 lbs.ft

In case of diesel engine at the time of power stroke combustion gases produce pressure/power
on piston, this is pushing force on piston. This force is transmitted to the crank shaft by the
connecting rod this power
Impulse act through crank arm to develop torque or turning force at the crank shaft. This amount
of turning or twisting effort is called Engine Torque

Horse power:-
The H.P is unit of power and one H.P is equivalent to lift to pull the 3300 Lbs per ft in
one minute OR it is defined 3300 Lbs ft of work done in one minute.
The HP of an engine is measured by the rate it can do work. The HP developed by an engine
depends upon the pressure exerted on the piston by expanding gases the rate at which impulses
are applied to the crank shaft.
A simple formula approved by the SAE Society of Automotive Eng. for determining HP is some
time used for licensing purpose is as under.
H.P= (Bore of cylinder)² x Number of cylinders/ 2.50
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Example:-
To find HP of V-8 engine for licensing purpose with a Bore 4.001″
Formula:-
HP= (Bore of cylinder)² x numbers of cylinders/ 2.50
HP= (4.001)² x 8/ 2.5
HP= 51.2
Another formula of HP is
HP= ft. lbs per minute/33000 t
HP= DW/33000 t
Where:-
D= distance of weight to be moved
W= force in pounds required to move the weight
T= time in minute required to move the weight through the distance

Example:-
How many HP would be required to raise3 a weight of 5000 lbs at a distance of 60 ft. in 3 minute?
Data:-
D= 60 ft.
T= 3 minutes
W=5000lbs
HP=?
HP= DW/33000t
HP= 60 x 5000/33000 x 3
HP= 3.03 would be required to raise the above weight.

Indicated Horse Power(I.H.P):-

It is method of rating an engine. I.H.P is measure of power developed by the burning of fuel with
in cylinders,This is not what is delivered by crank shaft.
As the IHP is the power produced with in cylinders it includes the power required to overcome
the friction with in the engine.
Indicated Horse Power is measured by special instrument “
Ocillo Scope” which makes an actual diagram of the event that are occurring in the cylinder the
pressure existing at each instant of a complete cycle of an engine.
The pressure acting on piston during power stroke is not uniform through stroke. Since burning of
fuel is almost instantaneous, it results in high pressure at the top of stroke and decreases
pressure at as the piston moves down wards. The actual pressure in the engine cylinder at all
points of cycle the recorded in indicator card of instruments. From the data on the card mean
effective pressure is determined.
The main effective pressure is average of the pressure exerted in the piston during power stroke
minus average of opposing pressures in countered on the intake, exhaust and compression
stroke.
Indicated Horse Power as discussed is a power developed within cylinder at the time of burning
of fuel it over comes the frictional horse power.
IHP= BHP + FHP
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The formula for determining IHP is

IHP= PLANK/33000
Where:-
P= means effective pressure in pounds per square inches
L= length of stroke in feet
A= area of cylinder – cross section in square inches
N= number of power stroke per minute
K= numbers of cylinders of an engine
IHP is always higher than the actual BHP it is used purely experimental and laboratory purposes.

Brake Horse Power( BHP):-

The BHP may be defined as the power available the vehicle BHP is measurement of the actual
useful / useable power delivered by the crankshaft .
BHP=IHP-FHP
BHP can be measured by means of “Electric dynamometer is actually electric generator
which produces power when driven by the engine whose HP is being tested. The output of the
generator is measure of “HP”. The engine is developed while undergoing test
The current developed may be observed through a suitable arrangement of “resistance” or may
be used for lightening purpose or other use.

VOLUMETRIC EFFICIENCY:
Volumetric efficiency is “the ratio of the amount air charge actually taken in
per cycle to a complete charge in cylinder” is known as volumetric efficiency Or in other words
volumetric efficiency is determined by the ratio what is actually drawn in and what could be
drawn in on intake stroke per cycle if cylinder were to be complete filled.
No any Engine is 100%
efficient restriction of intake manifold atmospheric temperature and pressure, value timing effect
the full charge of cylinder.
Volumetric efficiency of an engine expressed in the term of percentage and computed as
under.
Volumetric efficiency= Volume of charge at atmosphere temperature & pressure/Piston
displacement.
After a certain engine speed is reached the volumetric efficiency is dropped rapidly in general
maximum volumetric efficiency is reached approximately the same point where maximum
“TORQUE” is reached.
Volumetric efficiency can be improved by adding or use of turbo super charger, intake valve
larger and better exhaust flow. As the engine is increased beyond a certain point a piston speed
becomes so fast that the intake stroke is such a short duration that less and less air is drawn in
the cylinder.
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THERMAL EFFICIENCY.
The thermal or heat efficiency of an engine is a “ratio of work done to energy contained in the
fuel”.
The thermal efficiency is based how much of energy capability to do work is converted in to
useful horse power/ work done The heat generated by the burning fuel drive the piston down
producing power stroke much of heat is lost to the cooling system and in exhaust system the
thermal efficiency of an engine is average around 25 percent this means discounting friction
losses the engine is losing 70% of the heat energy.
The losses of heat energy through exhaust is near about 50% and through cooling system is 20%.

BLOW BY:
The blow by is term used in diesel engine and it means the internal and external leakage of
compressed air from combustion chamber at the time of compression stroke or we can say that
escaping of air at the time of compression stroke internally or externally is called blow by.
Air leakage to crankcase is called internal leakage and other than that is called external leakage.

CAUSES OF BLOW BY:

The following are the causes of blow by.
1) Compression rings of piston may be broken.
2) Piston rings groves to be inline or straight.
3) Compression rings clearance may be excessive.
4) Piston crown crank.
5) Inlet and exhaust valve bent.
6) Valve seat clearance excessive or damaged.
7) Cylinder liner may be oval.
8) Piston may be oval.
9) Cylinder liner may be crack
10) Cylinder head may be cracked.

