DIESEL

LOCOMOTIVE
ENGINES
BY
NAME ROLL NUMBER
BANOTH VIVEK 21071A0311
B. NAVEEN RATHAN 21071A0312
BHAVIK S. BHAGAWATI 21071A0313
 INTRODUCTION

• Indian Railways is headed by a Four-member Railway Board whose chairman reports to the
Ministry of Railways. The Railway Board also acts as the Ministry of Railways. The officers
manning the office of Railway Board are mostly from organised Group A Railway Services and
Railway Board Secretariat Service. IR is divided into 18 zones, headed by general managers
who report to the Railway Board. The zones are further subdivided into 71 operating divisions,
headed by divisional railway managers (DRM). The divisional officers of the engineering,
mechanical, electrical, signal and telecommunication, stores, accounts, personnel, operating,
commercial, security and safety branches report to their respective DRMs and are tasked with
the operation and maintenance of assets. Station masters control individual stations and train
movements through their stations' territory. In addition, there are a number of production units,
training establishments, public sector enterprises and other offices working under the control of
the Railway Board.
LOCOMOTIVE ENGINES
Locomotive engine a self-propelled engine driven by steam,
electricity, or diesel power and used for drawing trains along
railway tracks. If a locomotive is capable of carrying a
payload, it is usually rather referred to as a multiple unit,
motor coach, railcar or power car; the use of these self-
propelled vehicles is increasingly common for passenger
trains, but rare for freight.
Traditionally, locomotives pulled trains from the front.
However, push- pull operation has become common, where
the train may have a locomotive (or locomotives) at the front,
at the rear, or at each end. Most recently railroads have begun
adopting DPU or distributed power. The front may have one
or two locomotives followed by a mid-train locomotive that is
controlled remotely from the lead unit.
 DIESEL LOCOMOTIVE

Diesel locomotives are powered by diesel engines. In the early days of diesel propulsion development, various
transmission systems were employed with varying degrees of success, with electric transmission proving to be
the most popular. Diesel locomotives work on the principle of Carnot cycle.
LHRM (LOCOMOTIVE HEAVY REPAIR MACHINES)

• LHRM includes maintenance of compressor compartment, radiator compartment, braking system, and air cooling
system.
•Compressor compartment: In trains of all lengths, compressed air is used to power the suspension system, which is
responsible for the running smoothness of rolling stock along the tracks. When air compressors fail to deliver as needed, rides
become turbulent, uncomfortable, and possibly dangerous. The air compressor consists of 3 heads
• a.) 2 heads at low pressure

•b.) One head at high pressure

•c.) 3 cylinders
• d.) 2 air coolers
The processes happening in air compressor are

Suction->Inter cooling->High pressure head

Compressors in conventional locomotives are fitted with oil bath air filters while in three phase locomotives they are fitted with dry type air filters. These
are connected to the suction side of the LP cylinder heads. A fan with a fan guard is provided to direct cool air on to the compressor unit in conventional
loco.
The compressor room in locomotive has a
 High pressure head
 Low pressure head
 Turbo supercharger system
 Lube oil pressure gauge

Radiator compartment: Radiators are heat exchangers used to transfer thermal energy from one medium to another for the purpose of cooling and
heating. A radiator is always a source of heat to its environment, although this may be for either the purpose of heating this environment, or for cooling the
fluid or coolant supplied to it, as for automotive engine cooling and HVAC dry cooling towers. Despite the name, most radiators transfer the bulk of
their heat via convection instead of thermal radiation.
The radiator room in a locomotive consists of a
 ECC (Eddy current clutch)
 Drum
 Spider
 Radiator fan
 Oil cooler
 RTTM (Rear truck traction motor blower)
 Lube oil filter pump
Radiator fan

Radiator compartment
Braking system in locomotives: Air brakes are used in diesel locomotives. Compressed air is used as
operating medium. The air is provided from the air compressor.

Types of braking system in diesel locomotive: - 1.) A9

2.) SA9

• A9: The A-9 Automatic Brake Valve is a compact, self-lapping, pressure maintaining brake
valve, which is capable of graduating the application or release of locomotive and train
brakes.
• The A-9 Automatic Brake Valve has five positions: Release, Minimum Reduction, Full
Service, Over- reduction, and Emergency.
• The full-service application position is preceded by a zone in which brake pipe air is supplied
or exhausted in proportion to brake valve handle movement through this zone, thus providing
the graduation of an automatic application or release of the locomotive and train brakes.
The A9 Automatic Brake Valve maintains 5kg/cm2-air pressure in Brake Pipe System against normal leakage at
its release position. It also maintains air pressure drop in the system according to its handle position.