DEMERITS OR DRAW BACK OF BLOW BY:

The following are the demerit or drawback of blow by.
1) Due to blow by there will be no proper compression stroke and compression of engine
will be effected and there will be no proper ignition.
2) Due to no proper ignition there will be no proper exhaust stroke and this will effect of the
working of turbo super charger and ultimately diesel engine intake will be less. Hence due
to less intake there will be no proper power stroke
And no proper power stroke will be achieved. Hence we will or engine will low horse
power hence diesel engine will give low H.P.
3) Due to internal blow by unburnt fuel will pass to crank case it will cause low lube oil
viscosity. Due to low lube oil viscosity there will be no proper lubrication of sensitive parts
of diesel engine. Due to lake of lubrication the matching/rubbing parts will be overheated
and cause bearing failure or diesel engine will be damaged.
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4) Due to no proper ignition unburnt carbon will pass to crankcase and causes high viscosity,
due to high viscosity of crank case oil there will be no proper lubricating film and this will
effect proper lubrication of moving parts and will result bearing failure or diesel engine
will be damaged.

REMEDIAL MEASURES:
1) Periodical proper examination and inspection of diesel engine may be carried out
carefully. The diesel engine parts which are involved in causing blow by such as
compression rings exhaust and inlet valve clearance cylinder liner bore must be checked
and attended in schedule properly.
2) General examination/inspection piston, piston rings exhaust and intake valves must be
carried out properly any irregularity in this regard must be attended properly.
3) Damaged compression rings to be replaced
4) The bend inlet and exhaust valve should be replaced
5) Valve seat must be attended.
6) Damaged crack piston must be replaced.
7) Exhaust smoke may be watched cause of black smoke may be traced if it is occurring due
to blow by, the cause of blow by must be traced out and remedial action must be taken
accordingly.

HOW TO CHECK BLOW BY:

The blow by is checked as under in each cylinder of diesel engine compression test plug is
equipped in cylinder head. when the checking of blow by of particular cylinder is required. The
compression plug is removed the piston of said power assembly is brought at TDC while all the
inlet and exhaust valve will be close.
At the place of compression test plug from where it was removed and adopter will be filled there
and through external source of air compressor 70 psi of air pressure will be filled in the cylinder
a dial indicator gauge and cut out cock is required to be fitted with the pipe of external source of
air compressor to check the air pressure in the cylinder and to disconnect the source of air.
When the 70psi air will be filled in the cylinder the through cut out cock source of air is cut off
and now drop page time of compressed and filled air to be noted with the help of stop watch.
Drop page time of compressed air should not less than 4 seconds up to zero P.S.I.

FILTERS USED ON D.E LOCOS:

The filter are used on diesel engine for filtration of fuel oil, lube oil and air for stopping
undesired particles to go ahead in system which may cause harm and effect the proper working
of diesel engine.
Keeping air, lube oil and fuel clean is one of the most important
phases of diesel engine operation. Unless air is cleaned before it enters the engine where
cylinder and other parts will be seriously accelerated maintenance cost will also be increased.
Lube oil must be kept clean to keep repair cost minimum. Fuel oil should be filtered
and cleaned from all foreign material before it enters the system otherwise it will result
improper working of diesel engine and loss of power.
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 TYPES OF FILTER:
Following are the types of the filters.
1. Paper Pleated type filter(paper type filter)
2. Cotton fiber type filter (cotton type fuel, lube oil filter)
3. Wire mesh type filter(screen element)
4. Metal edge filter (strainer type filter).
As already discussed that filters are used on diesel engine in following system for proper
operation and working.
1. Lube oil system
2. Fuel oil system.
3. Air system
4. Air and vacuum system.

 LUBE OIL FILTER:

Lube oil filters and strainer type filters are used in lube oil system for
filtration of lubricating oil. These filters are paper type filter while lube oil passing through these
filter, dirt, dust, and carbon is deposited in these filters and clean oil is supplied to lube oil
system for proper lubricating the sensitive moving/rubbing part of diesel engine.
These filters are changed on Kilometers basis or monthly basis.

 STRAINER TYPE FILTERS:

These filters are fitted in fuel oil and lube oil system of diesel
engine these strainers keep to stop/not to pass metal particle to the system to avoid diesel
engine from damages and loses. These filters must be cleaned on monthly basis.

 FUEL OIL FILTERS:

These filters are fitted in lube oil system and used for filtration of fuel oil (H.S.D
oil) before supplies to system. These filters deposit dirt dust and carbon with it.
These are paper
type filter after cleaning fuel the fuel is supply to system for trouble free and smooth working of
diesel engine. These filters must be changed once in month under c.shedule.

 AIR INTAKE AND OIL BOTH FILTERS:

These filters are used on air intake system of diesel
engine. Air intake filters are paper type filter which are used for cleaning the atmospheric air
before supply to power assembly. These filters are cleaned with compressed air.

 OIL BATH FILTERS:

These filters are also used for filtration and cleaning atmospheric air before
going to power assembly in some class of diesel engine locos. In these filters lube oil is filed in oil
pan and oil level maintain up to given mark available in gauge glass these filters are designed
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specially. The atmospheric air touches the oil and then passes to air intake system through filter
element in this way dust and dirt is deposit in the oil and clean air is supplied to power assembly.
These filters are cleaned quarterly through steam.Oil level is maintain while
examination.
 GD-80 FILTERS:
These filters are provided in air and vacuum system of diesel engine
locomotive. These filters are also level of oil bath filter but its structure is different. In air and
vacuum system two filters are used, one is used between VA1 control valve and train pipe and
other is provided at the entrance of VA1 control valve.
In these filters bowl is fitted with clamp at the bottom of each filter.
Air of the train pipe first touches with oil of bowl, dirt, dust is deposited with oil and clean air
jumps out through out the exhauster.
Similarly when VA1 is required to destroy and air enters through GD-80 filter and air first touches
with oil and cleaned air enters in train pipe through VA1 control valve.
These filters are cleaned in while inspection of presence of oil is checked in trip schedule.

ILL EFFECTS/HARM IF FILTERS NOT CLEANED/CHANGED IN DUE TIME:

As already discussed that
filters are used for filtration and cleaning purpose of air fuel oil and lube oil if these filters will be
not changed/cleaned in due time the following ill effect will appear.
1. In fuel oil system if fuel oil filter will not changed in due time the unfiltered fuel run in the
system will effect over loading fuel pump meter as presence of carbon and dust makes fuel
thick.
2. Fuel oil having a foreign material cause chocking of fuel line and will affect the working of
fuel injection pump and fuel injectors and causing low hauling power.
3. Fuel oil will not burnt properly due to unfiltered this will effect proper ignition hence D.E
horse power will be reduced.
4. UN filtered fuel oil will cause chocking of pipe line, high pressure spray nozzle.