The A-9 Automatic Brake valve consists of a self-lapping regulating portion, which supplies or exhausts the brake pipe
pressure, and a vent
valve which is actuated only when the brake valve handle is placed in Emergency position for the purpose of venting brake
pipe pressure at an emergency rate. The self-lapping portion is actuated by regulating cam dog 3 on the brake valve handle
shaft 32 which controls the supply or exhaust of brake pipe pressure. The vent valve 19 is actuated by special cam dog 23
attached to the brake valve handle which is operative only in Emergency position of the brake valve handle. The A-9
Automatic Brake Valve is provided an adjusting handle or set screw 15 which serves to permit the proper adjustment of the
automatic brake valve to supply brake pipe air to the required operating pressure. There is an inlet valve assembly along
with double ball check valve, which moves up and down, when handle moves.

A9 braking system is used when the locomotive formation is applied.

• SA9: Its applied only for the locomotive. The SA9 independent Brake Valve is a compact, self– lapping pressure
maintaining independent brake valve, which performs the function of graduating the application or release of the
locomotive air brakes independently of the automatic brake valve.
• The SA9 Independent Brake Valve is also capable of releasing an automatic brake application on the locomotive
without affecting the application on the train brakes. The independent brake valve has three positions: Quick Release,
Release, and Application.
• The quick release position is the farthest right-hand position of the brake valve and serves to release an automatic
brake application on the locomotive. The application position consists of a zone in which regulated air pressure is
supplied or exhausted in proportion to brake valve handle movement through this zone, thus piloting the graduating of
brake cylinder pressure during an independent application or release.
 LUNT(LOCOMOTIVE
UNDER TRUCK)
• LUNT INVOLVES MAINTENANCE OF UNDER TRUCK OF LOCOMOTIVE.
• UNDER TRUCK SECTION INVOLVES WHEELS , ENGINE, BHOGIE FRAME, CBC COUPLING(CENTRE
BUFFER COUPLER),
BHOGIE FRAME

• It consists of
• Grease box
• Reasoning mounting assembly
• Equalising Beam
• Outer coil spring
• Diameter of wheel 1090 ±7mm
• Minimum Diameter of wheel 1016mm
TYPES OF BHOGIES

• M3 • G3
• 5000 litre capacity • 6000 litre capacity
• Beamless • Beams are places upon the springs.
• Springs are placed within the frame.
CBC COUPLING

• CBC (Centre buffer coupler)is a device for connecting one rolling stock
with another in a train formation. It is centrally located at both ends of
the rolling stock. It allows the vehicles to move independently to
accommodate track curvature and elevation change while remaining
connected (coupled) together.
• E-type coupling is used in wagons.
MAINTENANCE SCHEDULE

• Trip 1
• Trip2
Light repair schedule
• Monthly schedule
• 6 Months quarterly
• 18 months half yearly
• 36 months yearly – heavy repair schedule
LABORATORY SECTION

• It’s a vital role in diesel loco shed to conduct various types of testing
• Ex: Lube oil testing
• Fuel oil testing
• Grease Testing
• Coolant testing
• NDT(NON destructive testing)
LUBE OIL TESTING

• Consists of
• Water coolant testing
• Viscosity testing
• Flash point
• Spectro rapid analysis
WATER CONTENT TESTING

• Used to check water content in lube oil.

• Crackling test is done to check water in lube.
LUBE OIL TESTING

• Viscosity testing.
• Used to find out the viscosity of lube oil.
• Viscosity should be in the range of 12.8 to 20.2 centistoke.
 SPECTRO RAPID ANALYSIS
• In spectro rapid analysis we find out wear and tear of the elements in lube oil.
• Limit of element
• Chromium(cr): 5 to 10 ppm
• Copper(cu): 10 to 20 ppm
• Iron(fe):30 to 50 ppm
• Sodium(Na):20 to 50 ppm
• Lead(Pb): 5 to 10 ppm
• Silicon(si):10 to 20 ppm
• Boron(B):10 to 20 ppm
 MAGNETIC PARTICLE TESTING
• Used to find out cracks on surface of the metal.
• MPT is a fairly simple process with two variations: Wet Magnetic Particle Testing
(WMPT) and Dry Magnetic Particle Testing (DMPT). In either one, the process
begins by running a magnetic current through the component. Any
cracks or defects in the material will interrupt the flow of current and will
cause magnetism to spread out from them. This will create a “flux leakage field” at
the site of the damage.
• The second step involves spreading metal particles over the component. If there
are any flaws on or near the surface, the flux leakage field will draw the particles
to the damage site. This provides a visible indication of the approximate size and
shape of the flaw.
ZYGLO TESTING

• Used to find out cracks on a component by using UV lamp.

• Minute cracks can be seen, they appear bluish.
DI PENETRATE TEST

• Used to find surface crack of the component.

• A suitable liquid penetrant is applied to the surface of the component
under examination and is permitted to remain there for sufficient time to
allow the liquid to penetrant into any defects open at the surface. After
the penetrant time, the excess penetrant, which remain on the surface,
is removed. Then a light coloured, powder absorbent called a developer
is applied to the surface. This developer acts as a blotter and draws out
a portion of the penetrant which had previously seeped into the surface
openings. As the penetrant is drawn out, it diffuses into the coating of
the developer, forming indications of the surface discontinuities or flaws
Apparatus Required

Surface Cleanser, Developer and Penetrant