IN LUBE OIL SYSTEM:

1. Unfiltered lube oil will effect the proper lubrication of sensitive rubbing parts of diesel engine
and it will cause bearing failure.
2. Dirt and dust will make lube oil thick and lube oil pressure trouble will occur.

IN AIR INTAKE SYSTEM:

1. Unfiltered/unclean air will cause tear and wear of cylinder linear and piston rings.
2. It will effect the proper ignition and cause low hauling power too.
3. Unclean air entered in intake stroke, dust entered with air effect volumetric efficiency .
4. Unclean air effect engine proper working ,increase maintenance cost too.

RADIATORS:
As we know that cooling system is used for cooling water system to protect
diesel engine from high temperature while burning fuel inside cylinder. If water cooling may have
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not been used, the temperature would have raised high and ultimately cause damage of diesel
engine power assembly and cylinder block.
While cooling the diesel engine and lube oil, the water
itself become hot, so for cooling the water, the radiators are used on diesel engine.
Radiator is a separate unit assembly. Radiator consist core section, the radiator core is the basic
unit of the assembly it consist of water tubes for water passage and fins for air passage. It is
bolted in cast iron frame or fabricating steel tank.
As radiators are fitted in water cooling system of diesel engine. Water is flowing in the entire
system with the pressure built by the water pump.
It also circulates in radiator tubes.
The radiator fan is throwing air from radiator compartment out. This cause a partial vacuum
there and fresh air rushes/passes through the fins of radiator. While touching the water tubes,
the air cools in radiator, cooled water is circulating in the system and cools diesel engine as will as
lube oil in lube oil cooler.

HOW DIRTY OR CHOCKED “RADIATOR” CAUSE ILL EFFECT ON MAINTAINING

OF WORKING TEMPERATURE:
First of all we shall discuss what a dirty / chock
radiators mean then we will be able to know ill effects of this. The chock/dirty radiator mean the
passage of water and air(water tube and air fins) may be narrow or less if the passage of water
tube will be narrow then proper circulation of water will be effected hence the temperature
water cooling will be high and it will effect the cooling of lube oil too. The high temperature of
lube oil will cause low viscosity and low lube oil pressure trouble and lack of lubrication of diesel
engine, the high temperature of water will cause “Hot Engine”.
The dirty or chock fins will cause not proper fresh air passing through radiator. The water
circulating in tubes will be not cold and about trouble as discussed will occur on diesel engine.
It is necessary to take care of cleaning radiator to avoid chockage/dirty radiators.
 There are two methods of cleaning radiators.
1. Cleaning through compressed air in fitted position
2. To dip in cleaning tank after removing diesel engine. The radiators are removed in dipped in
cleaning tank for some period in cleaning agents.

KNOWLEDGE ABOUT FUEL INJECTION PUMP, NOZZLE , FUEL INJECTOR.

FUEL INJECTION PUMP:
The fuel injection pump is a separate unit assembly and plays an
important role in working of fuel oil system. The engine fuel injection system consist
individual cylinder F.I.P. the fuel is supplied to fuel oil header mounted on both sides of
engine block by electronically driven pump. Fuel is supplied to fuel injection pump through
jumper connection.
The fuel injection pump has three major functions
1. To raise the fuel oil pressure
2. To meter the desired quantity of fuel to the fuel injection nozzle in response to governor
demand.
3. To inject the fuel at proper timing.
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The important parts of FIP are as under. FIP housing barrel, plunger and deliver valve. The
barrel is partially enclosed by the control sleeve, the upper portion of which is machined to a
gear segment the gear segment engages with FIP rack which is mechanically connected to the
governor through the linkage. Lower end of control sleeve is attached/engaged there plunger.
The governor demand is there by mechanically transmitted to the FIP plunger.
The angular
portion of fuel pump with respect to barrel port determines the quantity of fuel injected per
stroke. The plunger stroke remains constant regardless of engine RPM. The fuel passage barrel
is controlled by the rack and control sleeve and rack is mechanically connected with governor
hence the FIP working is according to governor demand.
Fuel Injection Nozzle:-
The F.I Nozzle is separate unit assembly. It is located in the cylinder
head. The function of this unit is to direct the metered quantity of fuel from the FIP to the engine
combustion chamber in a definite pattern in such a manner to obtain the optimum in efficient
burning.
The important parts of F.I.N are:-
 Nozzle body.
 Nozzle valve spring.
 Nozzle tip.
Nozzle tip, spray the fuel to the combustion chamber through spray holes as spray holes are only
a few thousand of an inch diameter. Oil sprays through nozzle in forms of fine mist. This mist
causes efficient burning of fuel hence the proper power stroke is achieved.

FUEL INJECTOR:-
The most important part of fuel injection system in EMS engine is the unit injector.
Which high pressure fuel metering pump and spray valve combined in one housing.
It is located and
seated in a tapered hole in the centre of cylinder head with spray tip slightly below the bottom of
head. It is positioned in a head and held in place by and injector hold down crab and nut.
The external working parts of the injector are lubricated by oil from the end of the
injector rocker arm.
The internal working parts are cooled by the flow of fuel oil through the injector.
The main working parts of the fuel injector are as under:-
1. Rack 7. Spray tip
2. Gear 8. Follower spring.
3. Plunger 9. Filler element
4. Follower
5. Spring
6. Needle valve

The plunger is given a constant stroke. The plunger is enclosed with gear. The gear is engaged
with rack. The rotation of plunger by means of rack and gear controls the quantity of fuel. The
rack is controlled by governor linkage.
So the fuel delivery is controlled by governor according to load demand.
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HOW THE FUEL INJECTOR ARE ADJUSTED:-

The fuel injectors are adjusted as under.
1. Set the fly wheel 0.4° before TDC in case of roots blower engine and 0° in case of turbo super
charger engine of the cylinder timed.
2. Insert the timing gage in the hole provided for it in injector body.
3. Lose lock nut and turn the rocker arm adjusting screw until the gage passed over the
follower of the injector.
DIESEL ENGINE DIAGNOSIS, CAUSES AND ITS REMEDIES:-
ABNORMAL EXHAUST SMOKE:-
Normal exhaust is like a cigrate smoke except this smoke/ exhaust is considered abnormal
exhaust. Usually exhaust smoke is of the following type.
1. Black smoke/exhaust
2. White smoke
3. Blue smoke
We have to discuss the diagnosis causes and remedies, abnormal exhaust occurs basically due to
following reasons:-
1. FIP rack disturbed.
2. Timing of FIP disturber/out
3. Turbo super charger defective
4. Air intake filter dirty
5. Poor fuel
6. Over calibration of FIP and fuel injector
7. Water mixing with fuel
8. Lube oil mixing with fuel.
9. FI nozzle defective

DIESEL ENGINE KNOCK:-

1. Firing order of power assembly may be disturbed.
2. Timing of F.I.P may be disturbed.
3. F.I.P calibration may be disturbed.
4. F.I nozzle tip jam
5. Piston may be crack.
6. Connecting rod bolt may be loose.
7. Tappet clearance may be disturbed.

DIESEL ENGINE DOES NOT START:-

1. Batteries may be weak.
2. Engine control switch not set properly.
3. F.I.P faulty
4. Air intake totally chock.
5. Fuel pump motor defective.
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6. No fuel in tank.
7. Low compression
8. Turbo super charger defective
9. Dirty/ chock filter
10. Suction pipe leakage causing air lock
11. Water mixed with fuel
12. Relief valve stuck up in open position
13. Over speed device tripped

LACK OF ENGINES POWER:-

1. Insufficient fuel.
2. Incorrect timing.
3. Excessive blow by/ low compression.
4. Less Traction Motors.
5. Improper calibration of F.I.P+F/Injector.
6. Improper setting of governor.
7. Insufficient air.

POOR FUEL ECONOMY:-

These are four head of fuel poor economy:-
1. Mechanical
2. Operational
3. Transportation
4. Atmospheric

1. Mechanical:
i. Excessive blow by
ii. Less T.M.(traction motors)
iii. Improper tappet and timing
iv. Turbo super charger defective
v. Poor quantity of fuel
2. Operational:
i. Rough driving
ii. Not maintaining speed in short time take long time to main due speed.
3. TRANSPORTATION:
i. Im proper lowering of signal
ii. Excessive engineering restriction
4. Atmospheric / weather:
i. Foggy weather
ii. Stormy weather
iii. Rainy weather
iv. Hot weather

PISTON KNOCK:
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1) Fuel injection pump or fuel injection nozzle defective

2) Tappet out
3) Timing out
4) Inlet or exhaust valve bent
5) Piston crack

BLACK SMOKE:
1) Un burnt fuel will cause black smoke
2) Excessive blow by
3) Turbo super charger defective
4) Timing of F.I.P disturbed
5) F.I nozzle/F.I defective
6) Air Intake filter chock
7) Governor shaft linkage not functioning properly.

WHITE SMOKE:
1) Water leakage in combustion chamber.
2) Water mixed with fuel.

BLUE SMOKE:
1) Lube oil leakage in combustion chamber.
2) Lube oil in oil bath too high
3) Lube oil in crank case too high
4) Worn piston rings
5) Worn cylinder liner.

DETONATION:
Detonation term is used in diesel engine when without injection of fuel any
leakage of fuel at the time compression inside the combustion chamber cause ignition of fuel.
This ignition cause a knock this knock is termed is detonation.
Cause of detonation are as under.
1) Fuel oil in air intake
2) Leaking fuel injector
3) Incorrect timing
4) Defective F.I nozzle.
5) Leaking fuel connection in cylinder head.
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FUEL OIL SYSTEM OF ALCO-251 MODEL ENGINE:

 16

 Parts shown in fuel oil system diagram:

1) Fuel oil tank 10) branch pipe.
2) Suction pipe 11) F.I.P
3) Check nut valve/emergency valve. 12) high pressure tube
4) Primary filter. 13) F.I nozzle
5) Booster pump 14) fuel oil pressure guage
6) Relief valve 75 PSI 15) Regulating valve 35/45 psi
7) Secondary filter. 16) drain pipe.
8) Right side fuel oil header. 17) fuel oil tank cap
9) Left side fuel oil header.

WORKING OF FUEL OIL SYSTEM ON A DIESEL ENGINE ALCO-251MODEL:

An electrically driven fuel pump sucks fuel oil from fuel oil tank, through the suction pipe. The
fuel oil is filtered while passing from/through primary fuel oil filter. Now fuel oil after filtration
passes through pump booster and relief valve. The relief valve is adjusted at 75 PSI, excessive fuel
pressure will be drain by the function of fuel relief valve to fuel tank through return pipe.
Fuel oil is again filtered in secondary fuel oil filter. Now strained oil goes to the left side fuel oil
header and right side fuel oil header. The oil reaches in fuel injection pump through “respective
branch pipe” . The fuel oil pressure is increased and fuel oil is injected at proper timing and
through high pressure tube, the fuel is injected by F.I nozzle in fine mist to cylinder in combustion
chamber.
As we know that F.I.P is actuated by its cam on cam shaft and fuel oil pressure is build up in F.I.P,
and build up fuel pressure is sprayed in cylinder combustion chamber through fuel injection
nozzle and combustion/burning of fuel takes place in the cylinder due to combustion of gas and
fuel “heat energy” is created in side cylinder due to this power/force piston is pushed down
wards and piston is connected with connecting rod and this power is transmitted to crank shaft
which revolves the crank shaft and cam shaft is coupled with generated and generator is revolved
hence generator creates electric energy thus the heat energy is converted in to electric energy.
The fuel left behind after injection is
drained to fuel tank through pressure regulating valve which is adjusted at 45PSI, excessive fuel
oil pressure is drained by return pipe the gauge is provide in indication of fuel oil pressure.

NOTE: check nut valve/emergency valve is fitted/provided in fuel system and operated in case of
emergency fuel supply is disconnected through this valve manually.
 17

FUEL OIL SYSTEM OF G.M ENGINES:

PARTS OF FUEL OIL SYSTEM:

1) Fuel oil tank
2) Suction pipe
3) Suction strainer.
4) Booster pump.
5) Rack mounted filter
6) Engine mounted filter.
7) Right and left side fuel supply line.
8) High pressure
9) Filter element
10) Fuel injector
11) Fuel injector outlet filter element.
12) Fuel return pipe.
13) By pass sight glass.
14) Fuel return sight glass
15) By pass valve.
16) Relief valve 60PSI
 18

17) Drain pipe to fuel tank.

18) Glow rod
19) Filling cap.

JUSTIFICATIN OF FUEL OIL SYSTEM:

Every machine how small it may be needs a
source of power to operate it. Diesel engine is a compact map. Diesel oil is burnt inside the
cylinder. When there is a high compression pressure hence it needs a proper arrangement to
build up high pressure of fuel and proper filtration of oil and then proper quantity of fuel at
proper time and fuel pressure to be injected in cylinder for proper burning/ignition and power
stroke to fulfill above all requirements it is needed to have a will organized system, it is called fuel
oil system.

WORKING OF FUEL OIL SYSTEM WITH DIAGRAM OF EMD/GM ENGINE:

The fuel oil system mainly consists of fuel oil tank, suction pipe, suction strainer, fuel pump, rack
mounted, fuel filers, engine mounted, fuel filters, filter element, fuel injector, fuel return sight
glass, relief valve.
An electrically driven fuel pump sucks fuel from fuel tank through suction pipe
the fuel oil is filtered while passing fuel suction strainer the filtered oil is from strainer passes
from booster pump and rack mounted filter and then fuel goes to engine mounted filters (double
element/twin filters). The filter/ strained fuel oil now fills right hand and left hand fuel oil headers
then this fuel oil reaches to fuel injector through respective branch pipe/high pressure tube.
The filter element are provide in fuel injector for proper
filtration of fuel oil and then fuel goes to fuel injector. Where fuel pressure is build up and fuel is
sprayed through spray tip to cylinder in combustion chamber where fuel burns and power is
produced. This power pushes the piston downwards. Which power is transmitted by connecting
rod to crankshaft. Thus revolving of crankshaft revolves the generator hence heat energy is
converted in electric energy.
The fuel left behind after injection is drained to fuel tank through
return pipe filling the left side fuel return sight glass.
 19

Lube oil system of ALCO 251-MODEL

Parts of lube oil system are as following:-

1. Sump 12.lube oil main header
2. Suction pipe 13.branch pie
3. Lube oil pump 14.engine governor
4. Lube oil relief valve 90 to 110- PSI. 15.lube oil pressure gauge
5. By-pas valve 16.turbo super charger
6. Filter tank 17.left side lube oil header
7. Lube oil cooler 18.right side lube oil header
 20

8. Regulating valve 75 PSI 19.left side cam shaft gear

9. Strainer 20.right side cam shaft gear
10. Lube oil drain cock
11. Drain pipe
Justification of lube oil system on D.E:
The rubbing of two surfaces in D.E produce friction and
heat, if this heat is not dissipated it will damage and disfigure the rubbing parts of D.E.
therefore a thin film of lubricating oil is made available all the time between the rubbing parts
to save them from wear and tear and damages.
Lube oil performs the following job on D.E.
1. Lubricate moving parts to minimize wear and power loss from friction.
2. Remove heat from D.E parts by acting as cooling agent.
3. It makes the rubbing surfaces smooth and greasy
Therefore it is justified that a well organized lube oil system is needed on D.E for proper working
of diesel engine.

Working of lube oil system with diagram of ALCO:

A centrifugal pump is provided on the free end of right
bank which runs mechanically through gear by crankshaft. It comes in operation as soon as D.E is
started. The lube oil pump lifts the lube oil from the sump through suction pipe. The oil passing
through 90 to 110 psi relief valve and by-pass valve enters in lube oil filter where it is cleaned
and refined.
The strained oil leaking filter tank enters in lube oil cooler where it gets cooled. After cooling the
lube oil passes through regulating valve 75 PSI it enters in lube oil main header and enters main
bearing through respective branch pipes. The lube oil after lubricating main bearings reach in the
crank pin bearing through the drilled passage. The oil further supplied to piston pin and piston
crown. After passing through drilled passage to connecting rod bearing for lubricating purpose.
The lube oil circulates in the piston crown for cooling down the piston crown and drains in the
sump through drain passage.
A branch pipe line from main header supplies lube oil to the turbo super charger for the
lubrication of its common shaft bearing after lubrication this oil drains to the sump through the
drain pipe.
Another branch pipe from main header supplies lube oil to a right and left side secondary lube
oil header and this lube oil through branch pipe lubricates cam shaft bearing and other
mechanism. After lubrication through return drain lube oil drains and sump, another branch pipe
leads to governor which actuates the low lube oil S/D device in case of P.G wood ward governor
one lope line leads to the lube oil pressure gauge for indication of lube oil pressure. This process
remains continued as long as D.E kept start.
 21

WATER COOLING SYSTEM ALCO-251 MODEL:

Following are the parts of water cooling system.

1. Water pump 10. Drain cock of lube oil cooler
2. Cylinder block 11.water expansion tank
3. Cylinder head 12.equilizing pipe
4. Cylinder head water inlet elbow. 13. Over flow pipe
5. Out let header. 14. Gauge glass
 22

6. Water temperature gauge 15.filling cap

7. Water temperature switch 16.after cooler
8. Radiator 17.turbo super charger
9. Lube oil cooler
Cooling system of EMI Locos:

Parts shown in the diagram of cooling system of EMD/LOCOS:

1. Water tank 10.Water temperature switch
2. Water pump 11.Radiator
3. Branch pipe 12.lube oil cooler
4. Equalizing pipe 13.After cooler
5. Water inlet header 14.Filling cap
 23

6. Cylinder liner 15.Water gauge glass

7. Cylinder head 16.Filling drain nozzle
8. Discharge elbow 17.Over flow pipe
9. Water outlet header 18.Water temperature gauge.
POSSIBLE DEFECT IN THE LUBE OIL SYSTEM

The possible defects/ troubles in the lube oil system are as under.
1. Shortage of lube oil sump/crank case causes low lube oil pressure in the system
2. Defective lube oil pump causes no or low lube oil pressure in the system.
3. Relief or regulating valve stuck up in open position will cause no or low lube oil pressure in
the system.
4. Dilution of fuel with lube oil will cause low lube oil pressure due to drop page/low viscosity
of lube oil.
5. Mixing of water with lube oil will cause low lube oil pressure due causing high viscosity of
lube oil.
6. Broken/cracked suction pipe will cause low lube oil pressure
7. Defective lube oil cooler will cause low lube oil pressure.
8. Leakage in system will cause low lube oil pressure.
9. Defective lube oil pump cause no or low lube oil pressure in the system.
10. Low grade of lube oil in sump
11. Lube oil strainer may have choked will cause low lube oil pressure
12. Engine governor S/D device adjustment may be wrong will cause S/D.
As we know that low
lube oil pressure will effect the lubrication of sensitive parts of DE bearing friction can occur
on this account due to mall function of safety devices.
So cause of low lube oil pressure may be checked traced out and remedy action may must be
taken according by to avoid DE low lube oil pressure S/D trouble and damages of
DE/ line function.

POSSIBLE DEFECTS OF FULE OIL SYSTEM

The possible defects/trouble of fuel oil system are as under while cause trouble.
1. Fuel oil level in fuel tank may be too low may cause no or low fuel oil pressure .
2. Suction pipe check/crack will cause no or low fuel oil pressure.
3. Fuel oil filters clogged/ chocked.
4. Heavy leakage in fuel oil system
5. Fuel oil relief and regulating valve is stuck up in open position.
6. Foreign material may be in suction line/fuel tank.
7. Defective fuel pump motor
8. F.I.P rack jam in no fuel position.
9. F.I nozzle tip jam will cause no proper fuel supply and will cause low HP
10. F.I.P timing out will cause low HP
11. F.I.P calibration not correct.
 The remedial action must be taken accordingly to avoid fuel oil trouble of DE.
 24

POSSIBLE DEFECTS OF WATER SYSTEM:

The following defects of water system will cause trouble in the system
1) Water in expansion tank may be too low.
2) Water pump may be defective
3) Radiator may be dirty or chock
4) Load may be very high
5) Radiator fan not working properly
6) RI, RII and Radiator fan contactor may have not picking up properly
7) Ambient temperature too high.
8) Wrong adjustment of the thermostat.
The above mentioned defects will cause high temperature and cause hot engine trouble on
line.
The remedial action must be taken accordingly to defect/problem for example water low in
tank remedy water may be filled in water tank.

TAPPET CLEARANCE:
Tappet clearance is clearance between stem and valve stem and rocker arm or between
rocker arm and valve lifter. It is gap provided for free movement of valve stem and rocker
arm.
 How tappet clearance is adjusted:-
Tappet clearance is adjusted as under.
1. The piston of particular cylinder of power assembly may be brought to TDC though fly
wheel by turning bar.
2. It should be confirmed that piston is at TDC or not. The both push rod should be checked
if the push rod will move freely it indicates that piston is at TDC otherwise turn one
revolution of crank shaft more then check the push rods again if push rod will move
freely then we will go ahead.

ILL EFFECTS OF WRONG TAPPET CLEARANCE

If the tappet may be wring the following ill effects will occur on DE
1. Proper opening and closing of exhaust and inlet valves will be disturbed and proper
compression ratio will be not achieved and this will effect the ignition/burning of fuel.
Ultimately it will effect HP and no proper HP will be achieved.
2. As we know that the metal expends when it become hot while burning of fuel create
high temperature over there. Minor expansion of metal is covered by tappet
clearance otherwise free movement will be disturbed and ill effects will occur.
3. Blow by will occur
4. No proper compression ratio
5. No proper ignition
6. No proper HP
 25

7. Excessive fuel consumption

8. Abnormal noise.

ILL EFFECTS OF WRONG SETTING OF CRANK SHAFT AND CAM SHAFT:

First of all we shall discuss the proper setting of crankshaft and
camshaft then we will be able to understand the ill effects of wrong setting of crank shaft
and camshaft.

PROPER SETTING OF CRANKSHAFT AND CAMSHAFT:

The proper setting of crank shaft and camshaft is made or adjusted according to
direction/instruction of manufacturer given in MI the crankshaft and camshaft is adjusted
through the crankshaft gear and camshaft gears plus idler gears no 142.
The following procedure is adopted for proper setting.
1. The P/ASSY no. 1 piston will be place at TDC
2. Timing of fuel injector/FIP will be checked and adjusted accordingly
3. Tappet clearance to be checked and adjusted accordingly
4. Crankshaft gear to be fitted in reference of crankshaft flange mark or crank shaft gear to
be fitted in alignment of crankshaft flange.
5. Then idler gear no. 1 and idler gear no. 2 will be fitted according to their zero marks
provided on gears
6. Crank shaft gear zero should be between tow zeros of idler gear no. 1 and idler gear no. 1.
Zero should be at centre of two zeros. Of idler gear no. 2 then idler no. 2 zero should be at
center of two zeros of left side camshaft gear and left shaft zero should be at center of
two zeros of right side camshaft.
7. Similarly camshaft gear zeros marks must be adjusted/fitted accordingly and single zero of
camshaft gear should be at centre of tow zeros of other cams shaft gear.
Other all P/ASSYS may be checked according to firing order. This adjustment is called
proper setting except this will be termed wrong setting.

CAUSED OF WRONG SETTING OF CRANKSHAFT AND CAMSHAFT:

The following are the ill effects of wrong setting of crankshaft and camshaft
1. Due to wrong setting crankshaft and camshaft there will be no proper compression ratio.
2. No proper ignition
3. No proper horse power
4. Excessive fuel consumption
5. Fuel oil dilution
6. Bearing failure can occur due to HFB
7. Black thick smoke
8. Booster pressure low
9. DE starting problem
Note: no proper opening and closing of exhaust and inlet valve which cause diesel
engine crank but rotates nor start/fire.
10. Diesel engine will be over heated
 26

11. Abnormal noise coming from diesel engine

12. Diesel engine misfiring
13. Lube oil pressure drop.

PREVENTIVE MAINTENANCE SCHEDULE:

The object of the maintenance schedule is to keep DE maintained in good
order by systematic servicing in according schedule carried out in due time. To avoid line
failure/damages of costly components of DE to improve the service and economical life of
loco too.
Maintenance schedule are carried out for making De free form troubles/ failure on line
schedule are based on time interval of time, for achieving this object the following
maintenance schedules are carried out.
There are two types of maintenance schedule
1. Running maintenance schedule
2. Shop
1. Running schedules are carried out by running schedule which schedule are from A to F
schedule.
2. Shop maintenance schedule are lube oil by shop which are form CII to CI schedule classified
repair.

Schedule Period/KM Time Allowed

Polling inspection, this inspection is Less then 200 KM 20 minutes.
carried out at polling station/ shed
A/ Trip schedule After every trip but nor 03 hours
less 800 KM
C/ schedule Monthly 06 hours
D/ schedule Quarterly 3 months 08 hours
E/ schedule ½ yearly 02 days
F/ schedule yearly Yearly 07 days except GMU 30
HGMU 30 AGE 30
required 9 days
CII/ schedule 03 yearly 15 days

CI/ schedule 06 yearly 30 days.

 27

ANTI FREEZING ANTI-CORROSION COMPOUND:

As we know that water is used for cooling system of diesel engine , water solution cools the
Diesel Engine parts, which become heat due to burning of fuel inside the cylinder such as cylinder
liner and head. If there will be no proper cooling of such parts, damages will occur on this
account. So for proper working of the cooling system treated water is used in cooling system.
Raw water is not used due to containing salts and other impurities which can cause chock age of
system.
As we know that water is circulating in cooling system through water pump, water circulation in
pipe line /system can cause corrosion in pipe line/cooling system.
So for protecting the cooling system from corrosion/rust, a compound is used, which compound
is called “anti corrosion compound”.
The anti corrosion compound used on D.E cooling system in Pakistan Railway is as under.
1. NALCO-39
2. DREW GUARD

The above anti corrosion compound is added in water cooling system for proper dosage as
Under.25ml per liter OR .025ltr per liter.
Dose depends upon the capacity of water tank of that class of loco.

Class of loco water tank capacity Dose of anti corrosion

1. DPU-20 1240 liters 31 liters
2. DPU-30 31.17 liters
3. GMU-30 945 liters 23.62 liters
4. HGMU-30 960 liters 24 liters
5. ARU-20 850 liters 21.25 liters
6. ALCO-12 348 liters 8.7 liters

Anti Freezing compound:-

Anti freezing compound is used in D.E water cooling from protecting
protection of water freezing.

In localities where the temperature does not drops below 32F water can safely be used in
the cooling system, but the localities where the temperature below 32F an anti freezing solution
must be used to protect the cooling system from freezing. A frozen cooling system usually results
in damage radiator cracked cylinder liner and head cylinder block too.
 28

There are many kinds of anti freezing compound. Two main kinds as under

1) Alcohol type (ethyl and methyl)

2) Ethylene glycol.

1) Alcohol type: methyl and ethyl solution is good anti freezing agent but the boiling temperature
of this agent is below the working temperature of engine so it is not recommended for D.E.
cooling system” the boiling point of this agent is 160 F “

2) Ethylene Glycol: ethylene glycol is good anti freezing agent /compound from freezing. it is
permanent type anti freezing compound. Its boiling point is 320 F. It can protect the cooling
system from freezing up -20 C

Ethylene glycol is added in cooling system according to proportion as recommended by the

manufacturer.

NOTE: Anti freezing compound not allowed in Alco diesel engine as per M.I, 1400

Brief description of mechanical tools such as:-

1. Spanner
2. Feeler gauge
3. Micro meter
4. Vernier
5. Viscometer
6. Power wrench
7. Torque wrench

1. SPANNER:
Spanner is basic mechanical tool used for easily tightening and loosening nut and bolts of
DE locos there are so many types of spanner but the purpose and use of all spanner is same.
The spanners are used for easily tightening and loosening of nuts and bolts properly to
avoid any damage /trouble on this account.

2. FEELER GAUGE:
This mechanical hand tool used to measure the clearance of two matching parts where the
clearance is only in few thousand of an inch.
The feeler gauge consist of measuring steel strips of graduate thickness of each blade in
and inches/mm.The feeler gauge blade is inserted in the clearance which is required to be
 29

checked the blade thickness is marked on the blade. Which ever the blade will be inserted that
will be the clearance of the said gap.

3. VISCOMETER
The viscometer is an instrument used for checking the viscosity of crankcase/ HSD oil of
diesel engine. As we know that the viscosity of crankcase oil is very much important factor
of lube oil for proper lubrication of DE moving/rubbing parts.
Viscometer determines the viscosity of crankcase as under
The crankcase oil heated up to 100°F and then poured in the graduate beaker having
capacity of 60 ml through specific orifices/holes. The period/ interval of time consumed for
filling of the beaker of 60ml. will be the viscosity of crankcase oil.
For example-
If the 60 ml beaker filled through the specific orifices within 10 minutes then viscosity of oil will.
60 x 10 = 600 s.u.s (say ball universal second)
Note:
Ranges of high and low are determined by the manufacturer. The viscosity should remain
within the limit for proper lubrication.

4. TORQUE WRENCH:
The torque wrench is also a type of wrenches. The torque wrench is used for easily tightening
and loosening of nut and blots of DE locomotive.
The important nut and bolts of DE are required to be tightened up to standard torque value
given by the manufacturer. The torque wrenches are provided dial indicator gauge for
indicating the torquing value of nut and bolt. The torque wrenches are available in foot pound
inches.
Torque wrenches are used for light job.

5. POWER WRENCHES:
Power wrench is also type wrenches. Which are used easily tightening and loosening the
nut and bolts of DE. The power wrenches are specially designed for particular job these
wrenches are used where the nut and bolts of D.E required more high torquing value for
tightening. The torque wrenches are in click type.
It is also adjusted to a adjustment standard
value of torque. When we are tightening the bolt click type sound is heard it indicates that
proper tightening toquing value.
Working of power wrenches depends upon the gear ratio. Input given and out put achieved
depends upon the gear ratio.

For example:-
Tightening of main bearing bolt standard is 750 ft lbs. the input is given 107 and out put is
transferred 750 ft lbs. it means the ratio of power wrench is 1:7. Power wrench are used
for main bearing bolt axle cap bolt.
 30

6. VERNIER CALIPER:-
It is device on measuring instrument of r measuring precious measurements where accuracy
essential and important.
The vernier caliper consist of two jaws, one is fixed and other is moveable. Vernier caliper was
invented by Pierre Vernier a French mathematician.
It consists of two scale ie. Vernier scale and main scale. The VS having 10 division and main
scale graduated in cm and mm. VS slides along with the edge of main scale. It can be seen that
10 divisions of the VS are equal to 9 division (mm) of the MS.
We can measure through vernier caliper one tenth of mm accurately.

MICRO METER:-
The micro meter screw gauge is an instrument for measuring very thin sheets of diameter
accurately. It consists of a fixed jaw attached to a one end of frame and moveable’s jaw
attached with screw. Which can be rotated in a nut at the other end of frame. Screw carries
a circular scale divided in 100 equal parts. A nut has horizontal scale divided in to mm/
inches.
There are two types of micrometer one is inside and other outside micrometer.
The one side spindle is attached with thimble and other side is called anvil.
The object is measured between anvil and thimble (between two jaws).
We can measure 1” and inch on micrometer accurately. A very precious measurement which
require accurate measurement are measured by micrometer.
 31

7. CALLIPER:-
The callipers are used for rough diameter of the object where there is much accuracy
required.
There are two types of calipers.
1. Inside caliper
2. Out side caliper
Inside calipers are used for measuring the internal diameter of the object where outside
caliper are used for outside diameter of an object
The calipers have two jaws the object is measured between these jaws.

Inside caliper outside caliper

FISHER VALVE:
Fisher valve are provided on 12V2402JD3 DPU-LOCOS, engines in over speed protection system.
The two air intake shut off valves (fisher valves) are separately installed at blower inlet duct of
two turbo super chargers. When engine speed rises to above set valve air shut off valve operates
to quickly shut turbo super charger air inlet and combustion will stop since there is no air
entering cylinders and engines is shut down.
Air shut off valves is automatically controlled but it has to be manually reset.
BREATHER:
In the 7 FDL 8-12-16 GE class of diesel engine crankcase vapors are drawn with the held up of
turbo super charger exhaust volume breather pipe connected with exhaust chimney.
 32

Breather is provided in side the crankcase of diesel engine free end side blow the turbo super
charger for separation of oil and air crank case gases vapors.

CRANK CASE PRESSURE RELEASE VALVE:

The valve is provided in ALCO class of diesel engine unit in crankcase door at piston no. 5.
In the event of a crank case explosion a spring loaded valve on the explosion door will open
relieving the pressure with the pressure reduced the valve will close in addition a wire screen is
provided to lesson the spraying of lubrication oil in the event of an explosion .
A cover is provided with an opening which is designed to direct the main force of the explosion
down ward. The valve is gasketed by spindle O ring , it is retained in the normal position against
the carrier by a large valve spring which is positioned and compressed by the cover.

HOT OIL DETECTOR:

Hot oil detector is an engine safety device provided in lube oil system free end side in diesel
engine.
The hot oil detector is a shut down device consists of a thermostatic valve and the associated
piping, the valve is located in the discharge elbow of the main lube oil pump piping from the valve
is connected into the oil pressure line between the differential water and crankcase pressure
detector and the engine governor there is also drain line piping from the valve to governor drive
housing.
When oil temperature rises to 124°C to 126°C/ 255°F to 260°F the thermostatic value with open
and the pressure oil is allowed to pass through the valve and drain into the governor drive
housing and diesel engine shout down with indication of low oil pressure.

OVER SPEED TRIP DEVICE:

The over speed trip device is provided as a safety feature to stop the injection of fuel in to the
cylinders should the speed become excessive as 10% more than actual RPM.
If the engine speed should increase to specified limits the over speed device mechanism will shut
down the diesel engine.

WATER AND CRANKCASE PRESSURE DETECTOR:

The combination differential water and crank case pressure detector is a mechanically operated
pressure sensitive device used to determine abnormal conditions of the diesel engine cooling
system and crankcase pressure.
If potentially harmful condition exist the is protective device will cause diesel engine shutdown.

AIR FLOW INDICATOR:

The air flow indicator is provided in crew cab of locomotive on master controller indication panel
board. The working of air flow indicator is showing flow of air in the train/ charging of air in train
 33

or to indicate leakage of air in the train/ systems when brake application by driver through A-9
handle and again create/ recharge brake pipe pressure in train the indicator whistling has
appeared after maintain the 70 PSI/5 bar brake pipe pressure whistling and PCS light will off.
The said device operated in following conditions.
1. In case of train parting
2. In case of chain pulling (passenger alarm chain).
3. In case of any air leakage in train/system.

DEAD MAN PADDLE:

Dead man is a safety device it is provided in crew cab of locomotive under the driver seat for
footing on paddle by driver during train operation the device is protect the train for any
negligence of operating crew.
Dead man device operated automatically after few second of whistling indication. The device has
alerted cab crew every time during operation of train it is given a whistling when driver pushed
the cycling paddle permanently. And in case of driver failed to pushing dead man paddle after 30
to 60 second period, the dead man device is operated automatically and brake into an train also
locomotive no power to traction motor and goes diesel engine on idle position and train stopped
itself.

ENGINE TOOL BOX ITEMS:

Engine tool box items are as under:-
1. Hammer
2. Chisel
3. Punch
4. Screw driver
5. Phillips head screw driver
6. Pliers
7. Side cutter pliers
8. Adjustable screw wrench
9. Pipe wrench
10. Hand flag signal
11. Hand signal lamp
12. Detonators
13. Seal wire
14. Wire rope
15. Rubber wishers

WHEEL DEFECTS:-
Wheels is a most important part of locomotive and it is directly concerned with public safety
The methods of gauging wheel defects are as under:-
 34

1. Method of gauging thin flanges.

Wheel with flange 15/16” thick or less gauged at the point 3/8” above the tread
with Q1511/4 wheel defect gauge shall be with draw from service.

2. Method of gauging deep flanges:-

Wheel with flange 13/18 deep or more measured with wheel defect gauge
Q1511/4 shall be with draw from services of flange 15/16” deep or more
measured.
 35

3. Method of gauging sharp flanges.

Wheel with flange having flat vertical surface extending 1″ or more from tread
measured with wheel defect gauge Q1511/4 shall be with draw from service.

4. Method of measuring tread warm hollow:-

Wheel tread warm hollow condemning limit is 1″, wheel shall not be continued in
service with tread warm hollow 1/4″.
 36

5. Method of gauging knife edge flanges:-

Flange having radius less than 3/16″ at point. A show in the figure should also be
rejected.

6. Method of measuring flat spot wheel skids:-

1. Wheel shall not be continued in service with skid flat when the spot is 2.5″ or more in length
or if there are two more adjoining spots each 2″ or more in length.
2. Wheel with flat spots 1 or more should not be turned out6 after major schedule.

7. Standard wheel profile:-